The 2023 Mercedes-Benz EQE350+ is more than a new EQS

The proliferation of models in the Mercedes-Benz lineup has negated the established relationships between the stars in the Stuttgart family of products. But two of the company’s brightest stars have remained locked in by the force of gravity, a binary star system: the S-Class and E-Class. The S-Class is Mercedes’ giant, its brightest light. Class E is the secondary star, still functional but just a giant, shining somewhere about eight-tenths of S density.

That’s why, not long after the debut of the all-electric EQS ​​sedan, Cosmic Analog had us sample the all-electric EQE. The first is the expected technological presentation. But Mercedes wasn’t content with making the latter just an eight-tenths replica, so the EQE was designed to be the EQS’ “sports little brother.”

It starts with sub-brands EQ for the black front panel and a solid light strip across the stern, connected by a “single-arch” greenhouse that deflects from the cowl to the tail. Among the superficial differences between the two EVs, the EQE lacks the EQS’s hard light bar across the top of the grille and fits in slightly different headlights and the signature DRL.

Changes in EQE dimensions accentuate the sportiness. Overall length is about nine inches shorter than the EQS, but the wheelbase is reduced by just 3.5 inches. The EQE maintains a visual connection to the EQS despite the cut-out overhangs which make the side sight somewhat short, an impression backed by the EQE that is the same height as the EQS but partly wider.

The battery placed inside the wheelbase is a 10-unit version of the 12-unit packaged in the EQS. It’s good for 90.6 kWh of usable energy and what we said would be a range of over 300 miles. As in the EQS, the maximum charge rate is 170 kW.

The cabin offers nothing but a few tangled frills for EQS — Burmester’s Atmos audio system, for example, isn’t available here. The interior adds an inch of front shoulder room and three inches of overall length compared to the current E-Class, a sedan we praise for its luxurious excavations.

However, there are anomalies in the posterior quadrants, especially on entry. A single-arch condensed greenhouse is also bent downward along its edges. This creates a significantly compressed tailgate opening, requiring a duck from the head to get past the curved sill. Mercedes fitted the EQE with a trunk instead of a hatch as on the EQS, eliminating the top hinges to increase headroom. However, the floor-mounted battery pushes the rear hip point 2.5 inches higher than a conventional E-Class. It’s comfortable there, but adult rear passengers will always have the cabin’s curved roof in sight.

Moving to the front row gives a glimpse into our independent future. It’s like you’re sitting in a custom room. The upper edge of the door panels extend from the windows forward toward the windshield. There is hardly any width of the door panel at the shoulder line, so forget to put your elbow there unless the window is open. While that wouldn’t matter in an autonomous future, the cowl eats more vision, and advanced driving assistance equipment at the top of the steep windshield obscures the already vulnerable front view even more. The curved roof cuts the height of the side windows, the massive A and B pillars reduce their width, while the rear window as seen through the rearview mirror is an opening in the cellar. This is the cockpit to look inward rather than outward.

Fortunately there is a lot to do inside then. The standard instrument panel places a 12.3-inch digital instrument cluster behind the steering wheel and a 12.8-inch tablet in the center console. That’s what goes minimalist now, and it’s handsome, against a sweeping background of wood or glossy black trim.

The optional Hyperscreen, appearing for the third time after the S-Class and EQS, spreads three screens across more than 56.0 inches of the curved glass panel, as well as the overhead display included with the Hyperscreen. The UI keeps the most commonly used systems like navigation and music at the top level, and generally does a good job of keeping the task control legible. There were a few weird tics that might have been smoothed out with more knowledge, like knowing when the music controls would appear on the bottom of the center screen or on the right side. Among the navigational features, an augmented reality video feed appears above the map in the center display, hiding the arrow glyph we are used to tracking. We ended up triangulating three navigation displays at all times – one in the HUD, one in the instrument cluster and one in the center display. Which is a lot of scanning and wasting at least two displays.

Our tip: Start your kids playing video games now. Driving the future will lead to the influx of large amounts of data.

The driving experience is everything one would expect. The single motor in the EQE350+ generates 288 horsepower and 391 pound-feet of torque. We previously considered these average numbers to transfer about 5,200 pounds of Swabian heft, but what a difference does electric propulsion make. On winding roads, the sedan reaches its goal of a “sports little brother,” the product of instant torque, optional rear-wheel steering (up to 10 degrees), and curb weight a few hundred pounds lighter than the EQS.

Advanced driver assistance systems can use some polish, however, and they do expose the deficiencies of the occasional learner’s permit such as delayed braking and twists on tight roads with oncoming traffic. But over-the-air updates promise to add finesse.

We will need to enter the test’s EQE to measure its noise levels against the EQS. Our unassisted ears found the Executive Transit much quieter at 110 mph on the German motorway than other gas and electric vehicles we’ve driven at long highway speeds. Indeed, the age of electric cars could renew Mercedes’ reputation for bank safe solidity – what made the biggest impression was the calmness of the emptiness of space. Mercedes engineers got the actors maniacal chase noise to eliminate them. Take the powertrain mount: They put the electric motor in a wet subframe located inside another subframe with the power electronics, covered those electronics with a casing, and screwed the subframe assembly out of the chassis. Elsewhere, Mercedes has redirected the climate control and cooling systems to eliminate the gurgling noise of fluids, and the tire’s foam-filled edges are cut into the sidewall instead of their proud height. Across town, the sedan quietly drives like a basement. At one stop sign in Frankfurt, we realized that the only things we could hear were tinnitus and neurosis.

Despite its shortcomings, EQE is really great. And there’s still the 402hp EQE500 4Matic twin-engine and the EQE53 4Matic+. While children are urged to have a sharp razor grand tour And digital combat simulatorWe recommend meditation courses for EQE buyers. Being calm will give them plenty of time with their thoughts.

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2023 Mercedes-Benz EQE 350+
Vehicle Type: Rear Engine, Rear Wheel Drive, 5 Passenger, 4-Door Sedan

price (grandfather he is)
Base: $70,000

Motor: AC permanent magnet synchronous, 288 hp, 391 lb-ft
Battery pack: liquid-cooled lithium-ion, 90.6 kWh
Internal charger: 11.0 or 22.0 kW
Transmission: direct drive

Wheelbase: 122.9 inches
Length: 196.6 inches
Height: 59.5 inches
curb weight (grandfather East): 5200 lbs.

performance (grandfather he is)
60 mph: 5.5 seconds
1/4 mile: 14.5 seconds
Top speed: 130 mph

Fuel Economy (EPA) (grandfather he is)
Complex/City/Highway: 97/97/97 MPG
Range: 300 miles

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