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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French equipment manufacturer Manitou has committed to a joint venture with Chinese forklift manufacturer Hangcha that will see the two companies develop and manufacture advanced lithium-ion batteries to support the electrification of the heavy material handler space.
Manitou is well-known in the West, so they need no introduction. Hangcha, though, is arguably just as capable of a company, having opened its first forklift plant in 1956, manufacturing others’ designs under license. They developed their own, in-house material handler in 1974, and have racked up hits ever since. Hangcha is currently the world’s eighth-largest manufacturer of industrial vehicles globally (sounds wrong, but here’s the source).
The plan for the JV is to upgrade the two companies’ deployed fleets of existing lead-acid battery-powered vehicle with longer lasting lithium-ion (li-ion) batteries to expand their operational lifespan. From there, the focus could switch to diesel retrofits and, eventually, the joint development of entirely new products.
“Deepening strategic cooperation with Manitou Group and jointly establishing a lithium battery joint marks a new phase in the partnership between the two sides, which is a milestone in Hangcha global industrial layout,” explains Zhao Limin, Chairman and General Manager of Hangcha Group. “Leveraging Hangcha’s core technological and manufacturing strengths in lithium battery solutions, we will collaboratively enhance solution capability of new energy industrial vehicle power systems. This partnership perfectly aligns with our shared objectives to accelerate electrification transformation and drive sustainable development, while providing robust support to the broader industrial vehicle market.”
Manitou MHT 12330
Once production begins, the joint venture factory will play a key role in supporting Manitou Group’s “LIFT” strategic roadmap. LIFT aims to expand Manitou’s electric vehicle lineup of telehandlers and forklifts, and have EVs account for 28% of total unit forklift sales by 2030. Hangcha Group, meanwhile, has publicly stated its intention to become 100% electric by the end of 2025.
This joint venture plans to recruit employees including engineers, operators, sales representatives and after-sales service technicians. Le Mans Metropole will support the recruitment and local integration and training of future employees.
SOURCE | IMAGES: Manitou; images by Manitou, via Belkorp AG.
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Environment
With another tariff deadline looming, these 10 things are going the right way for stocks
New car buyers like to talk about the latest tech and resale value, but most people don’t buy new cars. The used car market is 3x bigger than new, and if you’re content to let the last guy take that big depreciation hit by scoring a great deal on a reliable, low-mile used car you could save thousands on your next EV.
I know what you’re thinking: these posts are always weird because they’re disproportionally impacted by the COVID-era supply chain disruptions, and the obscene dealer mark-ups that came along with them.
But looking into the data shows trends that are much closer to the kind of think you’d expect to see before COVID, with high-end luxury models like S-Class Mercedes that trade on being new and shiny taking massive depreciation hits and more mainstream offerings from brands like Toyota and Honda that trade on economy and reliability holding strong.
That usual luxury brand hit seems like it’s being compounded over at Tesla, where Elon Musk’s highly publicized political leanings have polarized support for the brand, and alienated a huge portion of the market. Demand for new and used Tesla vehicles has plummeted, and iSeeCars reports that the Tesla Model S suffered the biggest percentage price drop of all makes and models over the last twelve months, showing the pioneering electric sedan’s average price in June 2025 at $46,700, nearly 16%, or $8,800 lower than it was 12 just months earlier.
This isn’t a post about Tesla, though (not intentionally, at least). Instead, it’s about those EVs that have lost the most value since they were first sold new five-ish years ago. So, if you’re looking for a great deal on a pre-loved EV, you could do a lot worse than the list, below, presented in order from biggest “loss” of value.
Top 10 fastest-depreciating EVs
| Make & Model | MSRP | Avg. 5 yrs | >Difference | % Change | |
|---|---|---|---|---|---|
| 1 | Audi Q8 e-tron | $74,400 | $20,958 | -$53,442 | -71.9% |
| 2 | Jaguar I-Pace | $72,000 | $20,047 | -$51,953 | -72.2% |
| 3 | Tesla Model S | $74,990 | $27,835 | -$47,155 | -62.9% |
| 4 | Nissan Leaf (SV Plus) | $36,190 | $13,000 | -$23,190 | -64.1% |
| 5 | Tesla Model X | $79,990 | $32,940 | -$47,050 | -58.8% |
| 6 | Mercedes EQS | $104,400 | $41,121 | -$63,279 | -60.6% |
| 7 | Tesla Model Y | $44,990 | $23,775 | -$21,215 | -47.2% |
| 8 | Hyundai Kona Electric | $32,675 | $13,860 | -$18,815 | -57.6% |
| 9 | Tesla Model 3 | $38,990 | $20,950 | -$18,040 | -46.3% |
| 10 | Porsche Taycan | $99,400 | $48,445 | -$50,955 | -51.3% |
| 11 | Ford Mustang Mach-E | $39,995 | $21,600 | -$18,395 | -46.0% |
Disclaimer: the models and pricing shown, above, were sourced from CarsDirect, Carscoops, iSeeCars, USNews, and Yahoo!Finance. These deals may not be available in every market, and the standard “with approved credit” fine print should be considered implied. Check with your local dealer(s) for more information.
If you’re considering going solar, it’s always a good idea to get quotes from a few installers. To make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. It has hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use, and you won’t get sales calls until you select an installer and share your phone number with them.
Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.
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