BMW M240I vs Mercedes-Benz EQB

What's the difference?

When BMW is on a roll, the world needs to watch out.

And, as our Thundernight metallic-hued M240i so literally demonstrates, its purple patch continues after a string of modern marvels like the latest 4 Series and iX, distilling the essence of compact sports coupe and luxury cruiser with dizzying confidence.

Joining the pantheon of back-catalogue greats like the 2002ti and 330Ci, we're missing it already now that the keys have been returned. Isn't that the true sign of the quintessential BMW experience?

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.

What is happening with BMW design? It's as if the Germans have run out of ideas.

Though we're eternally grateful it exists, the G42 is the least pretty of the three 1 and 2 Series coupe generations, as well as the most aggressively styled. All the usual macho tropes are present – cab-backward long-bonnet/short boot silhouette with an exaggerated dash-to-axle ratio, huge front air intakes, bulging bonnet and diffuser-heavy rear end.

There's also a beady eyed look to this M240i, with its squinty headlights and angry tail-light shapes further piling on the attitude. It's a far cry from the simple elegance of the E82 original, let alone the classic E30 of the Eighties. We wonder how much extra the M2 version will be when it surfaces later on.

That said, the G42's design is in keeping with something wearing an M-something-something prefix. In the optional purple of our press car, it certainly turns heads. That said, in the Bangle era, BMWs didn't have to rely on paint to do that.

Bangle, by the way, refers to BMW's late '90s/early '00s head designer Chris Bangle, an American with a bold aesthetic, scant regard for tradition and a taste for the controversial. His effect on vehicle styling, starting with the 2001 7 Series, is still felt today.

Dimensionally speaking, comparing the length/width/height/wheelbase measurements of the M240i (4548mm/1838mm/1404mm/2741mm) with a 2000 E46 330Ci (4488mm/1757mm/1369mm/2725mm) shows how today's coupe is palpably larger.

Over the previous (F22) 2 Series, the newcomer is 105mm longer, 64mm wider and 28mm lower; the wheelbase has been stretched by 51mm, while the front and rear tracks are 63mm and 35mm further out, respectively. Result? More space inside for today's lucky occupants.

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.

Interior dimensions may not be paramount to most coupe purchasers, but a stylish one with quality fittings and generous equipment levels certainly is, and here the M240i is bang-on brand.

For a compact two door, the M240i is pleasingly accessible. Long doors and a tallish roof help entry/egress, into a 2+2 cabin that obviously prioritises front-seat occupants. And it does that exceedingly well.

There's space to stretch – even if you're two metres tall – up front, as long as the rear seats aren't occupied, as a result of generous leg and shoulder room, while headroom should also be sufficient, even with the sunroof fitted. We're talking about a small coupe, remember, so that's impressive.

Vision out isn't as bad as you might imagine, either, due to the airiness that the elongated side windows provide. There are blind spots, though, with the B-pillar being the worst, but at least the extensive camera and sensor network surrounding the car provide reassuring back-up.

The handsome M Sport front seat option ($2000 extra) look like they mean business, providing all the comfort, support and adjustment most occupants will ever need. They're firm enough when you need them yet restfully supple all the time. Backed up by a multitude of electronics, both buckets will brace people of pretty much all sizes, while the driver has the luxury of two memory settings that also take in mirror positions.

Remember how the new 2 Series comes via Mexico? You'd never know it wasn't built in Germany, from the solid build quality and expensive materials to the extremely welcome absence of squeaks and rattles. No area exposed to the occupants looks or feels cheap.

Also meeting expectations is the dashboard itself, which is essentially a scaled-down replica of every recently released BMW – futuristic and fabulous iX aside – since the current (G20) 3 Series in 2018 broke the Bangle-era curse of disappointing new-millennial models.

If you're hoping for a return to classic analogue instrument dials, forget it. The M240i's instruments are modish electronic items, providing plenty of vehicle and driving data, and supported by an excellent head-up display. Like the switches and buttons, they're easy to fathom, with little familiarisation required.

As we've said repeatedly in other BMW reviews, the iDrive multimedia controller is amongst the best in the business, responding instantly to inputs. The other basics – ventilation, storage, driving position – are also first class. Nothing to complain about here. The company is on a good thing and it's sticking with it.

Accessing the rear seats is aided by electrified front seats that slowly whir forward, to provide a big-enough aperture for your medium-build 178cm tall tester to squeeze in.

Once sat, with legs splayed apart, there's just enough space for another person of similar height and proportions, as well as surprisingly decent levels of vision thanks to the narrow front bucket seats and extended rear glass area, to offset any feelings of claustrophobia.

BMW has also provided several welcome amenities, including face-pointed rear vents with full single-zone temperature control to serve two occupants back there, armrests (with the centre fold-down item also packing in a pair of cupholders), reading lights and coat hooks.

Sadly, however, the rear windows do not retract, and the thick door pillars are fixed, so you cannot enjoy a pillarless hardtop experience. That's what the M4 coupe (and convertible too) is for.

While rear-seat space is adequate, with enough room for shoulders, thighs and feet if the front-seat occupants don't mind raising the cushion a little, the backrest is too upright to be considered comfortable on longer journeys. At least the low cushion is scalloped enough to provide some support, though, again, not over extended periods.

That rear backrest folds, by the way, to a 40/20/40 split, providing access into the 390-litre boot while still able to accommodate a single passenger. The lid opens up and wide, offering up a long, flat and wide space for storage. Along with a 12V outlet and tie-down hooks, you'll find a tyre-repair kit, since no spare wheel is carried.

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.

As with all of our current favourite BMWs that aren't electric on full-fledged M cars, the M240i is fitted with a variation of the divine B58 engine – a 2998cc 3.0-litre double overhead cam direct-injection turbo I6. It delivers 285kW at a heady 6500rpm, and 500Nm of torque between a low 1900rpm and 5000rpm.

A kerb weight of 1690kg (200kg more than the 220i equivalent) means the M240i's power to weight ratio is about 169kW/tonne, which may explain why it can manage the 0-100km/h time in 4.3 seconds. V-max is 250km/h.

Power is channelled to all four wheels continuously via an eight-speed M Steptronic transmission, while the AWD system features a differential to help transmit torque to all four wheels more cleanly.

Controlling all those outputs, the M240i's suspension consists of a two-joint spring strut front and a five‑link rear axle arrangement, with M Sport suspension including variable sport steering, additional front axle struts, M Sport brakes, M Sport differential at the rear axle and adaptive M suspension with electronically controlled dampers.

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.

Over exactly 503km of city, suburban, freeway and performance testing, we managed a credible 9.6 litres per 100km – and that was with the air-con on  constantly and regular visits to the 7000rpm rev limiter. No horses were spared in our quest to properly assess this vehicle.

BMW's official combined-average claim for the Euro 6d-rated M240 is 8.0L/100km flat – and 6.6L and 10.3L in the Extra Urban and Urban runs – for a carbon dioxide emissions average of 185 grams/km.

The small fuel tank swallows just 52 litres of E10, 95 or 98 RON (as tested) premium unleaded petrol, meaning an average of 650km between refills is possible.

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.

In a word, invigorating.

Stuffing a big old engine in a little-ish car is always an exciting recipe for thrills, and the M240i Coupe does not disappoint.

Press the start button, and the sublime B58 3.0-litre turbo I6 growls into life, setting a rich tone for the level of performance as well as sophistication that's coming.

Even in Eco mode, off-the-line acceleration is stirring, with a hefty shove if you're in a hurry, or a brisk pace if you just long to just take it easy, defined by smooth upshifts from what remains one of the world's greatest-ever automatic transmissions.

That said, Normal is the default operating setting, and here the M240i can take on a Jekyll and Hyde split-personality, that goes well beyond simply possessing a strong throttle response accompanied by a soaring exhaust note. The engine sings sweetly even right up to 7000rpm, while the gearbox is uncanny in its ability to always be in the correct gear, yet will simultaneously hold each ratio in manual mode (via the shifter or paddles) if the driver needs to go hell-for-leather.

Speaking of which, in Sport mode, the 3.0-litre turbo goes into red alert, taking on a louder and more muscular mood, as it roars along with frenetic yet effortless speed. What seems like 90km/h can, in fact, be very much more, and with plenty of extra oomph in reserve.

It's so typical BMW that purists affronted by some of the brand's other niche offerings of late will cry with joy that the art of making a sports coupe has not been lost in Bavaria after all.

And that's before the first turn of that fat little steering wheel. Here the 2 Series Coupe's 3 Series-derived CLAR architecture's DNA is immediately obvious, providing subtle balance and an immersive connection to go with all that bolshy brawn.

The M240i will glide along precisely where pointed, sticking steadfast to the tarmac while cornering at speed without breaking a sweat. That mechanical rear diff helps provide both alacrity and reassuring control. Yes, it remains weighty and planted when punted relentlessly through tight corners, but it's also not as heavy-feeling as before.

Being AWD, there's grip galore to rely on for security, yet the M240i still seems deliberately rear-drive biased in its set-up, so the driver can hang the tail out if wanted with gradual ease in Normal, or with a little more of a sideways flick in Sport. The modes are configurable so the level of engine, steering and suspension responses can be tailored as desired, meaning that in the racy Sport Plus setting, with stability and traction controls on hold, the full oversteer experience is possible if you're game/brave/silly enough.

This car's brilliant performance is also down to incredibly dependable and nuanced braking, adding another layer of driver enjoyment, since it can pull up hard and fast if need be without drama or fuss.

So, it's no surprise to learn that an M-Sport-enhanced BMW can be a deliciously fast and limber along a mountain road.

But the real progress over the old F22 is just how suave and polished the G42 is if you're tired and stressed, isolating its occupants from the rigours of rubbish road surfaces. Kudos to the 'Adaptive M Suspension' and its adaptive dampers for this, for they're standard M240i fare. The resulting cushy ride completely broadens the dynamic bandwidth of this compact sports coupe, making it an everyday commuting proposition.

Ultimately, it's a bit of a struggle to find fault in the 2 Series' drivability and dynamic make-up. The usual Euro luxury car bugbear of too much coarse-chip tyre noise applies, but as this is a sports coupe, that's not such a big deal here. Even wind noise levels are subdued – all the better to drink in that glorious turbo engine wail.

BMW, you got the M240i delightfully right.

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.

Trailing all of its main luxury car rivals (except Porsche) by two years, BMW only offers a three-year/unlimited kilometre warranty, as well as three years of roadside assistance.

BMW says its vehicles' servicing is condition-based, depending on how they're driven and other factors, with a dash warning appearing to let the driver/owner know when it's time. We advise servicing your M4 annually or at every 10,000km

No capped-price servicing system is offered. However, as long as the first one is paid for before the first service on a new vehicle, the 'BMW Service Inclusive Basic packages' is available at extra cost, covering scheduled servicing for three years/40,000km or five years/80,000km. A 2 Series should cost from $1700 for the five-year/80.000km package.

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.