Mercedes-Benz Eqe53 vs Porsche Cayenne

What's the difference?

In the wild new world of fully electric cars there isn’t really an ‘average’ of what to expect. If there was, I’m sure the EQE 53 would exceed it. Its electrification brings the ambiance of a luxury car, while its performance reminds you of what AMG is capable of.

There’s a bit of the mechanical engagement of AMG missing, a relatively small boot, and some won’t be sold on the function-over-form looks, but the EQE 53 is a pleasantly surprising look at the future of fast Mercedes.

Of all the super SUVs I've piloted, the Porsche Cayenne Turbo GT is the best all-rounder in terms of performance, comfort, cabin technology and style.

As a family car it's roomy, practical and easy to use and drive daily.

As a performance car the Turbo GT is stupidly quick, with the agility of a sports car. Sure, a 911 would leave it behind on a twisty race track, but this SUV is close to having that sportscar experience and keeping your family, as well.

The EQE is certainly a departure from the classic lines of the current E-Class sedan. Mercedes-Benz has chosen to take a completely new approach for the electric era, embracing the need for ultra-low drag designs, and a corresponding newfound love for curvaceous surfaces.

It’s fairly imposing too with enormous wheels and an abundance of panels. Needless to say some will find this new design direction challenging. It proved quite controversial in the CarsGuide office, at any rate.

I can say it looks a bit more approachable when witnessed in the metal, and the AMG branded 53s I sampled for this review added a few more much-needed points of interest to this single curve of a design.

This is particularly notable around the rear of the EQE 53 which adds a little tail spoiler and glossy rear diffuser, which help accentuate the width and terraced design of the rear window.

Around the front is a little more featureless, with the blanked-out grille losing the intricate three-dimensional appeal of this car’s combustion equivalents. There’s just something a bit plain about the EQE’s face, although Mercedes has tried to spice it up with interesting headlight clusters.

The inside is spectacular, with a smorgasbord of screens and lights to match an abundance of glossy touch-based surfaces. Some may not be sold on the over-the-top approach, but it feels as futuristic as an EV should be.

The material choices are nice, too, with soft-touch materials atop the dash, doors, and running down the centre console. The ambient lighting is particularly flashy, and works in with the consistent single-piece sort of design which makes up the whole dash.

While the LEDs might be a little too much for some, there are some more subtle detailing points, like the way the centre air vents are delicately worked into the flow of the dash, and the rotor designs of each vent at the edges are intricate pieces.

This might be a personal thing but to me nearly all Porsches look better from the back than the front.

It's the wide stance and powerful haunches, the hunkered down suction-capped-to-the-road look that does it for me and the Cayenne Turbo GT, despite being an SUV, passes this important Porsche checklist item.

The GT aero kit only serves to make this SUV look more of a beast, and the gold-bronze looking satin Neodyne wheels are a Porsche theme that I've not always been a fan of, but I get the historic connection.

If only the Turbo GT could look a little less like other Cayennes from the front. This is the king of the SUV range and despite the apron and bumper already being exclusive to this model, there should be more.

Vents in the wheel arches, carbon bonnet with nostrils GT3-style perhaps? Or is that going too far? If you do want something more lairy then there's always the Urus.

The Cayenne Turbo GT's cabin is stunning in its plushness and modern surprises such as the passenger display, the hoodless instrument digital cluster, the lashings of Race-Tex upholstery everywhere. It's perfectly Porsche. High-performance meets high-end.

It's also highly practical. Let's talk about that.

The EQE is plenty practical up front, with an odd SUV-like seating position providing a commanding view of the road. This seat positioning isn’t an accident or a necessity of facilitating batteries under the floor, but a deliberate design decision by the brand to try to emulate some design choices which have made SUVs so popular.

The result is surprisingly effective, but doesn’t help the view out of the rear of the car, which is a restricted letterbox aspect courtesy of a slinky roofline and tall boot lid.

Still, peering down on the road lets you position and park this large EV more easily. Adjustability isn’t bad for the front passenger, and space is healthy both in terms of width and height. One dimension which can’t be altered is the particularly tall dash height, and while this is largely overcome by the taller-than-average seat, it could be an issue for shorter drivers.

Storage is great, with a big bottle holder and bin in the doors, a huge cutaway below the floating centre console for storage, with an elastic strap for tying down objects. There are a further two bottle holders in the centre console and a bay with a wireless charger, too, and the split-opening armrest box is deep.

One of the more divisive points of this car’s practicality offering is the screen-based functions. Everything has been moved into the massive centre screen. There are no tactile buttons or dials for this car’s functions, with it all controlled through context menus.

To be fair, with the amount of real estate on offer, the touch elements can afford to be massive, and there is a permanent set of climate controls at the base of the screen, but adjusting these functions on the fly is never as easy without physical feedback.

The same goes for the touch-centric wheel controls. Benz says the idea with the four-zoned touch panels on the wheel is to offer unrivalled ability to control the car’s functions even when the wheel is at an angle, but it is also easy to accidentally hit various touch functions, and they can require some delicate action to use properly.

The back seat is impressive. It maintains the tall seating position of the front, letting you look down on the road as though you’re in an SUV, and the comfortable seating and surfaces continue. Legroom is particularly impressive, with leagues of space behind my own driving position. Headroom is even okay considering the descending roofline. It’s quite dark in the EQE 53 we tested thanks to its black-on-black trim, giving the illusion of a space which is smaller than it actually is.

Storage is good, too, with a big bottle holder in the door cards, quad-zone climate control, complete with a separate touch panel for rear passengers, adjustable air vents, and solid clamshell pockets on the backs of the front seats.

The EQE has a boot capacity of 430 litres which doesn’t seem enormous given the footprint of this car, and no doubt has a lot to do with its slinky aerodynamic design around the rear. There’s no ‘frunk’ either so this is a car perhaps more focused on driving and being driven in than its ability to carry things.

The Porsche Cayenne Turbo GT only makes one compromise on practicality and that's the removal of the middle seat in the back, which, with just two kids isn't used all the time but on average we might need it once a week for school mates and cousins.

Instead of a middle seat there is a shallow tray, which will fit a phone or in our case leaves and rocks found at the park.

So, yes, the Turbo GT is a four-seater only, but this is a spacious, large SUV with good head and legroom, wide-opening doors for easy entry and exit, and air suspension which can raise and lower the height for easy access.

Storage is excellent with enormous door pockets in the front and back and there are four cupholders.

There's a wireless phone charger in the front and two USB-C ports as well, plus two USB-C sockets in the back.

Four-zone climate control means the kids in the back can set their own temperatures. They also have heated seats.

I was disappointed to see there aren't sunshades for the rear windows - pretty vital in Australia where it feels like we're only about 50 metres away from the sun.

The Turbo GT's 576-litre boot just managed to fit our pram and a week's shopping, which is our minimum standard for living. Any more space is a bonus.

The Turbo GT is the king of Cayennes, so it shouldn't surprise anybody that it's also the most expensive with its list price of $364,700.

Lamborghini's Urus lists for $409,744  and is the Cayenne Turbo GT's not-so-subtle Italian cousin, sharing the same platform and engine.

Both are in my mind the best performance SUVs on the planet. It just depends how conspicuous you want to be.

Then there's Bentley's V8 Bentayga which isn't blessed with the Porsche's good looks but would still be all over the Cayenne if the two happened to meet at a race track.

So, why is the GT Turbo the king of the Cayennes? What makes it better? For all the reasons you'd think - it's the fastest, most powerful, most luxurious and most equipped Cayenne in the range.

We'll get into mind-bending engine and performance specs soon, but first let me take you through the standard features on a car that's anything but standard.

Coming standard and exclusively to the Turbo GT are 22-inch 'GT Design' wheels in satin 'Neodyne' with full-colour Porsche centre caps, an active rear spoiler, Turbo GT front apron, dual titanium exhaust, rear apron with diffuser, 'SportDesign' side skirts, wheel arch extensions, a lightweight carbon roof and tinted LED HD-matrix headlights.

Inside, and also exclusive to this grade, is the 'GT Interior Package' with 'Race-Tex' upholstery throughout with 'Deep Sea Blue' stitching on the front seats and centre console and the armrests and dashboard.

There's also the 'Carbon Interior Package' which includes dashboard and door trim elements.

Race-Tex trim is applied to the 'GT Sports' steering wheel, roof lining and gearshift, too.

The adaptive active air suspension, which can lower the car by 15mm, is standard and only available on the Turbo GT, too.

The soft-close doors are standard (a cost option on lower grades), as are the stainless steel pedal covers.

The rest of the features are also found on lower grades and include the 12.65-inch digital instrument cluster, head-up display, proximity unlocking, 12.3-inch multimedia touchscreen with sat nav, wireless Apple CarPlay and Android Auto, digital radio, a 10-speaker Bose sound system, heated front seats, rear privacy glass and an auto tailgate.

Four-zone climate control is standard on the GT Turbo, too, and so are heated rear seats.

Our car had several options fitted such as the front passenger display ($2860) and the Deep Sea Blue Accent Package.

The passenger display is a crowd pleaser, but as a family car my kids felt like they were missing screens in the back seats, too. Well, in my day...

The EQE 53 punches out huge power, with the standard car producing 460kW/950Nm from its dual electric motor set-up, or with the 'AMG Dynamic Plus Pack', producing even higher figures of 505kW/1000Nm.

Clearly, AMG’s electric vehicles will safely outrun their dramatic combustion predecessors. In fact, with the Plus Pack, the EQE 53 is capable of moving its bulk from 0-100km/h in just 3.2 seconds. Extreme for something carrying a whopping 90.6kWh of batteries under the floor.

Enhancements include torque-vectoring all-wheel drive, all-wheel steer, adaptive dampers, and the choice of standard performance brakes or a carbon ceramic package.

As a middle-aged parent with two children, a Porsche that I don't have to crawl into and out of like a cubby house is a great thing.

What's even better is that this ‘easy access' Porsche is every bit as brutally powerful and fast as the quintessentially ‘pure' Porsche, the 911. Actually, it's more powerful and faster.

The Turbo GT's twin-turbo 4.0-litre V8 petrol engine makes 485kW and 850Nm with drive going through an eight-speed transmission to all four wheels.

In comparison, a Porsche 911 GT3 RS, arguably the most brutal and anti-social 911, has 386kW/485Nm.

I haven't made a mistake. Those are the real numbers. And it's only when you step on the accelerator in the Cayenne Turbo GT, and it feels like somebody's sat down on your chest, that you realise what a big deal this is.

That is such a colossal amount of oomph that this 2.2-tonne family SUV can accelerate from 0-100km/h in 3.3 seconds.

The 911 GT3 RS can do it in 3.2 and it has a roll cage and a fixed rear wing the size of a bedroom door.

And yes, we're now coming into a digital age where Teslas and other electric SUVs are quick, too, but can they go around corners like a Porsche Cayenne Turbo GT?

Do they have the same rumble and roar as a twin-turbo V8 that's terrifying and enticing at the same time.

The correct answer is, absolutely not.

Electric vehicles appear to have the same issues as their combustion counterparts, in that they still drop in efficiency the more powerful you make them. In the case of the EQE 53, this means an average WLTP-rated consumption number between 20.3kWh/100km and 23.2kWh/100km.

'Thirsty' for an EV, although it is on par with the Porsche Taycan and still below Audi’s e-tron S.

When it comes to charging the EQE 53 can charge at a rate of 11kW on the AC standard, or a whopping 170kW on DC - allowing 180km of range to be added every 15 minutes. It also has the convenient option of a 22kW AC charger, a welcome inclusion if you intend to charge your car often at public outlets.

Total range for the 90.6kWh battery is 513km on the WLTP cycle.

Seriously? This is a 2.0-tonne twin-turbo petrol V8 with a 90-litre fuel tank. Even the Porsche specs sheet doesn't understand the question because in the column for fuel efficiency there are three letters - tbc.

My own testing saw me record 22.5 L/100km at the fuel pump, which means I enjoyed driving the car very much.

A little digging around reveals Porsche globally claims the Turbo GT will use 12.6L/100km, over a combination of open and urban roads.

You might not have as much fun as I did but easing back a little might get you closer to the 700km of range this more frugal consumption figure appears to offer.

While efficient it isn't, I'm not going to mark the Turbo GT too much here because compared to its petrol rivals the fuel consumption is what I'd expect from such a high-output heavy SUV.

The way the EQE 53 drives was deeply unexpected. Just looking at this massive sedan, I would have expected it to feel burdened by its batteries, and with its length and shape, cumbersome in the corners. That wasn’t the case at all.

The EQE 53 feels remarkably coherent from behind the wheel. The seating position works well to give a nice view of the road, the steering feels a tad artificial but still direct with some AMG magic having worked its way in.

What surprised me most is how agile it feels. Once you gather some speed and attack some corners, this car shrinks. Control is excellent thanks to the massive tyres, all-wheel drive system, and all-wheel steering. It sounds like a lot of complexity, but you don’t notice any of it. Each system does its part to allow you to simply point the car where you want it to go at pretty much any speed. It is very impressive.

The ride feels supple, too, thanks to adaptive dampers, but offers plenty of control. The speed is Tesla-style violent. Put your foot to the floor in Sport or Sport+ mode and you’re thrown to the back of your seat as the car enters a state of warp. AMG says there won’t be a 63 version of this car, and I can’t imagine why you could possibly need anything faster or more capable than this 53 version. 1000Nm of torque!

This overwhelming number perhaps makes it more impressive that it’s hard to extract a squeak from the tyres. Sure there’s torque-vectoring magic at play, but even at full acceleration they hold on for dear life.

It also makes a noise. AMG is very specific about what went into making the soundscape for the EQE because in the electric era its performance can be achieved silently, and the brand knows full well its badge usually comes hand-in-hand with aural drama.

I stuck it in the stock mode and varied my driving from 'Comfort' to 'Sport+.' The sound builds as the car gains speed, but it also interacts with your accelerator and brake inputs, as well as being one of few EVs with a specific noise for regenerative braking. It sounds… odd.

There’s certainly a kind of drama to it, and to me, it’s better to have it as a way of gaining some feedback from the car. But, its artificial nature and loudness became a little too much for sustained driving in Sport + mode. I found the best balance in the more regular ‘Sport’ mode, or even toned down to ‘Balanced’ which puts it in the background.

This leaves quite a void, though. While the sound is welcome, and the throttle alarming, there’s just something missing from the usually brash AMG badge promise.

As an EV, the EQE 53 has three regen modes quite distinct from one another. Mercedes says the choice to have just three modes is deliberate, as it didn’t want to dilute the personality of the car with an overwhelming choice of regen. The three modes include: basically no regen, moderate regen, and the full regen, essentially a single-pedal driving mode. I preferred the strongest setting for efficiency's sake (plus it brakes for you as you let off!).

The EQE 53 is surprising in so many areas, and much more engaging to drive than its exterior visage might suggest. I’m impressed.

Never have I met a car this powerful and superbly athletic that is as pleasurable to drive alone on great, fast roads as it is to pilot at 50km/h in the suburbs with a family on board.

It exceeds my understanding of engineering that something this large can move so quickly. That in an instant can turn and tip into a corner with such precision and effortlessness.

Yet it can switch seamlessly and happily to coping with speed bumps and potholes, delivering a ride so comfortable it'll send babies off to sleep. And it did.

The only issue, and this is such a tiny thing, is the dash-mounted gearshift, which means having to reach up and select Drive or Reverse or Park, which, when executing a three-point turn, is necessarily frustrating.

Still, I'm giving the Turbo GT a 10 out of 10 for driving under all conditions, and we didn't even go off-road, which of course you can do, as long as it's not too wild.

The Porsche Cayenne Turbo GT hasn't been locally crash tested and so doesn't have an ANCAP rating.

That's quite normal for super high-end cars. But, when this third-generation model first arrived in 2017 it was tested by ANCAP's European equivalent, Euro NCAP, and was awarded the maximum five stars.

There's AEB which operates at city, urban and highway speeds, and lane keeping assistance, and lane change assistance which is a form of blind-spot warning, and adaptive cruise control. You can option rear cross-traffic alert, as well.

A space saver spare wheel is under the boot floor.

Mercedes-Benz in Australia currently offers a range-wide five-year and unlimited kilometre warranty, a standard which is spreading to other premium brands.

We don’t know what the service schedule or running costs will look like for the EQE range yet, but expect it to be most affordable when chosen with a multi-year prepaid service plan at the time of purchase. Check back closer to its launch time to see the full details.

The Cayenne Turbo GT is covered by Porsche's three-year, unlimited kilometre warranty, which is lagging behind in terms of duration even compared to other luxury brands such as Mercedes-Benz, which offers five years.

Servicing is recommended annually or every 15,000km, although there isn't a capped price maintenance plan with final costs determined at the dealer level (in line with variable labour rates by state or territory).