From £53,6107

Steering, suspension and ride comfort

​The Mercedes EQB is a medium-sized seven-seat SUV that rides and handles like a bigger one. Its suspension rates are medium-soft; there’s an understated but appreciable lope about its longer-distance ride; and its controls are medium-paced and medium-weighted, giving the whole car a relaxing air of substance and imperturbability at a cruise.

It’s fairly manoeuvrable too, and while it isn’t especially agile or responsive to steering inputs, good linearity in its steering and consistency in its handling make it easy to place on the road. It navigates most car parks easily enough and fits in most parking spaces without giving you cause to worry about its bulk, and thanks not least to its short overhangs.

The EQB 300 has a laid-back demeanour that is better suited to open-road cruising and hassle-free day-to-day driving than its more highly strung Model Y family EV rival.

But it also has sufficient body control and handling precision to stay true to a chosen line through a faster corner, and while it rolls a bit and moves around on its springs at speed, it doesn’t ultimately do so at the cost of passenger comfort, grip level or all-round stability.

Drive the car to the limit of grip and you’ll find that, while body roll continues to build with lateral load, it doesn’t ever get out of hand, and handling balance survives right until the point that the always-on stability control begins to progressively take power away from the driven wheels. Although the car uses economy tyres, its outright grip level is robust enough.

Back to top

There is no clear sense that most of the available motor torque is pushing the car onwards from the rear rather than pulling it out of bends from the front axle, and little if any enthusiasm for the conjuring from the car’s handling. But the EQB generally goes where you’re pointing it, with an urgency that’s broadly in tune with the rate at which you’re working the steering wheel. It’s viceless, predictable and pleasant.

Mercedes-Benz EQB Comfort and isolation

A little extra ride height is clearly no bad thing as far as the EQB’s touring refinement is concerned. Despite offering that large, square passenger compartment for noise to reverberate around in, upright pillars to attract wind resistance and biggish door mirrors for the breeze to whistle around, the car turned out to be commendably quiet.

The EQB was a decibel quieter at a 50mph cruise than several similar-priced EVs we have measured recently (Polestar 2 Long Range Single Motor, Skoda Enyaq iV 80, Kia EV6 RWD); two decibels quieter than the Ford Mustang Mach-E RWD we tested in 2021; and fully three quieter than a Tesla Model Y Long Range AWD. At the wheel and at higher speeds, you’re equally aware of both road roar and wind noise, but neither disproportionately.

The car maintains a level body at town speeds, is absorbent over speed bumps and begins to heave and jounce just a bit above the national speed limit and on uneven stretches of dual carriageway, but its low centre of mass prevents it from pitching or tossing its occupants much.

The driver’s seat offers enough lateral support to locate your backside at the rates at which you are likely to drive, and is adjustable and comfortable in most respects.

Mercedes’ top level of active safety aids are optional on the EQB, and our test car did without them. The standard-fit lane departure warning and autonomous emergency braking systems it did have were mostly unintrusive, but you will want to deactivate the former when off the motorway, which is easy to achieve.

Back to top

Mercedes-Benz EQB off-road notes

The EQB might look a little like a shrunken G-Class in a space suit, but its rugged look isn’t to be taken too seriously. The car’s overhangs look short, but a high ride height would have been costly as regards aerodynamic efficiency. And so the car doesn’t have a single clearance angle above 20deg, and its 154mm of ground clearance is a figure that a Honda CR-V could easily beat.

The car’s economy tyres, which don’t actually do badly for outright grip on dry Tarmac, perform quite poorly on wet grass and mud, although the electric motors and traction control make good use of what traction they find.

The car’s towing capacity on a braked trailer is 1800kg, though: enough for a medium-sized caravan, and significantly better than almost all of its electric SUV rivals can manage (some of which haven’t been rated for towing so far at all).