Audi S7 vs Mercedes-Benz EQB

What's the difference?

Audi’s S7 Sportback wraps style, comfort and sportiness in an appealing package that is sure to please onlookers and occupants alike.

The great engine/transmission aside, the S7 Sportback also has cutting-edge technology at a more affordable pricetag, though less-than-comfortable rear-seat space lets it down a little.

We wish the car we sampled didn’t have the all-wheel steering, as we much preferred the more neutral feel of the S6 sedan we also drove but, overall, the S7 Sportback puts forward a strong case for its existence.

I really liked the combustion version of this car, the GLB, for its funky style and flexibility and I was pleased to find how easily Mercedes has made the conversion to a fully-electric layout for the EQB.

Despite a tall price, the EQB 350 is a compelling option for those seeking something a bit more luxurious than the Tesla Model Y, something a bit larger than the Volvo XC40 Recharge, and something a bit smaller than the Audi e-tron or the EQC.

The main trade-off for this 350 variant is the loss of the seven-seat layout in favour of more performance. Instead it offers a huge boot, has a sufficient range for city-based buyers, and offers surprising levels of fun, too. 

Just make sure you’ve considered its rivals which may potentially offer more range or features for the same money.

Audi’s second-generation A7 has always been a bit of a looker, but Audi has taken it up another notch in the S7 Sportback.

Differentiating the S7 Sportback is a more aggressive bodykit, complete with larger air intakes up front, blacked out exterior trim, quad-exhaust tips (denoting that it’s an Audi Sport model) and large 21-inch wheels

The S7 doesn’t go too overboard with the aggressive appointments however (that’s what the top-spec RS7 Sportback, due here later this year, is for), but balances its sportiness with a stately aesthetic.

We think the S7 Sportback is stunning, especially the white exterior colour that gives it an almost Stormtrooper-like look, but even our test car, finished in Daytona Grey, while much more subtle, is still easy on the eyes.

We especially like the strong shoulder line, chiselled doors and sloping roofline of the Sportback body style that combine in profile to make the S7 look like a sprinter on the starting blocks ready to pounce.

Inside, the S7 Sportback scores all of Audi’s latest interior technology, including a 12.3-inch Virtual Cockpit instrumentation and dual-screen centre console layout.

The triple screen set-up definitely helps the S7 Sportback feel very cutting-edge from the driver’s seat, especially when you start to play around with the multimedia system that sports haptic feedback when you press the screen.

Everything is laid out in a clear, concise and easy-to-use manner, while the surfaces of the dashboard are covered in soft-touch, premium materials.

If we’re being honest, we'd probably skip the red-leather interior of our test car in favour of something a little more subdued, but to each their own.

We like the integrated air-vents that blend well into the dash, while the sea of black is broken up with some aluminium detailing and different finishes.

The EQB has a very predictable design in that it doesn't stray from the combustion car’s formula. At all.

The only evidence from the outside this is the electric version is the blanked out grille, and closer observers might notice the rear light bar which cuts across the boot lid is different from the split tail-light design which appears on the combustion car.

Still, to my eyes, the GLB is a cool design with its upright boxy look bucking the curvaceous trend of most EVs, and, indeed, the rest of the Mercedes line-up. 

Its rebellious streak makes it one of the most appealing SUVs in Mercedes’ current range, and it comes with a bit of toughness which is missing from the EQA. 

If nothing else, it’s a completely different look from Tesla’s amorphous Model Y, and this may be enough to appeal to some.

Inside is identical to other Mercedes models which sit on the MFA2 small car platform, immediately setting itself apart with the big high-resolution screens, glitzy ambient lighting, as well as an abundance of chrome and gloss black.

It’s designed to impress from the first time you hop in, and there’s no doubt it does, but it may be a bit over-the-top for some, particularly fans of the more conservative Mercedes designs of eras past.

The chrome in particular becomes a bit of a problem, as it has an annoying habit of catching the reflection of the sun and sending it directly into the driver’s eyes.

It all feels as plush as a circa-$100,000 luxury car should though, with the ‘Artico’ seat trim being one of the better synthetic options on the market, and soft-touch surfaces throughout the cabin selling the Mercedes promise. 

The GLB toughness is even reflected in the chiselled out finishes in the door, dash, and centre console, helping to set it apart from the tamer EQA.

The software is also fast, high resolution, and well presented, which bodes well given the amount of screen real-estate, and the amount of customization is impressive, too.

Again, there are many who will prefer its look and feel to the Apple-store chic of the Tesla Model Y, or the pared back Scandinavian approach of the XC40 Recharge, but also those who won’t. Like many new Mercedes products, it continues to polarise buyers.

Measuring 4969mm long, 1908mm wide, 1417mm tall and with a 2928mm wheeblase, the S7 Sportback falls well and truly into the large car class.

Up front, the driver and passenger have plenty of room, while the seats and steering wheel are almost infinitely adjustable to find the perfect position.

As you can imagine though, the sloping roofline does eat into the rear-seat headroom a little.

The outboard seats offer plenty of leg- and shoulder-room, but the slanted roof prevents my six-foot-tall frame from sitting up straight comfortably.

Don’t get me wrong, the space is perfectly useable for children or even some smaller adults, but don’t expect to get any basketball players in those seats.

As for the middle seat, only children will find it comfortable due to the protruding transmission tunnel and higher-set seat.

The S7 Sportback’s boot offers at least 535 litres of space and expands to 1380L with the 40:20:40 split-fold rear seats stowed.

Being a liftback (or Sportback in Audi parlance) means the boot is much more practical than a standard sedan, and with such a large aperture, bigger items such as suitcases or golf clubs won’t be annoying to load and unload.

Bag hooks, storage tie-down points and carbo netting also feature to ensure your goods don’t roll around when the S7 Sportback is in motion.

Storage around the cabin though, could be a little better as the wireless smartphone charger takes up a fair chunk of room in the shallow central storage bin under the front armrest.

The usual storage tray found ahead of the shifter is also absent, due to the dual-screen centre console layout, but two generous cupholders and sizeable door pockets are still available up front.

Second-row passengers get access to a fold-down armrest with shallow storage tray and cupholders, as well as door pockets that can accommodate large bottles.

This should be the GLB’s calling card. It’s a car with an ideal footprint, not as wide or as long as most mid-size SUVs, whilst also offering a larger cabin and boot.

The big drawback for this variant in particular is the lack of a seven-seat option, as the all-wheel drive requires the under-floor space which is required to give rear occupants legroom. 

It’s a shame, too, because I found the two rear seats in this car’s GLB combustion equivalent to be surprisingly accommodating for even adults.

As a result of these missing seats, though, the full volume can be exploited in the boot, which comes in at a whopping 495 litres.

It’s rivalled by the Model Y, which also has a cavernous boot, although it has a much larger storage area than the Volvo XC40. 

As an added bonus, there is a decent under-floor storage area which has enough space for all your charging cables, although there is no so-called ‘frunk’ with what is normally the engine bay taken up by cooling and auxiliary hardware. 

At first glance there’s so much going on under there, you’d be forgiven for thinking the EQB has an actual engine!

The cabin is also enormous as well as configurable. The EQB has massive rear doors (as it’s designed to be a seven-seater) to make it easy to get in and out of, and once you’re settled in, the amount of space for me (at 182cm) behind my own driving position is very impressive, with ample leg, arm, and headroom.

Rear passengers score the same nice synthetic leather seat and door trim as the front passengers, a bottle holder in each door, as well as two in a flip-out caddy on the drop-down armrest, two nets on the backs of the front seats, dual adjustable air vents, and power outlets on the back of the console. There is also a separate section of the split sunroof to benefit those in the back seat.

Up front the cabin is equally flexible, although it immediately seems odd that the front seats are manually adjustable. Almost unforgivable in a $100,000 car. 

At least the trim is comfortable, and again, the space is configurable for people of all shapes and sizes. 

Storage options include large bins in each door, a split-opening armrest console with USB-C outlets inside, a slide-open area underneath the climate unit, which houses a wireless phone charger and additional power outlets, as well as the usual glove box arrangement. 

Soft trims continue into the doors, although one small annoyance is the excess of chrome trim which has the unfortunate habit of reflecting harsh Australian sun into your eyes if it hits at the wrong angle.

The software is nice and quick, but can be cumbersome and over-complicated to operate at times, particularly when using the centre touchpad, or adjusting the dash with the small touch elements on the wheel. 

It is also notable the Apple CarPlay as-tested only took up a centre portion of the screen, and is not set-up for widescreen mode to take full advantage of the hardware.

Minor complaints aside, though, the EQB follows its combustion GLB twin in having by far one of the most flexible and configurable cabins in its class.

The EQB range kicks off from $87,800, before on-road costs, for the base 250, but the car we’re looking at for this review is the top-spec 350 4Matic, which wears a price-tag of $106,700.

There’s no doubt it’s a hefty price, even for an EV, and especially for a sort-of ‘small’ SUV. There’s more to consider, too. As I mentioned in the intro, the all-wheel drive system precludes the seven-seat layout in this top-spec car, and it has less range than the front-wheel drive model, too, dropping from 371km to 360km.

On the upswing, the dual-motor powertrain is far preferable to the so-so front-wheel drive option, and the 350 also gains an AMG-spiced bodykit and flat-bottomed steering wheel, as well as a panoramic sunroof.

Outside of the extra flair, the EQB 350 is almost as well equipped as you could hope, with the flashy dual-10.25-inch 'MBUX' screen set-up, Nappa leather steering wheel and interior appointments with Mercedes’ signature 'Artico' synthetic seat trim, LED headlights, ambient interior lighting with fully customisable RGB controls, dual-zone climate, a wireless phone charger, 20-inch alloy wheels, as well as keyless entry and push-start ignition.

Given the EQB’s dimensions it would seem its most direct rival is the Tesla Model Y, although it may not be a favourable comparison. 

At over $100,000 the EQB 350 is still more expensive than the top-spec Model Y Performance, which is even more powerful than our Merc here.

Other more indirect rivals include the Volvo XC40 Recharge (from $74,490 in twin-motor form), or less performance-oriented Lexus UX300e ($80,691 for the top-spec Sports Luxury), although neither are as large as the EQB, and the Lexus has about half the performance.

Powering the new S7 Sportback is a 2.9-litre twin-turbocharged petrol V6, punching out 331kW/600Nm, which is paired to an eight-speed automatic transmission that sends drive to the road via Audi’s quattro all-wheel-drive system.

The result is a zero-to-100km/h acceleration time of 4.6 seconds.

Keen-eyed Audi fans might note that those are the exact same engine and outputs as the RS5 Sportback, RS5 Coupe and RS4 Avant, and they’d be right, however, Audi has added the 48-volt mild-hybrid and an electric powered compressor (EPC) to reduce turbo lag in the S7 Sportback.

It’s a similar system first employed in the SQ7 large SUV, and basically means that the EPC is spooling up the turbo at low engine speeds for better off-the-line performance.

The mild-hybrid technology no doubt helps shift the S7 Sportback’s 2040kg weight with peak power now available earlier on in the rev range (from 5700rpm), while maximum torque is available from 1900rpm.

Compared to the older car, the new S7 Sportback matches its predecessor in power, but ups torque by 50Nm despite losing the old car’s 4.0-litre twin-turbo V8 engine.

While the EQB 350 loses its valuable third-row seats, it gains a much more impressive drivetrain than the lesser EQB 250 variant. 

While that car has a so-so front-motor set-up producing 140kW/385Nm, the top-spec 350 sports a much more capable 215kW/520Nm dual-motor system.

This allows a 0-100km/h sprint time of 6.2 seconds, and while it’s not as fast as the entry-level Tesla Model 3, it’s still impressive for a 2153kg SUV.

The all-wheel drive capability also adds a level of confidence which can’t be matched by a front-drive, more on this in the driving section of this review.

Official fuel economy figures for the S7 Sportback are 8.5 litres per 100km, but in our brief time with the car we managed 13.6L/100km, mainly due to the inner-city and country B-road driving.

The 48-volt mild-hybrid system works to reduce fuel usage, by as much as 0.4L/100km according to Audi, and allows the car to coast with the engine off between speeds of 55km/h and 160km/h for up to 40 seconds.

The start/stop system also aids in reducing fuel usage.

Regardless of which version of the EQB is chosen, the SUV has a 66.5kWh lithium-ion battery pack, and in the case of our all-wheel drive 350, this grants it a 360km WLTP-rated driving range between charges.

My car was reporting around 350km of range at or near a full charge, while my week of testing produced a dash-reported consumption figure of just 18.2kWh/100km.

This is surprising for two reasons. Firstly, I subjected the EQB 350 to a significant amount of freeway testing during my time with it, which usually produces worse consumption numbers for EVs, but it actually bested its official 21.0kWh/100km official figure by a decent margin.

Secondly, I’m puzzled to find this car outperformed the smaller and lighter EQA 250 I had on test in 2021 in terms of overall consumption, and by a significant margin. Very odd.

When it comes to charging up, the EQB can be charged at a rate of 100kW on a fast DC charger, for a 10-80 per cent charge time in a claimed 30 minutes. 

On the slower but cheaper-to-install AC standard, the EQB has an 11kW inverter, allowing a convenient ‘slow’ charge time of 4.1 hours. Expect between 25 and 30 hours on a standard wall socket.

Audi’s formula for a go-fast vehicle has always been simple – quattro all-wheel-drive for grip, potent engine for speed – and the new S7 Sportback remains true to that formula.

We are big fans of the 2.9-lite twin-turbo V6 engine, which is matched wonderfully with a smooth-shifting eight-speed automatic transmission.

The S7 Sportback always seems to have plenty to give no matter where you are in the rev range, and the transmission isn’t bogged down with slow gear changes up or down.

Though it’s hard to tell how much the EPC helps in getting the S7 up to speed, if you have you window down and accelerate hard from a standstill, you can hear the electronics whirring away.

The standard air suspension also does a wonderful job at absorbing road imperfections in comfort, while it can be switched over to dynamic for a more sporting characteristic.

Grip is plentiful thanks to 255/35 tyres and the quattro all-wheel-drive system but, as with other Audis, the S7 Sportback tends towards understeer when pushed hard around a corner.

Being such a long and wide model, you definitely feel the S7 Sportback’s size on the road, especially when navigating through quick direction changes, but this is where the $7700 Dynamic Package comes into play.

It adds a sports differential, variable ratio steering and all-wheel steering, all aimed at sharpening the S7 up in the bends.

Our test car was fitted with the option pack, but it left us a little cold.

The all-wheel steering especially, made the S7 Sportback’s handling feel too artificial for our tastes, and we were never able to gauge where the rear end wanted to go in a corner.

If we were buying one, we’d leave the Dynamic Package option box unticked.

Bringing the S7 Sportback to a stop are big 400/350mm brake rotors front/rear, with six-piston callipers in the front.

Ceramic brakes with grey-painted callipers can be optioned for $18,000, but the standard stoppers do a fine job scrubbing speed in the S7 Sportback.

This is where the 350 version of the EQB shines. This car is a beast to drive with plenty of power available at your right foot, and incredible amounts of traction to match from its torque-vectored all-wheel drive system. 

This lets it be rapid, but not scary, and despite its square and upright body, might surprise you when it comes to carving a few corners.

Like many EVs, the EQB’s weight feels low and centred, but it appears the suspension has been adjusted to remove any bouncy quality, which might come with the additional weight added over the combustion variants, with nearly 500kg of lithium batteries under the floor.

In fact, the ride is also one of the things which impressed me most about the EQB. It even has huge 20-inch AMG wheels, yet it dealt with bumps of all shapes and sizes in an impressive manner, keeping the body under control, and communicating remarkably little in terms of vibration or unpleasantness into the cabin.

The steering offes a nice balance of feel and electrical assistance, a trait which combines with the EQB’s convenient size to make for an easy SUV to park and manoeuvre.

When it comes to the EQB’s traits as an electric car, there are several modes available to alter the experience. 

Using the paddle shifters, there are several regenerative braking settings to choose from. While none of them are a ‘single pedal’ mode, the D- mode is pretty strong, and clearly contributed to the EQB’s surprisingly good energy consumption in my time with the car.

Activating D+ mode, which can be combined with a sporty driving setting, tones down the regenerative setting almost completely and feels as though it unleashes more potential from the potent electric motors. 

While the sportier settings made the 2WD EQA I tested last year feel a little twitchy and prone to wheelspin, the all-wheel drive system keeps this well under control in the larger EQB for impressive acceleration characteristics.

The breadth of this SUV’s ability is perhaps its most impressive attribute. It can feel comfortable and tame around town, with alarming speed and tenacity when attacking the open road should you so desire. 

Sure, it’s not as whiplash-inducing as some of its rivals, particularly the Volvo XC40 Recharge or Tesla Model Y, but for a luxury SUV like this it’s more than what you could ask for. 

The EQB scores a thorough suite of active safety equipment including freeway-speed auto emergency braking (7.0-200km/h), lane keep assist with lane departure warning, blind-spot monitoring with rear cross-traffic alert, as well as one of the best adaptive cruise systems on the market.

In the event of an impact, the EQB scores dual front, side, and head curtain airbags (the side and curtain bags cover both rows) as well as a driver’s knee airbag. There are the usual dual outboard ISOFIX child seat mounting points on the rear row, as well as three top-tether points.

The EQB scored a maximum five-star ANCAP safety rating to the current 2022 standards, but this rating only covers the base 250 variant. It scored highly across all criteria.

Like all new Audi models, the S7 Sportback comes with a three-year/unlimited kilometre warranty with three years roadside assist.

Audi’s warranty still lags behind Mercedes-Benz and Genesis, two premium marques that offer a five-year/unlimited kilometre warranty on their models.

Scheduled service intervals are every 15,000km/12 months, whichever comes first.

A three- or five-year service plan is available for the S7 Sportback, priced at $2350 and $4110 respectively.

Mercedes offers a five year and unlimited kilometre warranty, with five years of roadside assist. The high-voltage battery components are also covered by a separate and industry-standard eight-year and 160,000km warranty.

Service intervals are once every 12 months or 25,000km and the service plan costs an average of $440 a year for the life of the warranty which is expensive for an EV, especially considering Polestar offers free servicing for the first five years, and Volvo’s electric offerings are around half the cost over the same period.