2022 Mercedes-Benz EQB300 4Matic First Drive: Li’l Transformer
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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What's this that silently comes forth through the mud, draped in dirt and ready to work? It's not a GMC Hummer EV SUV or a Bollinger or some Land Rover or Bronco. It's not some tactical military SUV. It's called the Munro MK_1, it hails from Scotland, and it's yet another small fish in the growing stream of EV trucks and SUVs trying to make its way upstream faster than its automotive start-up competition.Originally called All Terrain All Electric when the company was founded in 2019, the Glasgow-based Munro Vehicles (munro being a term for a mountain, mainly in Scotland, exceeding 3,000 feet) has been testing its Munro ML_1 development mule since June 2021 with the hopes of a public launch in October 2022 followed by first deliveries in March 2023—if all goes according to plan, of course. And Munro has partnered with a company called Wyre for distribution in the United States. Ambitious is an understatement; time will tell if the young start-up can get America hooked.The Munro is a fully electric SUV. Its battery has 80.1 kWh of usable capacity good for 168 miles of driving or 16 hours of off-highway use, according to Munro. It has a 101-kW maximum charge rate, which falls short of the big fish in the world of EVs.The Munro electric SUV—a body-on-frame, five-door, 4x4 utility vehicle—features a fully galvanized, high-strength steel chassis. It uses its 376 hp and 516 lb-ft of torque to push the 5,500-pound vehicle to 60 mph in 4.9 seconds, as reported by Munro. It has a max payload of about 2,200 pounds and can tow upwards of 7,700 pounds.On the road it has a top speed of 85 mph, which matters since Munro says it's working on the certification process to make it street legal. This hurdle will be one key aspect to its stateside success.Munro hopes its MK_1 EV SUV appeals to fleet customers who need or want 4x4 EVs. Munro says it offers a comprehensive warranty, remote software updates, spare part availability, mid-life hardware upgrades, straightforward maintenance, and modularity.As you can tell from the imagery, Munro says that "off-highway performance is our first design priority: rely on mechanical components that have stood the test of time." Its high stance (that's a lot of inner fender showing!), high ground-to-body clearance (18.9 inches), meaty tires, utilitarian aluminum body panels, chunky front and rear fenders, and crazy angles (approach, 84 degrees; departure, 51 degrees), visually attest to that priority. Underneath, the Munro has permanent mechanical four-wheel drive and a two-speed central transfer case with a locking differential. You can also get front and rear anti-roll bars, underbody protection, a front bull bar, a winch bumper, and front and rear electronic differential locks.There are three trim options for the Munro: Core, Utility, and Tailored, each adding features for work and specific needs. Gloss, satin metallic, and textured Raptor finishes are available in yellow, black, white, green, and grey, with more options for the Tailored trim.Munro has a big mountain to climb, a long upstream battle in bringing its EV to market. Stay tuned and keep your eyes peeled.
mercedes-benz eqe-class Full OverviewThe 2023 Mercedes-AMG EQE isn't the first all-electric car from AMG. That honor goes to the wild gullwing SLS AMG Electric Drive coupe unveiled at the 2012 Paris Show. Now a largely forgotten curio, the SLS AMG Electric Drive was at the time the most powerful AMG production car ever built, boasting 740 hp and 738 lb-ft of torque, courtesy of four e-motors powered by a 60 kWh lithium-ion battery. Only nine were said to have been produced.The AMG EQE also follows in the wheel tracks of the larger, plusher AMG EQS sedan we drove late in 2021. But it's perhaps the most important AMG electric car so far, not the least of which because it will be the most affordable AMG electric car so far. Though U.S. pricing has yet to be finalized, back-of-the-envelope calculations suggest the AMG EQE should retail for about the same money as a Tesla Model S Dual Motor.Though two versions of the AMG EQE are offered in Europe—the 470-hp EQE 43 4Matic and the 617-hp EQE 53 4Matic+—the U.S. will only get the latter, and it will simply be badged Mercedes-AMG EQE.And in case you're wondering, there isn't an EQE 63 waiting in the wings. Well, not yet anyway: AMG engineers confirm the AMG EQE we're getting is the most powerful variant they will build on the Mercedes-Benz EVA2 electric vehicle platform that underpins the regular EQE and EQS sedans. Truly tarmac-melting AMG electric cars will be built on a new, dedicated performance EV platform currently under development in Affalterbach.That's not to say the AMG EQE is slow. Far from it. But first, the tech highlights.AMG EQE Power and TorqueThe dual-motor AMG EQE has a 221-hp e-motor driving the front wheels and a 396-hp e-motor powering the rears, the pair delivering a total system output of 617 hp and 701 lb-ft of torque. That's almost twice the power—and nearly twice the torque—of the entry-level, rear-drive EQE 350+. And in cars fitted with the optional AMG Dynamic Plus package the boost mode function unleashes 677 hp and 738 lb-ft.The AMG-specific permanently excited synchronous e-motors feature improved cooling to allow repeated acceleration without performance degradation, and unique windings with thicker wires that carry higher currents with greater stability, enabling higher motor rpm and increased power. The rear e-motor is a six phase design rather than the normal three phase, to further increase its power output.The five drive modes—Slippery, Comfort, Sport, Sport+, and Individual—not only change the AMG EQE's chassis settings, but also significantly vary the powertrain output. Slippery mode restricts the powertrain to 308hp, Comfort to 493 hp, and Sport to 555 hp. Only in Sport+ are you able to access the full 617hp or more.The e-motors are fed by a 90.6-kWh battery pack that AMG says will deliver from 275 miles to 321 miles of range on the WLTP test cycle. That suggests a range of somewhere between 210 miles and 240 miles on the tougher EPA test.Chassis upgrades include AMG-specific wheel carriers, suspension links and stiffer stabilizer bars. The bushes between the body shell and rear axle subframe are 50 percent stiffer than those of the regular EQE, and the AMG Ride Control+ air suspension has unique mapping for the spring and shock rates. The system will instantly lower the ride height by six-tenths of an inch in Sport and Sport+ modes and keep it there; in Comfort mode that only happens when you hit 78 mph. Drop down to 50 mph, and the car will raise itself back to its standard ride height.Rear-wheel steering is standard, the wheels turning up to 3.6 degrees in the opposite direction to the fronts at speeds up to 37 mph to improve low speed maneuverability and agility, and in the same direction as the fronts at higher speeds to increase stability.Though the AMG EQE will recoup up to 260 kilowatts with the regen system set in its most aggressive mode, AMG's high performance steel brake setup is standard, with 16.3-inch rotors and six piston calipers on the front axle, and 14.9-inch units with single piston calipers at the rear. Carbon ceramic brakes are available as an option, but only with the optional 21-inch wheels. Standard wheels are 20-inch. Despite their aggressive styling, all the wheels have been carefully designed to reduce aerodynamic drag.The EQE Has Digital Sound Effects—If You Want ThemAMG engineers claim the EQE is only marginally less slippery than the regular model, despite its wider tires and more aggressively styled front and rear fascias. That contributes to one of the car's standout characteristics—its quietude, especially at freeway cruising speeds. But for a brand that's long been celebrated for powertrains that when you mash the gas pedal assault your ears like you're in the mosh pit at an AC/DC concert, that's potentially an existential problem.AMG's solution has been to create special electronic soundscapes that play through the audio speakers when you select either Sport or Sport+ drive modes. It may be a generational thing— gamers who've spent years listening to digital effects might think they're cool—but to our ears in Sport mode at full acceleration it sounded like an Airbus A380 on takeoff, while the Sport+ mode soundscape sounded as if Captain Kirk had just ordered the Enterprise to warp speed.Fortunately, you can switch the fancy effects off, either by accessing the menu on the center touch screen or using the shortcut on the steering wheel. Embrace the relative silence, and you'll start noticing subtle aural cues that are usually drowned by the raucous mayhem of combustion and mechanics; things like changes in tire noise as you approach the limits of adhesion through corners or under brakes, for example.Our test car was fitted with the optional Dynamic Plus package, which meant it had the full-strength, high-caffeine 677-hp, 738-lb-ft powertrain. Worth the extra money? Let's just say the way it delivers is right on brand.This EQE Is Definitely An AMGThe acceleration in Sport+ mode is neck-snapping, more instantly ferocious, more gut-punchingly violent, than in any internal combustion engine AMG car. Mat the accelerator and the AMG EQE launches like a fighter jet catapulted off an aircraft carrier. The traction is astonishing, and while the AMG EQE is limited to a mere—by AMG standards—137 mph (149 mph in Dynamic Plus-equipped cars) it gets there riding an endless torrent of weapons grade thrust. Like Porsche's Taycan, it has top end response few other EVs can match.AMG claims a 0-60 mph acceleration time of 3.2 seconds for Dynamic Plus-equipped cars, and 3.4 seconds for standard AMG EQEs. That's impressive, especially for a car that's claimed to weigh about 5,500 pounds. For context, Tesla claims its 670-hp Model S Dual Motor, which it says weighs about 1,000-pounds less than the Mercedes, is only 0.1 to 0.3 seconds quicker to 60 mph.Even more impressive, perhaps, is the chassis. While the regular EQE can feel a little floaty and detached when pushed, the AMG EQE remains resolutely planted, even when hammered over bumpy, tight, and twisting roads. The body control is excellent, and even in Sport+ mode there's a syrupy coating to the ride you rarely feel in an AMG car.Our test car was on the optional 21-inch wheels, with 265/35 Michelin Pilot Sport EV tires up front and 295/30 items at the rear, but in Comfort mode at slow speeds, the AMG EQE still rode more like a modern luxury sport sedan on low profile tires than a hair-on-fire muscle car, the impacts from potholes and random road acne well suppressed.Astounding Power and One-Pedal DrivingIt doesn't exactly shrink around you, the AMG EQE, though. It's still a big, very heavy sedan, and the high cowl and cab-forward stance means you can't see its front corners from the driver's seat, which makes it difficult to place on tight, narrow roads. But once you get a sense of its physicality, you can push it as hard and fast along any canyon road as any AMG sedan, exploiting the confidence of the chassis to make the most of its astounding instant-on power and torque.There's not much nuance to the weighty steering, though the front axle responds as soon as you pull the wheel off center, and the rear steer system helps snap the Mercedes into the tighter, slower corners.The asymmetric powertrain means that there's a bias to the rear axle when you go to power. Under full acceleration, 64 percent of the torque goes to the rear wheels and 36 percent to the front, and you can feel the front wheels helping pull the car out of a corner as the rears punch it hard past the apex.You can switch between three levels of lift-off regen using the paddles either side of the steering wheel. High regen allows almost one-pedal driving around town, while normal gives a similar lift-off effect to an internal combustion engine car with an automatic transmission. You can also switch regen off completely and allow the AMG EQE to coast.The coast setting is great for freeway driving, as it allows the car to make the most of its available kinetic energy, especially on long downhill stretches or with a tail wind. Normal is the best all-round setting for when you're hustling along a fun road, as it induces the gentle lift-off weight transfer to the front axle that's often so useful when setting up a car for a corner.AMG engineers say the regenerative braking system will recoup up to 260 kilowatts in the highest setting. We saw a peak of 171 kilowatts recouped in the normal mode while pushing the AMG EQE down a quiet mountain road, on a run that gave the brakes a real workout.The brake-by-wire system felt more natural than in the regular EQE, the transition between regenerative and mechanical braking almost seamless. As the steel rotors got hot, however, the pedal became longer in travel and a little less linear in feel. Not that the braking performance seemed affected; we could still get right to the point of ABS intervention on the inside front wheel on the entry to some of the tighter, dropaway turns.The AMG EQE's mass means you can't toss it around like a sports car, but if you're smooth and tidy with your inputs, it will cover ground with imperious, ground-crushing pace. And when you're not chasing ultimate pace, the AMG EQE is an oasis of grace.High Style and HyperscreenThe low noise levels, good rolling ride, and comfortable seats make it a superb highway cruiser. With the silly fake powertrain noises switched off, you can enjoy your favorite sounds on the excellent Burmester audio system, have a quiet conversation with your passengers, or just admire the scenery and enjoy the sunshine through the standard panorama roof.Like all modern Mercedes, you'll need to spend time hunting and pecking around the vast MBUX interface to find the settings and shortcuts you want, but at least you can turn off the annoying stuff like lane keep assist and tweak the powertrain and suspension settings independently, even within the main drive modes. Our cars were all fitted with the optional Hyperscreen that hides three smaller screens behind a dramatic sweep of glass across the dash.It's a fingerprint magnet, the Hyperscreen, but the third screen allows the front seat passenger to access all manner of menus, including the cool AMG-specific ones that show how hard the driver is working the car.The AMG EQE might be a new sort of AMG performance car, but the interior ambience—the sports seats and contrast stitching, the steering wheel with the control pods under the horizontal spokes and aluminum paddles behind it—as well as the exterior detailing—the more aggressive front and rear fascias, the big wheels, the wing on the trunk lid—is all familiar fare from the folks at Affalterbach.The chrome bars on the AMG EQE's 'grille' might seem a pointless affectation, but in truth they give the front end a distinctive visual signature that can be hard to achieve in an EV. But you'll just have to accept that this is an AMG car that won't have four bazooka-caliber exhausts peeking out from under the rear bumper.Which E AMG?AMG EQE versus AMG E 63 S? The E 63 S has the better power-to-weight ratio, packing 603 hp in a car that's 1,000-pounds lighter than the AMG EQE, and sizzling top end bite. But the electric AMG car punches harder out of corners, and accelerates in an irresistible rush that's uninterrupted by the need to change gears.The E 63 S's lighter weight, which makes it easier on brakes and tires, wieldier on the change of direction, and delivers higher steady-state grip, would ultimately give it the edge. But in terms of ultimate on-road pace on anything but an unlimited autobahn, there's probably not much between the two.Yes, the smooth and quiet AMG EQE is that quick, an electric car that delivers performance and handling that—like the most iconic AMG cars—simply bludgeons any road into submission. But it's not a hammer. It's a whispering assassin.Looks good! More details?2023 Mercedes-AMG EQE Specifications PRICE $100,000 (MT est) LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door sedan ENGINE 2 permanent-magnet-type electric, 617-677-hp/701-738-l-ft (comb) TRANSMISSION 1-speed auto CURB WEIGHT 5,500lb (mfr) WHEELBASE 126.4i n L x W x H 196.6 x 64.3 x 59.5 in 0-60 MPH 3.2 - 3.4 sec (mfr) EPA FUEL ECON, CITY/HWY/COMB N/A ENERGY CONSUMPTION, CITY/HWY N/A CO2 EMISSIONS, COMB N/A ON SALE Late 2022 Show All
No Softie in StylingHoneycomb All the InteriorsPlatform Shared with Civic and HR-VSmall but Mighty Base Engine ReturnsReworked Hybrid System Likely Bound for Future Accord2023 CR-V Trims—TrailSport on the Way?Safety ImprovementsNorth American Made2023 Honda CR-V Specifications BASE PRICE $30,000-$39,000 (est) LAYOUT Front-engine, FWD/AWD, 5-pass, 4-door SUV ENGINES 1.5L/190-hp/179-lb-ft turbo DOHC 16-valve I-4; 2.0L/143-hp/129-lb-ft (est) Atkinson-cycle DOHC 16-valve I-4 plus two electric motors, 204 hp/247 lb-ft (comb) TRANSMISSIONS Cont variable auto; 1-speed auto CURB WEIGHT 3,600-3,900 lb (est) WHEELBASE 106.3 in L x W x H 184.8 x 73.4 x 66.6 in 0-60 MPH 6.8-8.0 sec (MT est) EPA CITY/HWY/COMB FUEL ECON 26-39/31-34/28-37 mpg (est) EPA RANGE, COMB 400-500 miles (est) ON SALE Fall (MT est) Show All
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