Merc’s new electric vehicle

Compared to the luxury liner EQS, the EQE is even more streamlined, with a slightly shorter wheelbase, shorter overhangs and more recessed flanks – it carries the concept of the business saloon into the future. Sensual Purity is reflected in generously modelled surfaces, reduced joints and seamless transitions (seamless design). The overhangs and the front end are kept short, the rear provides the dynamic accent with a sharp rear spoiler. Flush with the outer edge of the body, the 19- to 21-inch wheels, together with a pronounced muscular shoulder section, give the EQE an athletic character.

In the outer dimensions (length/width/height: 4,946/1,961/1,512 millimetres), the EQE is comparable to the CLS. Like the latter, it has a fixed rear window and a boot lid. The interior dimensions even clearly exceed those of today’s E-Class (213 model series), e.g. the shoulder room in the front (plus 27 mm) or the interior length (plus 80 mm).

Unconventional interior design and high operating convenience

The vent band spans across the entire width at the top and is very slim at the same time. These extreme proportions create the avant-garde architecture of the cockpit. The outer nozzles feature a turbine design.

The latest MBUX generation, recently introduced in the EQS, is also on board the EQE. With adaptive software, the control and display concept completely adapts to its user and makes personalised suggestions for numerous infotainment, comfort and vehicle functions. With the zero-layer design, the user does not have to scroll through submenus or give voice commands.

The most important applications are offered situationally and contextually on the top level in the field of view. In this way the EQE driver is relieved of certain operating steps.

Efficient drive system

The EQE 350+ with 292 hp will be launched first. All EQE models have an electric drivetrain (eATS) on the rear axle. The electric motors are permanently excited synchronous motors (PSM). With the PSM, the rotor of the AC motor is fitted with permanent magnets and therefore does not need to be supplied with power. The advantages of this design include high power density, high efficiency and high power constancy. The motor on the rear axle is particularly powerful due to its six-phase design: it has two windings with three phases each.

In the EQE, the lithium-ion battery consists of ten modules and has a usable energy content of 90.56 kWh, and the range of up to 654 km according to WLTP is absolutely suitable for touring. In the case of the battery, a major step has been achieved in terms of the sustainability of the cell chemistry: the optimised active material consists of nickel, cobalt and manganese in a ratio of 8:1:1. This reduces the cobalt content to less than ten percent. The continuous optimisation of recyclability is part of Mercedes-Benz’s holistic battery strategy.

Consistently high performance and multiple accelerations without a drop in power characterise the EQE’s drive philosophy. This includes a sophisticated thermal concept and several variants of energy recovery by means of recuperation. In this process, the high-voltage battery is charged by converting the mechanical rotary motion into electrical energy during overrun or braking mode. The driver can manually select the deceleration in three stages (D+, D, D-).

ECO Assist also offers situation-optimised recuperation – deceleration is so strong or weak that it ultimately results in the most efficient driving style. If possible, recuperative deceleration is also used for vehicles detected ahead. This even occurs until they come to a standstill, for example at traffic lights. The driver does not need to press the brake pedal for this – literally one-pedal driving.

High noise and vibration comfort, Sound Experiences as a contrast

As a saloon with a boot lid, the EQE’s concept is well equipped to offer a high level of NVH comfort (Noise, Vibration, Harshness) into account. Numerous measures contribute to this. In the electric drivetrains (eATS), the magnets are arranged inside the rotors in an NVH-optimised way (known as ‘sheet metal cut’). In addition, the eATS have a special foam mat all around as an NVH cover. The inverter cover is a sandwich construction. The eATS are double-decoupled from the body via elastomeric bearings: Highly effective spring/mass components provide continuous sound insulation from the crossmember under the windscreen to the floor of the boot. Acoustic foams are inserted into many carriers during body-in-white construction.

If desired, the ride in the EQE nevertheless becomes an acoustic experience: If the Burmester® surround sound system is on board, the EQE has the two soundscapes: Silver Waves and Vivid Flux. Silver Waves is a sensuous and clean sound. Aimed at EV enthusiasts, Vivid Flux is crystalline, synthetic yet humanly warm. They can be selected or switched off as sound experiences on the central display.

Air suspension and rear-axle steering as options

The suspension of the new EQE, with four-link front suspension and multilink rear suspension, is closely related in design to the new S-Class. As an option, the EQE is available with AIRMATIC air suspension with ADS+ adaptive damping system. With rear-axle steering (optional extra), the EQE feels as manoeuvrable as a compact car in the city. The steering angle at the rear axle is up to ten degrees. The turning circle is reduced from 12.5 to 10.7 metres with rear-axle steering.

High level of passive and active safety

The principles of Integral Safety, in particular accident safety, apply regardless of the platform. Like all other Mercedes-Benz models, the EQE therefore has a rigid passenger cell, special deformation zones and modern restraint systems with PRE-SAFE®.

The fact that the EQE is based on an all-electric architecture also opened up new design possibilities for its safety concept. It meant, for example, that a favourable location could be chosen for the installation of the battery, in a crash-protected area in the underbody. And because there is no large crankcase on board, the behaviour in a frontal crash could be modelled even better. In addition to the standard crash tests, the car’s performance in various additional load situations was verified and extensive component tests carried out at the Vehicle Safety Technology Centre (TFS).