First drive in the Mercedes-AMG EQE SUV: Same same, but different, but still the same
Mercedes-AMG has officially launched its third EV model and first all-electric performance SUV with the EQE. I previously tested out the Mercedes-Benz EQE SUV, so you know I had to take the AMG version out for a spin to see how it compares. Here are my thoughts.
The AMG EQE SUV was announced alongside the debut of its standard Mercedes-Benz version back in October of 2022. At the time, we learned the AMG version would arrive with less range compared to the EQE SUV (more on that later), but with higher performance.
This includes new air suspension, steering, and stabilization technology, as well as unique aesthetic design features inside and out. By March, we learned pricing of the American-made EQE SUV, which could qualify for federal tax credits at its most basic configuration.
That will not be the case for the AMG EQE SUV as it arrives with bolstered performance and advanced features. This past spring, I got the chance to be one of the first to drive the EQE SUV in Portugal and was a big fan, so it was a no-brainer when Mercedes asked me to visit Southern California and experience the AMG version. Here are some images from my drive.
The AMG EQE SUV looks and plays the sportier role
The Mercedes-AMG EQE SUV not only arrives as a profound demonstration in initialisms, but as the dual-motor, performance version of a mid-size SUV that has yet to make its own impact on the US market. The dynamic 4MATIC+ AWD experience synonymous with the AMG name stems from the EQE SUV’s synchronous motors, which combine for up to 677 hp and 738 Nm of torque (in RACE START mode).
Unique features implemented on the first electric performance SUV include front and rear AMG Ride Control+ air suspension, an adaptive damping system, and Active Ride Control roll stabilization. The AMG EQE SUV also features Mercedes’s unique MBUX curved Hyperscreen, where the passengers can control six different driving characteristics, via the following AMG Dynamic Select programs that control the suspension setup:
| Drive Program | AMG EQE SUV Output Level |
| Slippery | 50% (308 hp) |
| Comfort | 80% (493 hp) |
| Sport | 90% (555 hp) |
| Sport+ | 100% (617 hp) |
| RACE START without Boost function | 100% (617 hp) |
| RACE START with Boost function (AMG DYNAMIC PLUS Package req.) |
110% (677 hp) |
The AMG SUV is slightly longer and taller than the standard Mercedes-Benz version, but not enough that that you’d even notice. As you can see in the images above, the exterior features AMG’s unique black panel radiator grille with vertical chrome struts to match the other two performance EQ models, as well as a brand-specific emblem on the hood instead of the three-point star.
When you open and close the vehicle, the SUV’s Digital Light headlamps feature an AMG-specific projection, but it was tough to see and film during the day. There are also plenty of unique details in the AMG EQE SUV’s interior, starting with the images I snapped below.
An AMG interior that is more sporty than luxurious
As you may have noticed, the MB-Tex microfiber textiles throughout the interior are a far cry from the bright white leathers I experienced in the Mercedes-Benz EQE SUV earlier this year. The seat patterns, red seatbelts, and topstitching are all AMG-specific elements. I personally would have preferred the original leather as I found the microfiber a bit warm in the California weather, and the fabric does not allow for one of my favorite features while test driving – air-conditioned seats.
The steering wheel features of the only leather inside the SUV, complimenting a flattened wheel bottom, perforated grip areas, and silver aluminum paddles for adjusting regenerative braking levels. As you’ll see below, the AMG steering also features digital buttons that control the aforementioned drive programs.
Other unique interior features for the AMG version include unique displays in the instrument cluster and quick access to Dynamic Select in the center console (see display images above). The AMG EQE SUV also features Dolby Atmos sound, offering a 360-degree listening experience (as long as the song you’re listening to is compatible).
Aesthetics are one thing, but how does the AMG drive compare standard EQE SUV. Well, let me tell you.
AMG EQE SUV performs better, but is it worth the money?
Obviously the answer is subjective depending on your driving and performance preferences as well as the all-important factor of budget, but for me personally I’m not so sure. My drive day with the AMG EQE SUV was a fun one, but not a particularly memorable one.
Sure, the AMG definitely delivers better performance than the standard EQE SUV, but that’s a relatively low bar in terms of EV specs – and the gap isn’t as wide as I originally expected. The AMG-specific dual motors provide significantly more hp (617-677 vs. 288-402 hp), and the splitting of the roll bar from front to back allows the system to be connected and torsioned together for more sportiness, but this remains a heavy, lumbering EV in my opinion nonetheless.
Sport and Sport+ were absolutely dynamic and fun to experience, but I took a couple of turns a little too quickly and admittedly puckered up for a second – you definitely feel the weight of the Mercedes-Benz EVA platform, even with its “AMG treatment.”
The ride itself was smooth, although I found the regenerative braking in the AMG version jolty and annoying at times, depending upon which drive program I was in. It felt as if it wanted to be one pedal driving, but couldn’t make its mind up. This was a different sensation from the standard Mercedes-Benz EQE SUV.
ADAS system worked stupendously, seamlessly switching lanes on the highway while maintaining speeds and adjusting to the flow of traffic around me. I also love the head-up display (HUD), which is one of the more robust in the industry in my opinion. It compliments an MBUX complete with navigation that remains one of the very best. I never have to use Apple CarPlay in a Mercedes EV – that’s rare. Here’s the HUD in action:
All that said, there’s one huge hurdle in our way as we try to compare the AMG EQE SUV to its standard predecessor – Mercedes-AMG is not yet sharing pricing. Even so, it’s easy to wager that the AMG version will cost more than most trims of the Mercedes-Benz EQE SUV, and I’m personally not sure its worth it – especially since the latter is already such a well designed EV.
Electrek’s Take
Overall, I like the look of the Mercedes-AMG EQE SUV inside and out, but also felt like its sports car interior didn’t quite fit the level of performance (or lack thereof) this EV offers. I’d personally save my money and go for one of the Premium versions of the Mercedes-Benz EQE 350 SUV, depending on whether you want 2WD or 4WD – might be able to snag those tax credits, too.
Aside from the better motors and AMG Ride Control+, a lot of the same technology is present in the standard EQE SUV, including a heat pump and damping – it’s just slower off the starting line. Sure, the AMG version can go 0-60 mph in an estimated 3.4 seconds (using Race Start), but are you buying a mid-size luxury SUV to haul ass at every green light?
I’d take the 6.3 seconds with the EQE 350+ SUV for the 279 miles of range. Can AMG’s version beat that? It remains to be seen as the performance automaker has yet to divulge that information, which is interesting. The provisional range was expected to be between 233-292 miles (WLTP), another big reason why I’d probably lean toward the Premium 350+ or 350 4MATIC.
I think there will always be a place for AMG vehicles, especially as the growing lineup of EVs opens the door to better performance opportunities – we’ve already begun to see this potential in the AMG EQS and EQE sedans. When it comes to the EQE SUV however, I’d rather save my money on the Mercedes-Benz version and don’t think I’d miss anything in the AMG model.
We will have to see how pricing plans out and how the different models compare financially.
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Tesla’s sales have fallen 87% in Quebec in the first quarter 2025 compared to the same period last year.
The critical Canadian market has been wiped out, and Tesla is no longer importing new vehicles.
Quebec is the leading EV market in Canada, with the highest adoption rate of new electric vehicles.
That’s due to incentives, cheap hydro electricity, and a strong base of EV enthusiasts.
As the EV leader in North America, Quebec became an important market for Tesla.
However, Tesla’s market in Quebec is now gone.
We don’t have all Canadian data for vehicle registrations in the first quarter; however, Le Devoir managed to obtain data for Quebec from the Société d’assurance automobile du Québec (SAAQ), which revealed that Tesla delivered only 524 vehicles in Quebec during Q1 2025.
That’s down 87% compared to Q1 2024.
The pause in the Quebec and federal EV incentive programs contributed to the sharp decline, but the pause also happened in the quarter, which helped sales by creating urgency to buy and take delivery.
However, it also created an awkward situation for Tesla in which it was accused of filing thousands of questionable requests for incentives worth $42 million CAD, which it later claimed was a backlog of deliveries that it hadn’t filed yet.
This controversy added to growing brand damage for Tesla in Quebec and the broader Canada due to its CEO Elon Musk’s backing of Donald Trump, who is openly calling for the US to annex Canada.
Tesla’s Canadian Troubles are not over
While Q1 2025 was bad, Q2 could prove even worse. Tesla had to increase prices in Canada in April due to the Canadian government slapping 25% tariffs on its vehicles in response to Trump’s trade war.
The combination of the end of some incentive programs, the higher prices, and the degrading sentiment for Tesla in Canada and Quebec is leading to very few sales in the market.
A source familiar with the matter said that Tesla doesn’t plan to import more vehicles in the country this quarter due to low demand.
The broader EV market in Canada declined 45% in Q1 due to the pause in the incentive program, but Tesla’s decline was much sharper, indicating larger issues than just the lack of incentives.
Electrek’s Take
The situation for Tesla in Canada is even worse than in Europe right now. It’s not the largest market in terms of size, but it has a significantly higher EV adoption rate than the US and has helped Tesla in North America.
As long as the tariffs are in place, there’s little hope for Tesla in Canada.
Even if they are removed, which I hope happens soon, as it would mean a de-escalation of Trump’s dumb and illegal trade war, Tesla is still going to have major brand issues due to Musk’s backing of Trump and him saying some foolish things like “Canada is not a real country.”
All of those factors add to Tesla’s aging and limited lineup, which too heavily relies on Model Y, which had a refresh that wasn’t significant enough to revitalize sales.
It’s really hard to be optimistic about Tesla right now.
In Canada, Tesla currently has some inventory of the new Model Y, which it managed to secure before the tariffs. If you’re interested in a Cybertruck, there are plenty available. Although, I have a feeling that you are better off waiting a bit as I assume prices will come down.
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![Here's a closer look at Kia's low-cost EV2 [Video]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/05/Kia-EV2-closer-look.jpeg?resize=1200,628&quality=82&strip=all&ssl=1)
Kia’s smallest and most affordable EV is already creating quite the buzz. The EV2 will sit below the EV3 in Kia’s expanding EV lineup. With its official launch approaching, the Kia EV2 was spotted on public roads, giving us a closer look at the upcoming electric SUV.
Take a closer look at the Kia EV2 caught on public roads
Although the EV2 will likely only be around 4,000 mm (157″) long, Kia promises it won’t feel so small when you’re actually in it.
Last month, we got a sneak peek of the interior at Milan Design Week. During an exclusive event, Kia showcased the EV2 concept and revealed a few new details we can expect to see.
Kia designed the EV2’s interior to be a relaxing retreat from the city’s hustle and bustle, sort of like a porch or balcony. Thanks to its flat floor layout, the SUV offers flexible seating. By folding the second-row seats and pushing the front seats forward, the EV2 offers an open space to stretch out or “enjoy a meal,” according to Kia.
Although no other details were offered, like Kia’s newer EVs, you can expect to see its new ccNC panoramic infotainment system with dual 12.3″ driver and navigation screens.
After the EV2 was spotted driving on public roads, we are getting a better look at Kia’s upcoming electric SUV. The video from ShortsCar reveals a front-end design similar to that of the EV3, EV5, and EV9, featuring its signature vertical daytime running lights (DRLs) and Star Map lightning.
Despite its small size, the EV2 has a surprisingly large presence on the road, thanks to its upright stance and broad wheel arches, reminiscent of the larger EV9.
A production version of the EV2 was also spotted in Germany this week, with its European debut just around the corner. The images by SH Proshots (via TheKoreanCarBlog) show a similar design to the model caught driving in Korea.
Kia will launch the EV2 in Europe and other regions in early 2026. Prices and final specs will be revealed closer to then, but the EV2 is expected to arrive with a WLTP range of around 300 miles (483 km). Smaller battery options could offer less range at a lower price.
Since it’s slated to sit below the EV3, which is 4,300 mm (169″) long, the EV2 is expected to be closer to 4,000 mm (157″) in length.
Like Kia’s other electric vehicles, it will be based on Hyundai’s E-GMP platform, which also underpins its IONIQ series.
Kia’s CEO, Ho-Sung Song, told Autocar that the company plans to launch the EV2 in the UK with prices starting at about £25,000 ($32,000). Since that was a few years ago, plans could have changed. We will learn more soon. Check back for the latest.
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Voltpost, a startup that turns existing lampposts into EV chargers, has officially launched its first public charging site in Oak Park, Illinois. The curbside charger, installed in partnership with the Park District of Oak Park and utility ComEd, brings easy, affordable EV charging access right to the neighborhood.
Instead of building entirely new charging stations, Voltpost retrofits existing lampposts with a modular Level 2 charging platform. That means less construction, lower costs, and quicker deployment – Voltpost says its EV charger can be installed on a lamppost in minutes. It’s controlled via a mobile app, and it’s designed to serve public spaces like curbs and parking lots, as well as private locations like university campuses and apartment complexes.
“The deployment of a Voltpost charger in Oak Park will expand EV charging access for the local community and help catalyze the transition to sustainable transportation,” said Voltpost CEO and cofounder Jeffrey Prosserman. “This builds on our work in New York and Michigan, and it’s a step toward scaling our platform nationwide.”
Voltpost says its approach is more sustainable and equitable, since it’s using infrastructure that’s already there instead of building from scratch. And it opens up EV charging to more people who don’t have a private driveway or garage.
Kassie Porreca, president of the Park District Board of Commissioners, said, “Ensuring the residents of Oak Park benefit from affordable access to EV charging infrastructure is vital to fulfilling our commitment to serving the needs of our community.”
Najwa Abouhassan, senior manager at ComEd and a liaison for the 2c2i climate tech initiative, said this project connects innovation with community impact. “We’re proud to support Voltpost’s mission to bring sustainable, street-level charging to the places people live and work.”
With this first public site now live, Voltpost says it’s aiming to expand across the country, turning more streetlights into smart charging hubs for EV drivers.
In 2023, Voltpost participated in the New York City Department of Transportation (DOT) Studio program, a collaboration between the NYC DOT and Newlab. In its pilot, Voltpost installed chargers on lampposts at Newlab in Brooklyn and in a DOT parking lot. The chargers were installed in an hour, operated with a high uptime, and got positive feedback from EV drivers.
Read more: This lamppost EV charger just went commercial in the US
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