Mercedes-Benz EVs discounted by up to almost $70,000
Now, Mercedes-Benz is offering huge discounts across the range of curvaceous large and extra-large sedans and SUVs with savings of between $23,814 and $69,839 based on a Victorian postcode.
The company has over 100 new vehicles listed in stock across these four model lines on its website, and a look at in-stock vehicles reveals the largest discounts can be had on the Mercedes-AMG EQE53 sedan and Mercedes-Benz EQS450 limousine.
CarExpert can save you thousands on a new Mercedes-Benz. Click here to get a great deal.
The smallest discounts are actually on the most expensive member of this EVA-based lineup, the Mercedes-Maybach EQS680.
Here's a breakdown of what's currently on offer, as of the morning of August 13, with pricing based on a private buyer with a Victorian postcode.
EQE300 SUV
12 vehicles in stock
Drive-away prices of $106,501 to $106,804
Savings of $24,735 to $27,956
EQE300 sedan
1 vehicle in stock
Drive-away price of $106,409
Saving of $23,814
EQE350 SUV
2 vehicles in stock
Drive-away price of $107,246
Saving of $32,623
AMG EQE53 SUV
37 vehicles in stock
Drive-away prices of $123,417 to $136,825
Savings of $52,912 to $56,828
AMG EQE53
4 vehicles in stock
Drive-away prices of $134,551 to $142,239
Savings of $66,677 to $69,839
EQS450
3 vehicles in stock
Drive-away prices of $128,719 to $133,893
Savings of $64,278 to $66,405
EQS450 SUV
36 vehicles in stock
Drive-away prices of $126,927 to $140,128
Savings of $53,405 to $57,970
Maybach EQS680
12 vehicles in stock
Drive-away prices of $333,457 to $419,211
Savings of $8786 to $9273
Of this quartet, the EQE SUV is by far the most popular. Mercedes-Benz has delivered 594 this year to the end of July, up 5.7 per cent on the same period last year.
It's followed by the EQE (90, down 13.5 per cent), the EQS SUV (22, down 72.2 per cent) and the EQS (2, down 66.7 per cent).
Mercedes-Benz removed the ability to configure a new EQE and EQS from its website last year, and while the model pages for these vehicles are still active, they stopped appearing in the vehicle range menu in March – something which the company has blamed on a technical issue.
Now, the EQE SUV and EQS SUV can no longer be configured via the website.
The EQE and EQS entered production in 2021, with their SUV counterparts following in 2022. All received styling dramatically different from equivalent combustion-powered Mercedes-Benz models, with more curvaceous – some would say blobby – styling.
Responding to criticism, Mercedes-Benz gave the EQS a facelift in Europe, bringing a more conventional grille, but this has yet to be confirmed for our market.
Earlier this year, Mercedes-Benz paused deliveries of all EVA-based models in the US due to slow sales.
The German automaker has said it's moving to a 'coherent design language' across its portfolio, and is also ditching separate EQ nameplates.
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
7NEWS
7 minutes ago
- 7NEWS
2025 Porsche Cayenne review
Well since its debut way back in 2002, the Porsche Cayenne has become quite the hot commodity. It quickly became the Stuttgart-based marque's most popular model globally, before being dethroned temporarily by the smaller Macan SUV, which continues to be the brand's top-selling in Australia. It's now in its third generation, and like its predecessors it continues to share DNA with the likes of the Audi Q7 and Volkswagen Touareg – in addition to the Bentley Bentayga and Lamborghini Urus. It also still offers V6 and V8 engines, including some plug-in hybrid iterations that not only save fuel but boost performance. While it's no secret that an all-new, all-electric Porsche Cayenne is on the way, the combustion- and hybrid-powered current generation is set to live on alongside its fourth-generation EV counterpart 'up to and beyond 2030'. So, there's still some life yet in this vehicle. On test here is the 2025 Porsche Cayenne E-Hybrid Coupe, which combines the most attainable electrified drivetrain with the sleeker and more expensive 'Coupe' body style that was introduced for the third-generation Cayenne. Compared to the standard 'SUV' or 'wagon' version, it has a sloping rear-end treatment that's more reminiscent of the company's iconic sports cars. Watch: Paul's video review of the Porsche Cayenne S Coupe This base E-Hybrid variant starts at just over $170,000 in Coupe guise, meaning it's hardly entry-level in price positioning. Still, it's less than half the price of the track-ready Turbo GT flagship. Does this plug-in entry variant represent the best way to own Porsche's largest SUV? Or should you opt for one with purely petrol power? Or perhaps wait for the all-electric alternative? How much does the Porsche Cayenne cost? The E-Hybrid Coupe forms part of the lower echelon of a sprawling range of Cayenne variants – currently, there are no fewer than 19 distinct trim levels across both the SUV and Coupe body styles for model year 2026 (MY26). To see how the Porsche Cayenne lines up against the competition, check out our comparison tool What is the Porsche Cayenne like on the inside? The mid-life refresh of the third-generation Cayenne brought much of the Taycan's tech suite to Porsche's combustion-powered range, and I think it works pretty well in the Cayenne. It's not a complete departure from previous generations, and remains in keeping with a lot of the German brand's sports car range. While it's heavy on digitisation and in-car displays, it's still quite distinctly Porsche. The 12.6-inch digital instrument cluster, for example, retains the option to display Porsche's traditional central tachometer dial – which is replaced by a power meter in this E-Hybrid – flanked by two other virtual dials that can be configured to show everything from a conventional speedometer to navigation and the like. You can also completely throw out the conventional layout for minimised and map-heavy displays, which means new-age Porsche buyers can choose to go either old-school or new-school. For me, that kind of choice is important. A lot of the switchgear has been migrated to either clicky toggles or touch-capacitive shortcuts. While they're all quite tactile, the glossy bank of largely virtual buttons on the centre tunnel is fingerprint central. Same goes for the 12.3-inch central infotainment touchscreen and the optional 10.9-inch passenger-side multimedia display ($2990), which are both nicely integrated into the dashboard but can quickly become covered in fingerprints and smudges. Ignoring the smudgy surfaces, the Porsche Communication Management (PCM) interface that supports these displays is pretty clean and snappy, if a little less showy than some of the big screens and features available in rivals. The software is generally quick to respond, offering clear graphics with fluid animations. The letterbox aspect ratio means the far-side of the display can require a bit of reach from the driver, and the low-set climate controls do require a glance away from the road if you need to change temperature or activate recirculated air on the move. Wireless Apple CarPlay worked well during our time with the vehicle, and there's also embedded satellite navigation with live traffic updates and routing, as well as DAB+ digital radio should you prefer to use those functions rather than an extension of your smartphone software. One thing I noticed is that the button to activate the optional sports exhaust system is embedded in the touchscreen rather than on the centre console like in previous iterations, which is annoying. I'd also argue the passenger display is more of a redundant gimmick than a must-have option – unless your driving partner insists on streaming videos on regular road trips, for example. Comfort up front is very good, thanks to heavily sculpted and supportive sports seats that hug you from every angle, and hark back to the brand's sports cars. Standard electric adjustment means you can easily find the perfect driving position, and standard driver's seat memory presets in the Coupe allows you to save positions for two drivers. Despite the sloping 'coupe' roofline, the more design-focused Porsche Cayenne still has good rear occupant accommodation for families, offering good head and leg room for the six-footers of the world – like 6'1″ me. Porsche has really sculpted out the two outboard rear seats to almost ape the front buckets, so much so that middle rear seat occupants might feel a little short-changed. Unlike its seven-seat Q7 platform mate, the Cayenne remains strictly a five-seater and indeed it's best described as a '4+1' – you can actually delete the centre rear seat if you want. To see how the Porsche Cayenne lines up against the competition, check out our comparison tool What's under the bonnet? The Porsche Cayenne E-Hybrid Coupe is powered by a turbocharged 3.0-litre petrol V6-based plug-in hybrid system that now brings a larger 25.9kWh battery pack as part of the mid-life refresh. To see how the Porsche Cayenne lines up against the competition, check out our comparison tool How does the Porsche Cayenne drive? While a big, hybrid SUV doesn't necessarily sound very Porsche-like, I'm of the belief that the E-Hybrid range of powertrains really suits the Cayenne's intended purpose and demographic. Pictured: Porsche Cayenne S Coupe The bigger 25.9kWh battery means there's plenty of electric driving range for most daily commuting, though I reckon you'd struggle to match Porsche's EV-only claim of 86km given the vehicle's indicated power consumption often sits around 30-40kWh/100km. Our trip computer-indicated average of 36.4kWh/100km after our time with the Cayenne E-Hybrid Coupe indicates a real-world driving range closer to the 70km mark, and we covered 211 out of 277km on e-power alone. The electric motor's 130kW power output might seem meek in a large SUV that weighs in at 2.5 tonnes, but its almost instantaneously delivered 460Nm of torque offers effortless shove, particularly around town or while navigating traffic jams. It's also wonderfully quiet, although there's the odd shift in lower gears of the eight-speed auto in E-Drive mode that can be a little elastic. If you punt it hard the 3.0-litre V6 will fire to life and give you the full 346kW and 650Nm, and thanks to the optional sports exhaust on our test car it sounds rather brassy and purposeful when it does. The Cayenne E-Hybrid is too heavy and high off the ground to feel like a 911, but combined with the gorgeous steering tune, which balances excellent feel and directness with mid-level weighting that can be adjusted with the drive modes, it definitely feels like a powerful GT that offers communicative and engaging driver controls. The as-tested optional adaptive air suspension including active damping adds to the layers of adjustability, and also allows you to raise and lower the ride height based on drive mode or personal preference. Even on 21-inch alloys, it rides quite well despite leaning towards more sporting aspirations. Because it's so connected in feel and responsive to inputs, the Cayenne Coupe doesn't feel as big as it looks and actually is. It turns in keenly, controls its weight through corners well, and feels like it's eager to push on in more spirited driving. At full noise there's immediate torque response from the electric motor, and as the revs climb, the petrol V6 sings a brassy tune. I personally found it quite addictive given the other otherwise silent commuting character of this powertrain. Flicking the rotary mode selector on the steering wheel to Sport and Sport Plus really tightens things up and dials up the intensity to 9 and 11 respectively. Remember, this is basically the same drivetrain used in the Volkswagen Touareg R. That said, you can feel the drivetrain's shove start to taper off as you hit Australia's national highway speed limit, thanks to the combination of its significant mass and the drivetrain's combined outputs arriving in at a narrow band. Keep in mind the petrol engine 'only' makes 224kW on its own. But of course this is merely the entry-level E-Hybrid, and there's no such issue in the Cayenne Turbo E-Hybrid with its truly bonkers 544kW/950Nm twin-turbo V8 plug-in hybrid system – in which 441kW/800Nm comes from the petrol engine alone. Another aspect of the Cayenne's dialled-in feel from the driver's seat comes with the very well-calibrated driver assistance technologies. Standard adaptive cruise control and lane centring assists allow the Cayenne to take over the heavy lifting during longer highway stints, and to navigate low-speed traffic jams. Blind-spot monitoring and rear cross-traffic alert are helpful given the tapered rear roofline and thick rear pillars, while the surround parking camera helps with tighter manoeuvres in shopping centre car parks, where this SUV will no doubt spend a lot of time. To see how the Porsche Cayenne lines up against the competition, check out our comparison tool What do you get? Porsche Cars Australia tends to go over and above standard global specifications, and the Cayenne is no different. Below is a list of the local equipment highlights. 2025 Porsche Cayenne Australian equipment highlights: 20-inch collapsible spare tyre – non-E-Hybrid models 21-inch RS Spyder Design wheels – Cayenne S Coupé and S E-Hybrid Coupé 22-inch 911 Turbo Design wheels – Cayenne Turbo E-Hybrid Coupé Metallic paint – Cayenne S and up Panoramic roof system – Cayenne S SUV and up Porsche Entry – Comfort access Privacy glass Adaptive air suspension incl. PASM – Cayenne S Porsche Dynamic Chassis Control (PDCC) – Cayenne Turbo E-Hybrid Power steering plus Head-Up Display Driver memory package – Cayenne Coupé, Cayenne GTS SUV Front seat ventilation – Cayenne S SUV Side airbags in the rear compartment 4-zone climate control – Cayenne Turbo E-Hybrid, Cayenne Turbo GT Soft close doors – Cayenne GTS and up 14-way Comfort seats including memory package – Cayenne SUV and up, $NCO on other models 18-way Adaptive sport seats including memory package – $NCO on Cayenne Turbo GT Bose Surround Sound System – Cayenne S and Cayenne S E-Hybrid Digital radio To see how the Porsche Cayenne lines up against the competition, check out our comparison tool Options Being a Porsche, the Cayenne can be optioned and personalised within an inch of its life. Options fitted to our test vehicle include: Legends paint – Crayon: $7370 21-inch Cayenne Exclusive Design wheels in Black:$8380 Leather interior Black, smooth-finish: $6920 Adaptive sports seats in front – 18-way, electric: $800 SportDesign package painted in Black high-gloss: $9600 Trailer hitch without tow ball: $1970 Tinted HD-Matrix LED headlights: $5720 Tinted LED headlights including light strip: $2000 Decorative stitching in contrasting colour – Crayon: $7250 Accent package in Silvershade: $1140 Porsche crest on headrests: $1000 Seatbelts in Crayon: $1020 Heated GT sports steering wheel: $1140 Bespoke door sill guards in brushed Aluminium in Black – illuminated: $4370 Adaptive air suspension with Porsche Active Suspension Management: $4750 Sports exhaust system incl. sports tailpipes in Silver: $5970 4-zone automatic climate control: $1720 Preparation Porsche Dashcam – front and rear: $250 Passenger display: $2990 Price for optional equipment: $74,360 To see how the Porsche Cayenne lines up against the competition, check out our comparison tool Is the Porsche Cayenne safe? The Porsche Cayenne range doesn't have an ANCAP safety rating, though the pre-facelift range earned a five-star Euro NCAP score based on 2017 testing. Standard safety features include: Warning and Brake Assist (AEB) Active Parking Assistance Adaptive cruise control incl. stop and go Driver Awareness Detection Emergency Assist Exit warning Lane keep assist incl. centring Lane Change Assist – blind-spot monitor Rear cross-traffic alert Self-steering Park Assist Surround cameras Trailer Maneuvering Support To see how the Porsche Cayenne lines up against the competition, check out our comparison tool How much does the Porsche Cayenne cost to run? Porsche Cars Australia persists with a three year, unlimited kilometre warranty, which is falling behind the pack. The high-voltage battery in PHEV and EV vehicles is warranted for eight years or 160,000km, however. Worth noting is that the Audi Q8 60 TFSI e and Volkswagen Touareg R, which use versions of the same V6 plug-in hybrid drivetrain, both offer longer warranties and capped-price service programs. To see how the Porsche Cayenne lines up against the competition, check out our comparison tool CarExpert's Take on the Porsche Cayenne The base E-Hybrid grade might not be cayenne pepper-hot, but the most attainable electrified Porsche Cayenne Coupe makes a lot of sense for its target audience. It offers more performance and efficiency compared to the base petrol V6 variant, while retaining the desirable Porsche look and feel that helps set it apart from related models from the likes of Audi and Volkswagen. It may not have the shove and drama of the V8s, but as an ideal luxury family bus it's more suitable to more people more of the time. No, the 'Porsche of SUVs' tag doesn't mean it drives like a big 911, but the beautifully tuned chassis and driver controls are balanced in a combination that few rivals manage to achieve. And the hallowed Porsche crest on the nose no doubt counts for plenty as well. Of course, all this doesn't come cheap, even relative to other German-badged rivals and some of the Cayenne's own platform mates, but with plenty of justification the Porsche brand does sit somewhere between traditional premium automakers and high-end luxury marques – and the Cayenne is no different in that regard. Personally, I don't think the 'coupe' body is worth about $7000 more than the standard SUV, but I can understand why the Cayenne Coupe will appeal more to traditional Porsche buyers or those wanting a more traditional (read: sports car-like) Porsche-like shape. This is far from an affordable large SUV, especially when it's fitted with $75,000 worth of options like this press car is, but even in standard form it's one of the finest. CarExpert can save you thousands on a new Porsche Cayenne. Click here to get a great deal. MORE: Explore the Porsche Cayenne showroom Pros Beautifully tuned driver controls Excellent ride on optional air springs PHEV's performance, efficiency Cons Exxy price, exxy options Short warranty Fingerprint-prone interior Top Line Specs Power: 224kW Fuel Type: Premium Unleaded/Electric Economy: 0.0L/100km CO2 Emissions: 0g/km
7NEWS
7 minutes ago
- 7NEWS
Hemi V8-powered Charger all but confirmed
Dodge CEO Matt McAlear has provided the strongest hint yet that the rumours are correct: the new-generation Dodge Charger muscle car will follow the Ram 1500 in returning to Hemi V8 power. Replacing both the previous V6- and V8-powered Challenger coupe and Charger sedan, the new Charger launched as an electric vehicle (EV) in North America in 2024, when Dodge said it would also become available with the same 3.0-litre twin-turbocharged inline six-cylinder 'Hurricane' petrol engine that now powers the facelifted MY25 Ram 1500 pickup. Speaking at a recent preview event for the new petrol-powered Charger 'Sixpack', Mr McAlear made it clear there were more powertrains coming for the born-again Charger. CarExpert can save you thousands on a new car. Click here to get a great deal. 'At this point, we're here to talk about the Sixpack,' he said. 'And I'm extremely excited for what the team has turned out. 'I mean, I think hopefully you all agree it sounds incredible. When you get behind the vehicle or inside the vehicle, it sounds even better. This is the next generation of performance, and these powertrains outperform the V8 they replace,' he said. 'But long-term, there's more to come. We're just getting started.' Mr McAlear also contradicted the previous assertion by a Dodge representative who told Jalopnik in 2024 that the Hemi V8 could not physically fit in the new Charger's engine bay. 'I'll let you come up here and take a look and get your tape measure out,' he told journalists. 'But don't be surprised if it would fit. 'But, you know, that's the beauty of this platform. Some could say we're lucky, some can say we're smart. We did not commit to one technology, one powertrain. 'A lot went into this platform from the beginning to be able to evolve over time and flex with consumer demand and changes in regulatory [policy].' Dodge has not revealed any plans to drop the Daytona-badged Charger EV, but slowing sales forced the brand to fast-track the introduction of the straight-six powered Charger Sixpack. It was originally due on sale in 2026 but will now arrive in US showrooms in the fourth quarter of this year, wearing a price tag that's about US$10,000 lower than the EV's. The previous Charger and Challenger were offered with a naturally aspirated 3.6-litre V6, plus atmo 5.7-litre 'Hemi' and 6.4-litre 'Apache' V8s and the iconic 'Hellcat' supercharged 6.2-litre V8. When Ram announced in June it would return V8 power to its 1500 pickup in the US, it confirmed the 5.7-litre Hemi would be a no-cost option on variants that come standard with the high-output version of the Hurricane six. In others, it's a US$1200 option. US media outlets are expecting an official announcement by the end of this year, before the Charger V8 goes on sale sooner rather than later in order to cash in on expected demand, given the popularity of the born-again Ram 1500 V8. Mr McAlear made it clear a revived Hemi-powered Charger, which follows the relaxation of EPA emissions regulations and enforcement under US President Donald Trump, would not come at the expense of the electric powertrain. 'With the change in the administration, it's no secret that we're absolutely flexing into ICE [internal combustion engine] production right now,' he said. 'But we are not walking away from the power, the performance, and the excitement that battery electric can provide.' The long-running Hemi V8 appeared destined for extinction under former Stellantis CEO Carlos Tavares, but along with the resurrected SRT performance brand it is now expected to return not only entry-level 5.7-litre form but also in 6.4-litre 'Apache' and supercharged 6.2-litre 'Hellcat' guises. Sadly, however, the new-generation Dodge Charger is unlikely to become available in Australia in either EV, straight-six or Hemi V8 forms – at least officially – because it's not produced in right-hand drive. It will, however, be sold in markets outside North America
Sky News AU
2 hours ago
- Sky News AU
WA Transport Minister Rita Saffioti blames Covid-19, Russian President Vladimir Putin for botched contactless payment upgrades
The West Australian government is under fire after it attributed blame for the botched installation of a contactless payment service for busses on Covid-19 and the invasion of Ukraine. Commuters in Perth were told that by 2019 they would be able to use bank cards to tap on and off of busses in the city. However, six years on, the system is well behind schedule and remains in the development phase. The delay prompted shadow transport minister Steve Martin to submit a question on notice, leading to the extraordinary attempt to shift blame from the state government. In response to Mr Martin's question a private secretary for Transport Minister Rita Saffioti claimed the delay was due to factors outside the government's control. 'The SmartRider Upgrade Project has been impacted by the global pandemic and the war in Ukraine, as well as software development issues,' the reply said. Mr Martin described the excuses as extraordinary. 'Is there anyone in the Cook ministry that is willing to take responsibility for any single delay, problem or budget blowout? With this mob it's always someone else's fault,' he said. 'What's the next excuse? The Minister's handling of the transport portfolio has become a farce.' A spokeswoman for WA's Public Transport Authority acknowledged the program had experienced 'some technical and resource challenges'. Those challenges included 'disrupted access' to a Ukraine-based software partner. 'This has been a complex task involving replacement of existing ticketing infrastructure while minimising impacts on Transperth operators and passengers,' the spokeswoman said. 'There has been significant testing of the new software and hardware to ensure that passengers receive the highest level of service.' WA is not the only state to experience major issues with rolling out a contactless pay system for public transport. An upgrade to the myWay platform is facing scrutiny in the Australian Capital Territory Assembly for a botched rollout which saw commuters unable to use cards, while the cost of upgrading New South Wales' Opal system has reportedly blown out to $738 million - up from $568 million. The Opal upgrade will also have taken five years to complete by the time it comes online in 2027. Similarly, in Victoria, an upgrade to the Myki card system has blown out to $680.3million.
