The AMG badge on a 100% electric Mercedes means more power - and a steep price.
Old habits die hard - or, translated literally, “old habits are hard to kill”. That is probably the most accurate way to describe what happened to me the moment I read the message saying I’d be testing the Mercedes-AMG EQE 43 4Matic.
At first, my brain only registered the AMG badge - which, in my mind, immediately became four huge exhaust pipes, a V8 engine and that intoxicating soundtrack. Then I “caught” the EQE part too, and my reading pace slowed. A fully electric AMG? Well… why not?
Differences compared with the “standard” EQE
Compared with the Mercedes EQE we’ve already had the chance to get to know at Razão Automóvel, this AMG version is mainly distinguished by subtle cues - such as the vertical slats in the front panel that echo Mercedes-Benz’s historic Panamericana grille. On top of that, you get sportier bumpers and details that aren’t just visual flourishes: they also help improve aerodynamics.
All of this is further supported by a more exclusive wheel design that can go up to 21” in diameter, as on the Mercedes-AMG EQE 43 we were able to drive. There are also less obvious changes, such as a reduced ride height thanks to a more sporting suspension set-up.
Choosing Patagonia Red for our test car was also a smart move: it’s far more eye-catching than the various neutral choices (grey, white or black) plus a blue.
Even after taking all that in, if it weren’t for the badges on the boot lid and along the sides of the body, there’s very little to shout “AMG”. Even the distinctive lighting system is exactly the same as on the other versions.
The interior feels more “AMG”
While the exterior keeps things relatively restrained, the cabin does a much better job of placing you in AMG territory - and I’m not even talking about the enormous €8900 MBUX Hyperscreen fitted to this particular car.
The sportier vibe comes through in the front seats, shaped to provide stronger lateral support, and in the red stitching and seatbelts (front and rear).
Beyond the seat leather, you’ll also find more exclusive materials with a suede-like finish, along with metallic accents that break up the darker tones. These include the speaker grilles for the Burmester audio system, the sports pedals and the door pulls where the window switches sit.
Pride of place in the EQE AMG
Even though the cabin is spacious and genuinely comfortable, the most coveted seat remains the one behind the wheel. The driving position is spot-on, and the steering wheel offers an almost perfect grip.
With the MBUX Hyperscreen in place, some controls have been moved to the space between the seats. Among them are the start/stop button, the fingerprint reader and direct shortcuts to several key menus. One of these is “AMG”, where you access the driving modes.
There’s an even easier way to switch between the available modes in this EQE 43 AMG, though: right on the steering wheel, via two small displays with rotary controllers that you can customise.
Wanting to do things differently
As cabins become “taken over” by digitalisation and new tech, some elements can look more striking yet end up doing their job less effectively.
Two clear examples are the instrument display and the steering-wheel controls. In the first case, you can choose from different themes - from very simple to very complex - but, in practice, the clearest option is still the more traditional layout with round dials.
In the second case, it’s about the touch-sensitive steering-wheel controls. They pack in countless functions, but they aren’t always the most user-friendly. And sometimes you trigger them unintentionally - while turning the wheel, for instance.
Goodbye, V8. And thank you
Say what you like: with the new generation of fully electric AMGs, some experiences are bound to disappear. Like reversing close to a wall so that, the next morning, you can start a cold V8 and savour that magnificent sound as it “wakes up”. I’ll miss moments like that.
The Mercedes-AMG EQE 43 doesn’t have a V8. Instead, it uses two electric motors - one on each axle - and it makes no noise when I switch it on. My neighbours will probably be grateful.
Even so, these two compact motors deliver 350 kW (476 cv) and 858 Nm of maximum torque, served up instantly - provided the battery is fully charged.
And “43” is only the entry point into the EQE line by AMG. There’s also a “53” with close to 700 cv and 1000 Nm.
With one motor per axle, you get four-wheel drive, which helps make the most of acceleration: 0 to 100 km/h takes just 4.2s. Top speed is electronically limited to 210 km/h - and it arrives very quickly.
What the spec sheet doesn’t convey is the sound the AMG EQE 43 produces when you launch it using “Race-Start”.
It’s the kind of noise that belongs in a sci-fi ride at a theme park… but it has nothing to do with an AMG.
And what about driving enjoyment in this electric AMG?
This is still a delicate topic, particularly for those who learned to drive with combustion engines - where the way an engine responded to throttle inputs varied hugely from car to car.
And in most cases, sound was part of the overall experience. I’m not saying it was better or worse - just undeniably different.
This Mercedes-AMG EQE 43 4Matic is a strong example of what current technology and modern car makers can deliver in a contemporary performance model.
Its 350 kW (476 cv) often feels like more than the headline figure suggests. The ease with which speed builds - and the scenery starts rushing past - can feel almost unreal, precisely because it happens so effortlessly.
The “argument” between weight and power
A glance at the specifications can still catch you off guard when you realise it weighs more than 2.5 t - although you “discover” it quickly enough on a twisty stretch of road I know well.
Shifting mass from one corner to the next must put extra strain on the tyres, even if they have the correct load rating.
Body movements are largely disguised thanks to the solid work of the air suspension and the advantages of having four-wheel steering.
When it’s time to shed speed quickly, the braking system also proved highly capable in the way it deals with all that mass moving at pace.
Torque distribution continues to favour the rear axle, especially with the S+ driving mode selected.
Talking about “acceleration” almost feels like the wrong word. Instead, what you experience is something steadily pushing you forwards - and you then have to guide that force as cleanly as possible in the direction you want.
Mindful spending of kWh
With this style of driving, there are no miracles - neither for litres of petrol nor for kWh of electricity.
In the case of the Mercedes-AMG EQE 43, it’s possible to see a figure close to 40 kWh/100 km after a few more “lively” kilometres. Naturally, that takes a toll on range.
In the “real” world and with a more normal approach, though, I found myself doing what I do in most electric cars.
In other words, playing the “game” of trying to achieve the lowest consumption possible, while making the most of every deceleration and braking phase to regenerate as much energy as I can.
Driven this way, keeping consumption below the 20 kWh/100 km threshold isn’t especially difficult - even if the final figure in this test ended up higher than that (24.9 kWh/100 km). Still, that already allows you to get closer to the official 505 km range.
The price of an AMG
Even though this is, for now, the most affordable choice among fully electric AMGs, its base price is already above €110,000.
And once you add all the options fitted to the test car, the retail price rises beyond €140,000.
In return, that money gets you a car with an exceptionally well-built, high-quality cabin and an almost endless equipment list.
Even so, after a few days with the Mercedes-AMG EQE 43, there were features I simply didn’t use - and I found myself wondering whether I’d specify them.
The MBUX Hyperscreen, for instance, would never be on my list. The Burmester 3D surround sound system, on the other hand, would be far harder to give up.
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