BMW 118i vs Mercedes-Benz EQB

What's the difference?

The 118i has restored my faith in entry-level models from premium brands. Could it do with more standard gear? Absolutely, especially at $50K, and given what you could get in a higher-grade variant from a mainstream manufacturer, like the Mazda3 or VW Golf.

But the 118i is a cut above the mainstream hatchbacks in terms of performance, driver engagement and how the car makes you feel. 

If value is the priority, look elsewhere. But if your budget stretches this far and you can live without some of the luxo features, there’s little to complain about with the 118i hatch.

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.

Since the first-generation model arrived on the scene in the early 2000s, the 1 Series has had a slightly awkward design, partly due to the rear-wheel drive underpinnings. But this latest third-gen model, that debuted in 2019, is by far the most sleek and stylish yet. 

This is helped by the slimline tail-lights, rising shoulder line and well-executed front-end design with the signature BMW quad headlights and wide 'kidney' grille. 

In Australia the 118i comes as standard with 'M suspension' that lowers the ride height by 10mm, which gives it even more of a hunkered down look. The 'Black Sapphire' paintwork of the test car also upped the sexiness of the little hatch.

The 1 Series, and its competitors from Benz and Audi, are all visually appealing in different ways, ensuring they will each appeal to different buyers. 

The interior design is unmistakably BMW, which hasn’t evolved significantly for about 15 years. Although new-generation models like the iX and the soon-to-launch X1 SUV prove that BMW can evolve.

BMW’s overall dash design and layout isn’t a million miles away from the edgy angular look of the new Audi A3 - and that’s no criticism.

The mixed synthetic leather and cloth trim on the seats has a cool blue cloth motif to break up the grey and add a small splash of colour to the cabin. Matching blue stitching on the dash and doors is a nice touch.

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.

Up front the 118i’s sports seats offer unbelievable levels of lateral support, and despite the bolsters being adjustable, it might be a little too snug for some. It’s expected for a pricey hot hatch but not the lower grade 1 Series. And given how much side support there is, it could do with a touch more under-thigh padding. The driver’s seat is power adjustable while the front passenger has to adjust their seat manually.

The typically chunky BMW M leather steering wheel looks and feels expensive and offers good grip. The minimal steering wheel controls are well labelled with text or clear icons. I appreciated the analogue air conditioning controls instead of them being buried in a multimedia screen menu.

The multimedia system menu is unfussy and while it’s not as tech heavy as some other systems, I don’t see that as a negative. It just means there are fewer functions you’re forced to remember. You can control the system via the 'iDrive' controller in the centre console or it can be used as a touchscreen. I like the way users are given both options. The 10.25-inch screen is nice and wide but quite narrow. Overall, BMW’s operating system is easy to use and functions well.

In terms of devices, the 118i has a wireless charging pad, as well as a USB-A and USB-C port, and a 12-volt charger up front.

It has a smallish central bin, but it’s fine for a number of smaller items. Tall bottles fit easily in the door storage bin and there’s a secondary slot for other items. The 118i comes with a decent sized glovebox, and two front cupholders with a nook for phones just behind it.

The 118i is more spacious than anticipated, especially in the second row. The back of the front seats are scalloped, allowing for a little extra knee room, but there is a good amount of legroom generally, and plenty of headroom, despite the lower roofline. 

The rear seats are on the flat side but still comfortable, and there are ISOFIX points on the two outboard seats.

Rear seat occupants have access to map pockets, two more USB-C ports, and storage for big bottles in the doors (just), but there are no rear air vents. The seats fold 60/40 and there’s no central armrest.

Open the hatch and you’ll find a reasonably sized boot that can swallow 380 litres, expanding to 1200L with the rear seats stowed. There is plenty of under-floor storage because there’s no spare tyre on account of the run-flats favoured by BMW. There are, however, a couple of tie-down anchors and shopping bag hooks.

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.

The 118i is powered by a three-cylinder turbocharged petrol engine, offering up 103kW of power and 220Nm of torque. It’s the same unit found in the Mini Cooper, albeit uprated by 3kW for the BMW.

It is front-wheel drive and the engine is paired with a seven-speed dual-clutch automatic transmission.

BMW says the 118i can cover the 0-100km/h sprint in 8.5 seconds.

If you’re after a quicker 1 Series, then the 180kW i28ti or 225kW Mi35i xDrive could be a better pick.

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.

According to BMW, the 118i consumes 5.9 litres of fuel per 100 kilometres. During my week of mixed driving with the hatch, I recorded a much higher average figure of 10.8L/100km. This was exacerbated by the fact I did my main test drive shortly before returning the car. It was much more efficient around town.

It has a 50-litre fuel tank and does require premium 95 RON petrol. In terms of CO2, the 118i emits 135g/km.

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.

To be honest I wasn’t particularly hopeful of an engaging driving experience with the 118i given I have been underwhelmed by the base Mercedes-Benz A-Class. But after a week with the 1 Series, I reckon it might well be the pick of the premium players in this segment.

The 118i is also a much more enjoyable car to drive than the entry-level version of the outgoing X1 SUV with which it shares a powertrain. If you don’t need the extra cargo space or the ride height of the X1, then please test drive the 118i just to see what you’d be missing if you opted for the X1.

BMW has always excelled when it comes to building punchy powertrains for driver’s cars, and that continues to be true, even for its smallest internal combustion unit.

The 103kW/220Nm turbocharged three-pot is smooth yet responsive, offering linear power and torque delivery and acceleration that will bring a smile to your face.

Obviously it’s not as quick as its sportier 1 Series siblings, but make no mistake, you can still have fun in a 118i.

There’s a little bit of lag when taking off and some hesitation from the seven-speed dual-clutch transmission during shifts, but neither are deal-breakers.

That obsession with driver engagement has paid off with the steering which is quick and direct.

The suspension is geared towards dynamism and as a result of that, and the sharp steering, you’ll be seeking out the nearest twisty section of road every time you get behind the wheel. It’s planted in corners with excellent road-holding characteristics.

Unfortunately that dynamic tune, and the low-profile tyres, means the ride is on the firmer side and a little jiggly around town, but it settles at speed. 

In terms of visibility, the 118i has huge B- and C-pillars, small rear side windows and a narrow rear windscreen, so you’ll be relying on the parking sensors and camera. The 11.4m turning circle feels large for a small car, too. 

The cabin is well insulated from some outside noise but coarse chip roads will make their presence felt.

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.

BMW continues to offer a three-year/unlimited kilometre warranty for its models, which is disappointingly a couple of years off most rivals these days.

The German giant also does things a little differently when it comes to servicing. Instead of service schedules, it has ‘condition-based servicing’, which is when the vehicle’s computer will inform you when the car needs a service. 

BMW’s Service Inclusive pre-paid plan runs for five years or 80,000km for the 1 Series, and costs $1700 up front when you buy the car. That averages out to about $340 per service, which isn’t bad for a premium marque.

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.