2022 Mercedes-Benz EQB300 4Matic First Drive: Li’l Transformer
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The electrification of Mercedes-Benz in America is off to a good start. The U.S. is already the top market in the world for the flagship EQS sedan, and dealers are eagerly anticipating the arrival of the more affordable EQE sedan this fall. Insiders are quietly confident that Mercedes-Benz can sell up to 45,000 electric vehicles stateside in 2023. And the perky 2022 Mercedes-Benz EQB will be a key contributor to hitting that number.
Unlike the EQS and EQE sedans, the EQB is not built on a dedicated EV platform. Instead, it shares much of its structure with the conventional internal combustion GLB subcompact SUV. As we reported in our preview drive of the EQB350 4Matic late last year, the smooth, silent, punchy electric powertrain transforms the subcompact SUV. The EQB feels much more like a miniature Mercedes than the GLB.
We've covered the EQB350 4Matic in detail, though since our drive Mercedes-Benz USA has confirmed the 288-hp, 383-lb-ft SUV will start at $59,100. And although no official figures have been released, informed sources suggest the EQB350's 70.5-kWh battery (its usable capacity is 66.5 kWh) will deliver an EPA-rated range of about 220 miles.
The EQB300 4Matic is priced from $55,550, and at first glance it's the more compelling buy of the two. It's identical to the EQB350, right down to the last nut and bolt, as well as the 188-hp motor at the rear axle. The only difference is the power and torque output of the motor at the front axle, which has been dialed back to deliver a total system output of 225 hp and 288 lb-ft.
Less power means slightly less performance—Mercedes says the EQB300 is about 1.8 seconds slower to 60 mph than its more powerful sibling, stopping the clock at just under 8.0 seconds. But less power also means there's less demand on the battery, which should equate to more range.
Unofficial figures suggest the EQB300 4Matic will have an EPA range of 230 miles. Now, just as with an internal combustion engine, your mileage may vary, depending on how, when, and where you drive. But a 10-mile improvement in rated range isn't quite the headline number you might expect.
That's because Mercedes has chosen to optimize energy consumption in both EQBs by using the permanently excited synchronous electric motor driving the rear wheels as often as possible, as the front motor's asynchronous design means it generates only minimal drag losses in partial-load operation. And that means the EQB350's more powerful front motor isn't always sucking down extra electrons. For most of your driving time, the two models are—in energy consumption terms—identical.
Our key takeaway from the EQB350 drive—that the EV powertrain adds a level of refinement and performance that's missing from the gasoline-powered GLB—holds true for the EQB300. But keen drivers will notice a difference between the two EQBs on the road, especially if the road is one that twists and turns.
In simple terms the EQB300 doesn't claw its way out of the corners with the same urgency as the EQB350. As a result, it doesn't feel as surprisingly lively or quite as much fun to drive. There's not a lot in it, and in truth few EQB customers are likely to notice, especially on the school run or the daily commute. The transition between regenerative and mechanical braking didn't feel quite as seamless as in the EQB350, either. That said, the multilink rear axle felt just as well-planted and delivered plenty of traction out of corners.
Our European-spec EQB300s were all on optional 20-inch rims shod with 235/45 tires. That setup won't be available in the U.S., and we won't be missing anything. Our experience with the EQB350 suggests the standard 18-inch wheels and optional 19s will offer better low-speed ride. What's more, the 20s appeared to make the steering feel gluier and less linear, as if the system was working harder to twist a bigger contact patch.
Mercedes offers three driver-selectable lift-off regen levels, actuated via the paddles on the steering column. There's also a mode that allows the car to use navigation data, traffic information, and speed sign recognition to automatically adjust the regen level itself. As with its more powerful sibling, on anything but busy city streets the EQB300 feels best to drive with the least amount of regen, as it enables it to flow more freely down the road.
Visually, the EQB300 is identified by EQ-specific design tweaks such as the front and rear LED light bands. The tall, boxy bodywork delivers an interior that is surprisingly roomy. The second-row bench seat slides fore and aft 5.5 inches, and in the rearmost position, there's plenty of leg- and knee room for 6-footers. There's lots of headroom, too, even though the rear seat H-point is higher than that of the front to give rear passengers better all-around visibility. Load space ranges from 16.4 cubic feet with the third row in place, to 57.2 with the second and third rows folded flat.
Although Mercedes-Benz makes it clear that in the event of a rollover it considers the optional third row suitable only for those under 5 feet 5 inches tall, the $1,250 option will appeal to those using the EQB for the school run. Why does it cost $400 more than in the GLB? The third-row seats fold flat into the load space floor, so the electrical hardware stored there in the EQBs must be moved into a compartment underneath that's accessed via a flap in the rear bumper.
Standard equipment on the EQB300 includes the 10.3-inch digital instrument cluster and 10.3-inch touchscreen multimedia display for the MBUX multimedia system. Standard safety features include active lane keeping assist, blind-spot assist, and active brake assist.
Those who prioritize range and performance over everything else will almost certainly opt for Tesla's Model Y Long Range, which also offers seven-passenger capability. But the Model Y costs a whopping $11,640 more than the EQB300— $13,390 more if you're comparing seven-seat versions.
No, this Mercedes won't go as far or as fast as the Tesla. But it drives and feels like a real Mercedes and boasts a better-packaged and better-finished interior than the Tesla. Unless you're planning a lot of long, fast road trips in your compact luxury electric SUV, the quieter, more comfortable Mercedes-Benz EQB300 4Matic is a better value—and worth a second look.
Looks good! More details?2022 Mercedes-Benz EQB300 4Matic
PRICE
$55,550
LAYOUT
Dual motor, AWD, 5-/7-pass, 4-door SUV
ENGINE
Permanent-magnet synchronous motor (rear) and asynchronous motor (front) 225 hp/288 lb-ft
TRANSMISSION
1-speed auto
CURB WEIGHT
4,800 lb (mfr)
WHEELBASE
111.3 in
L x W x H
184.4 x 72.2 x65.6 in
0-60 MPH
7.8 sec (MT est)
EPA FUEL ECON, CITY/HWY/COMB
Not yet rated
ENERGY CONSUMPTION, CITY/HWY
N/A
CO2 EMISSIONS, COMB
N/A
ON SALE
Fall 2022
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They also allow this engine to haul 1,400 pounds of payload, lug an 8,700-pound trailer, and pass Ford's rigorous pickup-truck durability test cycles while spinning four gigantic 37-inch diameter tires (10 inches larger than a GT500 tire). And though that modest increase in peak torque may seem unimpressive, we're assured that torque increases by an average of 25 percent across the entire rev range. (Save your Googling—the TRX's pushrod engine makes 702 hp at 6,100 rpm and 650 lb-ft at 4,800 rpm, and its payload and tow ratings are 1,300 and 8,100 pounds.) How Fast Is the Raptor R?The same 120-mph governed top speed as the Raptor 37 will apply, but, weighing in at around 6,100 pounds, the weight-to-power ratio drops from the 3.5-liter Raptor 37's 13.3 lb/hp to 8.6, so we're confident the 0-60-mph time will drop from the 37's 5.6 seconds to perhaps 3.8 seconds or quicker. For those keeping score at home, the 6,760-pound (9.6 lb/hp) Ram TRX needs 4.1 seconds. 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The hood and rear flanks get appliqués that look like a cracked desert floor filled in with a zillion little 8s and one single "V" on the driver-side rear. Inside, there's a full black-out package with gloss black dash panels, carbon-fiber accents with a unique "triaxial" weave, and unique standard Recaro seat coverings. The black leather and Alcantara upholstery is accented with Code Orange stitching and the seatbacks are embroidered with a RAPTOR logo featuring an orange R at the end.How Soon and How Much?The order banks are open now for dealer deliveries starting in fall 2022 at a somewhat eye-watering all-inclusive price of $109,145. Buyers' only options will be the choice of eight colors (including an exclusive Avalanche Gray) and a panoramic sunroof likely to cost somewhere around $1,495 as it does on lesser F-150s. A similarly configured TRX rings in at around $102,000, so that's either a bold ask, it's factoring in considerable inflation, it aims to deprive dealers of their markup, or maybe it's Ford's subtler answer to Ram's T-Rex versus raptor Easter egg graphics. 2023 Ford F-150 Raptor R Specifications 2021 Ram 1500 TRX Specifications BASE PRICE $109,145 $72,020 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door truck Front-engine, 4WD, 5-pass, 4-door truck ENGINE 5.2L/700-hp/640-lb-ft port-injected supercharged DOHC 32-valve V-8 6.2L/702-hp/650-lb-ft port-injected supercharged OHV 16-valve V-8 TRANSMISSION 10-speed automatic 8-speed automatic CURB WEIGHT (F/R DIST) 6,000 lb (57/43%, est) 6,760 lb (56/44%) WHEELBASE 145.4 in 145.1 in LENGTH x WIDTH x HEIGHT 232.6 x 86.6 x 80.7 in 232.6 x 87.0 x 80.6 in 0-60 MPH 3.8 sec (MT est) 4.1 sec EPA CITY/HWY/COMB FUEL ECON Not yet rated 10/14/12 mpg EPA RANGE 450 miles (est) 396 miles ON SALE Fall 2022 Now Show All
Mini may have only one EV in its current lineup, but it is well on its way to meeting the BMW Group's directive of having at least half of its vehicles go electric by 2030. Mini is starting to tease that electric future one concept model at a time. It wasn't long ago that the brand bought a "skunkworks" Mini Cooper SE convertible to Miami, Florida as a feeler.Now Mini is pulling back more of its electric curtain with the debut of its Concept Aceman. The Mini Concept Aceman would be the brand's first EV crossover and "provides a glimpse of a completely new vehicle, bridging the space between the Mini Cooper and the Mini Countryman in the future of the model family," says Stefanie Wurst, Head of Mini in a release.The Mini Concept Aceman is supposed to "reflect how Mini is reinventing itself for its all-electric future and what the brand stands for: an electrified go-kart feel, an immersive digital experience and a strong focus on a minimal environmental footprint," according to Wurst.Mini's new design languageUnlike the Mini Cooper SE convertible (or the Cooper SE hatch on which that model is based), the Mini Concept Aceman is more than a drivetrain swap into a current Mini chassis. The Aceman also serves as a preview for Mini's new design language. Obviously, Mini wouldn't completely abandon the major design elements that are synonymous with the brand but it is looking to make changes that better align with its so-called "reinvention.""With this approach, we are redeveloping the Mini design icons, with all their analogue strengths, for the digital future," said Adrian van Hooydonk, Head of BMW Group Design.According to the official press release, Mini officially refers to its new design language as "Charismatic Simplicity." One of the most noticeable elements is the octagonal front "grille" which is really more of an illuminated outline that borders the radiator area. The geometric theme continues to the headlights. It's different for Mini, but there aren't so many angles and creases that the overall design isn't relatable to the classic rounded headlights that Mini is known for.The interior is a study in tech minimalismPassengers face a dashboard that is nearly devoid of tactile buttons, vents, or gauges. There is a round OLED touchscreen in the center of the dash, which serves as the hub of all of the infotainment as well as readouts like speed and battery range. Underneath the OLED screen is where traditional Mini toggle switches can be found.The infotainment system utilizes the Mini Companion software which offers "sensor based animation" that choreographs light and sound for what Mini calls a "holistic user experience." These animations extend into light arrays that are hidden in the dashboard and door panels. Different animations will playout through the OLED screen, dashboard, and door panels as passengers enter and exit the vehicle.Moving image projections can also transfer graphics and animations from the Mini Operating System to the dashboard for an added wow factor. These animations can create "diversified interactions" on the OLED screen when stopped at a light or charging the battery.The Mini Concept Aceman is set to make its debut physical appearance at the Gamescom video game fair in Cologne, Germany on August 23, 2022.
bmw m5 Full OverviewThe new 2022 BMW M5 CS (short for Competition Sport) is not only the most outrageous version of the F90 (sixth generation) M5, but also one of the most ridiculous production BMWs of all time. It's certainly the most powerful: The S63 M TwinPower twin-turbo 4.4-liter V-8 makes 627 hp at 6,000 rpm and 553 lb-ft of torque between 1,800-5,950 rpm. The peak-torque figure is the same as you find in the M5 Competition, but it's available in the M5 CS for an additional 90 rpm. That might not seem like much, but keep in mind the M5 Comp's peak-torque rpm-range already exceeds the standard M5's by 170 rpm. In terms of M5-vs.-M5-vs.-M5 horsepower comparisons, the M5 Competition makes 617 horsepower at 6,000 rpm, and the standard M5 600 hp.The 2022 BMW M5 CS gets more than just additional power and revs compared to its "lesser" versions. It features the same chassis and suspension upgrades the M5 Comp boasts over the M5—stiffer engine mounts and suspension springs, 0.2-inch lower ride height, more negative front camber, and a stiffer rear anti-roll bar and toe-link ball-joint mounts. BMW says the M5 CS receives additional "spring and Dynamic Damper Control tuning" compared to the M5 Competition "to take advantage of the lower vehicle weight and of the optionally available (no-cost) Pirelli P Zero Corsa ultra-high-performance tires." Take note of the point about the rubber, as we'll circle back to it shortly.Ah, speaking of weight, the M5 CS tipped our scales at 4,089 pounds, whereas BMW says the M5 Comp checks in at 4,344 pounds. We have not had the opportunity to weigh an M5 Comp but suspect it would check in lighter than its official weight, due to the parameters under which BMW estimates its cars' curb weights. Either way, this is a notable difference between the two models, and the M5 CS' diet consists of additional carbon-fiber-reinforced plastic pieces, including the hood with vents in unpainted carbon fiber, the front splitter, mirror caps, rear diffuser, and rear spoiler. The engine cover is also made from CFRP, and further weight reduction comes thanks to less sound-deadening throughout the car.So, what do these upgrades yield in performance terms? We ran the 2022 BMW M5 CS through our standard battery of MotorTrend tests, with impressive outcomes.Gas ItIn our acceleration testing, the 2022 BMW M5 CS produced its best launches via its launch-control mode. This produced consistent, clean, and smooth yet explosive launches, and we noted how well the car put the power down without drama. Indeed, it exhibited zero, or almost zero, wheelslip; the AWD just dug in and blasted the car down the track. Our best 0-to-60-mph time came in at a double-take—hell, triple-take—inducing 2.6 seconds. That's the fifth-quickest time we've ever recorded to 60 mph, behind cars like the Tesla Model S Plaid, Ferrari SF90 Stradale Assetto Fiorano, Porsche Taycan Turbo S, Porsche 911 Turbo S, McLaren 720S, Lamborghini Aventador SVJ, and Audi R8 V10 Plus, to name a handful. It also means the CS is even quicker than BMW claims: The company says this M5 reaches 62 mph in 2.9 seconds, so even if we knock off 0.2-second to estimate a 60-mph time of 2.7, our 2.6-second time remains ahead.The BMW's performance through the quarter mile was no less stunning, with a time of 10.7 seconds at 129.7 mph. Only eleven MT-measured quarter-mile elapsed times have been quicker: the same cars mentioned above (and a bunch more). If you're employed as a wheelman by nefarious characters who appreciate the quickest of getaways, look no further; if Hollywood remade John Frankenheimer's 1998 cult-classic Ronin today, we know which new production car should feature in it.Slow Your RollDespite BMW's boast about the M5 CS' reduced poundage, the fact remains that a car of this size and a two-ton curb weight needs to stop as well as it goes. No problem there, as the standard carbon-ceramic brakes brought the M5 CS to a halt from 60 mph in just 101 feet, beating Cadillac's CT5-V Blackwing by 1 foot and trailing the Porsche 718 Boxster GTS 4.0—which weighs 916 pounds less—by only 2 feet. The brake-pedal feel was firm and consistent, and we felt good bite from the 20-inch Michelin PS4S tires. Our only knock against the overall setup is that the firm pedal's short-release travel makes it difficult to trail brake precisely into corners.DynamicsAh, did we just mention tires? As impressive as the 2022 BMW M5 CS performed on the Michelins, it really wants to live on its available, more aggressive, and stickier Pirelli P Zero Corsas. When we say, "available," we mean theoretically offered by BMW, but that's where things went slightly sideways for our test. (You can get the car smokingly sideways easily, too, for the record.) Unfortunately, supply-chain shortages affecting all walks of industry have hit the tire business as well, and despite our best efforts we were unable to source a set of the Italian rubber. Not only would it have almost certainly provided an even shorter stopping distance in our braking test, but it also would have improved the CS' performance on the skidpad and around our figure-eight course.Nevertheless, the big sedan pulled an average of 1.04 g on the skidpad, and it recorded a best figure-eight lap time of 23.2 seconds at 0.92 g average. The skidpad number equaled that of the CT5-V Blackwing, and the BMW bettered the Cadillac around the figure eight by 0.2 second and 0.03 g.These are all solid numbers, and we achieved them despite the M5 CS exhibiting loads of understeer on the skidpad and quite a lot of oversteer when exiting corners around the figure eight. Indeed, it was easy to see the M5 CS simply could not reach its full potential on these tires, which was a shame.Yes, You Want OneDespite being unable to record the absolute best test results, we saw more than enough from the 2022 BMW M5 CS to tell us the mechanicals are there. The engine is brilliant, the outright speed is breathtaking, and the brakes are good. The steering in its sportiest setting is quite nice, too; it loaded and unloaded clearly on the skidpad, which told us precisely when the front tires gained or lost grip. This is a proper driver's car, and then some, and it's the most capable BMW M5 of all time, by far. For all these reasons, we're still cursing the damned supply chain.On second thought, perhaps we're looking at this all wrong: We now have a legitimate excuse to get our greedy hands back on the 2022 BMW M5 CS when the better shoes become available—and we'll be thrilled to run it to its mega limits all over again, with even more impressive performance.Looks good! More details?2022 BMW M5 CS Specifications BASE PRICE $143,995 PRICE AS TESTED $148,995 VEHICLE LAYOUT Front-engine, AWD, 4-pass, 4-door sedan ENGINE 4.4L Twin-turbo direct-injected DOHC 32-valve 90-degree V-8 POWER (SAE NET) 627 hp @ 6,000 rpm TORQUE (SAE NET) 553 lb-ft @ 1,800 rpm TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,089 lb (56/44%) WHEELBASE 117.4 in LENGTH x WIDTH x HEIGHT 196.4 x 74.9 x 57.8 in 0-60 MPH 2.6 sec QUARTER MILE 10.7 sec @ 129.7 mph BRAKING, 60-0 MPH 101 ft LATERAL ACCELERATION 1.04 g (avg) MT FIGURE EIGHT 23.2 sec @ 0.92 g (avg) EPA CITY/HWY/COMB FUEL ECON 15/21/17 mpg EPA RANGE, COMB 342 miles ON SALE Now Show All
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