Lexus ES350 vs Mercedes-Benz EQB250

What's the difference?

The ES300h is outstanding in terms of ride comfort, refinement and value. If you’re looking for a true driver’s car then a Lexus RCF is probably a better tree to bark up, but if you’re looking to ferry passengers in a serene, prestigious and fuel-efficient way, then look no further.

The EQB is a likeable yet complicated machine.

On one hand, the high pricing is a real hurdle, even in the base 250, while the 350 4Matic costing the wrong side of $110K driveaway can’t even be had with seven seats. What is the point of it? 

On the other, though, the EQB is roomier than its appearance suggests, way lovelier inside than anticipated, and – especially after allowed to really be driven hard and fast – a whole lot more Mercedes-Benz in the way the 350 4Matic moves, steers, grips, rides and stops.

As a result, we’d skip the capable but bland 250 and try to haggle hard on the price of the altogether too-expensive yet compelling 350 4Matic instead. It’s the EQB to be in.

If you think all Lexus models look the same, then pop on over to the Audi, BMW or Benz websites and take a peek at their line-ups. Compared to the ranges from those prestige car makers, Lexus models look wildly different from each other.

Opinions on that ‘Spindle Grille’ are as polarising as views on politics or religion. Personally, I like how upfront and brave the grille design is, but what seems odd to me is that it’s almost as if this was the only place on the exterior where designers were allowed to be a bit adventurous. The rear, while cleanly styled is a bit plain. The bottom just doesn’t match the face.

The ES300h’s roofline in side profile is beautiful as it sweeps almost fastback-style to the boot lid. Again, not the most dramatic styling, but it’s still pleasing in the sense that the design flows well together. The same can be said for the fit and finish – the panel gaps are near-perfect.

This perfection continues into the cabin, where the materials and craftsmanship matches German prestige rivals in places (the door handles, leather and digital instrument cluster, for example), only to be let down in other areas which disclose its budget Toyota family connection (the air vents, steering wheel and display screen).

The ES300h’s interior design isn’t going to set everybody’s world on fire, but there will be those who adore its asymmetrical styling with different textured surfaces that fold, swoop and jut up against each other’s space. Have a look at the images, they’re of the Sports Luxury which sits above the Luxury in the two grade line-up.

The differences visually between the grades is minimal. The Luxury has 17-inch alloys, while the Sport Luxury has 18-inch.

New colours for this generation include Glacial Ecru (the sandy hue of our test car in the images) and Radiata Green. Both grades’ interiors come in a variety of colour schemes, including Black, Chateau, and Topaz. Exclusively for the Sport Luxury cabin is Rich Cream, too. The Sports Luxury steering wheel has wood trim.

One of the more peculiar design elements of the ES300h’s cabin design, and there are a few, are the controls for the drive modes and traction control. They sit like horns on the instrument cluster hood, as though these are things the driver will constantly be reaching for, when in reality most people will never touch the traction control button.

A new-generation car means new foundations, and the ES300h is built on the GA-K platform which underpins the Camry. The platform is part of the latest global architecture which Toyota and Lexus are now using to build its vehicles.

The dimensions of the ES300h, if you’re wondering if it will fit in your garage, are just under 5.0m long, 1.9m wide and 1.4m tall.

The EQB does not employ a dedicated EV architecture – sometimes referred to as a ‘skateboard’ platform – like the Tesla Model Y, or for that matter the brilliant Hyundai Ioniq 5, Kia EV6 and Genesis GV60 at around the Benz’s price points.

By this, we mean that it was originally designed as an internal combustion engine (ICE) vehicle. In this case, what lies beneath is the MFA2 platform, first seen in the redesigned A-Class hatch back in 2018, and applied to all transverse-engined Mercedes models since.

The upshot here is that there are some compromises as a result compared to the aforementioned EV-only alternatives, namely concerning packaging as well as weight distribution in some cases.   

Like we said earlier, the EQB’s design is eye-catching and quite handsome. It is clear that the success of the GLB that spawned it is partly attributed to the chunky, almost function-over-form tall-boy utilitarian styling. That ‘W’ shaped window-line kink is an interesting visual feature too.

The changes from GLB to EQB do give the EV definite points of difference, from the front-end’s black flat panel and fibre optic light that connects the (blue-highlight) headlights, to the curved strip LED tail-lights and bumper-sited numberplate mount.

We reckon the 20-inch AMG turbine wheels really do enhance the EQB aesthetically as well, but of course they’re an option on the 250. Though probably not in Gold Rose.

The Lexus ES300h is a five-seater sedan, but it’s really designed to sit two comfortably in the back, given there’s a large driveshaft hump in the floor and that the outboard seats are divided by a fold-down control panel/armrest.

Legroom in the second row is ample. I’m 191cm tall, and I had about 20mm of space between my knees and the seat back when it was in my driving position. Headroom gets tight with that sloping roofline, but there’s just enough space thanks to the low hip point of the rear seats.

Cabin storage is excellent. The fold-down armrest for the rear seats has a storage tray and two cup holders, while the large centre console bin has a lid which can open towards the driver and also to the front passenger (I spent way too long marvelling at how it worked). There are two cup holders up front and decent-sized door pockets, too. Those rear doors open wide for easy exit and entry.

Boot space in the ES300h is 454 litres (VDA), beating the 410-litre cargo capacity of the BMW 530e.

As far as power outlets, you’ll find two USB chargers in the centre console storage bin and a Qi wireless charging pad, which is awkwardly situated making it hard to place larger phones onto it.

As with the popular GLB that spawned it, there’s more to the EQB than meets the eye.

Photos mask the German electric vehicle’s considerable length and height as well as the substantial space offered inside, giving the Mercedes a handy advantage compared to premium alternatives like the Volvo XC40 Recharge, the Genesis GV60 and BMW’s recently announced (and quite handsome in the flesh) iX1 due early next year.

In fact, the EQB’s lengthy 2829mm wheelbase accommodates the batteries as well as impressive cabin packaging flexibility. Its 4684mm body is actually 26mm longer and 37mm higher than the larger, current-shape (X253) GLC, though width is identical to the EQA, making this a long, tall but quite narrow SUV proportionally speaking.

That expansive feeling is boosted by deep side windows offering reassuring all-round vision, boosted by an excellent driving position. All launch vehicles had the AMG sports seats (optional on the EQB 250, so we can’t speak for the base model), but as tested, they provided hours and hours of comfort and support. Loads of adjustability also help.

The EQB’s dash design is attractive and contemporary, though it can also seem daunting at first, requiring time to learn and understand where all the switchgear and controls are. The ‘Hey, Mercedes’ voice command mostly works well, too, and can provide additional tuition. The multimedia screen can be swiped like a tablet/iPad, or controlled via a fiddly touchpad on one of the steering wheel spokes.

Once mastered, the layout is logical and operation clear… with the exception of the drive selector on the right-hand side, which can be confused for an indicator and so knocked out of ‘gear’ and into Neutral on a regular basis. This has been a two-decade-long criticism of Mercedes models.

As with most MFA2 vehicles, the interior design and quality are a big step forward compared to earlier efforts. Multi-configurable digital instrumentation (including an elegant uncluttered mode), gorgeous turbine-look vents, a row of classy toggle switches for the main buttons and a great steering wheel are highlights to behold. Storage seems endless, reinforcing the practical nature of this cabin.

Speaking of which, stepping into the rear (second row) seats further underlines the EQB’s spaciousness. Entry/egress is easy due to wide-opening doors, taller folk should find ample room for knees, legs and (especially) heads, and the (slightly reclinable) backrest does its job. Comfy if firm cushions also slide forward (by up to 140mm) when required.

That’s to aid third-row access (where applicable). To that end, the second-row seats also tilt to allow people to squeeze past. Note, though that this is really a kids-only area, rated for occupants no taller than 1.65 metres. Surprisingly cosy, both chairs are OK for short trips, but longer ones would be a stretch too far except for the smallest passengers. 

Keep in mind that all outboard middle and rear seats where fitted have ISOFIX latches for child seats.

Luggage space is another EQB bonus, offering 130 litres with all seven seats up, or 495L with the third-row folded. Drop the middle row and there’s 1710L (or 1620L in seven-seater versions). These figures are between 20L to 60L down compared to the GLB.

Note, too, there is no spare wheel fitted. Just a tyre-repair kit.

Tricky one, this.

Kicking off from $87,800 (all prices are before on-road costs), the EQB 250 front-wheel drive is nearly $24,000 more expensive than the 1.3-litre turbo petrol-powered GLB 200 FWD equivalent.

From a numerical power-output point of view, however, the GLB 250 4Matic (which adds a 2.0-litre turbo petrol engine and all-wheel drive) only costs $10,265 less, which evens things out a bit more.

But wait. To match the GLB 250 4Matic spec, you’ll need to tick the $2900 third-row seats option box in the EQB 250, while AWD is unavailable, even as an option.

An electrified future comes neither cheap nor without compromise, no matter how much you frame it.

At least that $87,800 (which sits neatly between the EQA and EQC EV SUVs) does bring some interesting technology, starting with a 140kW electric motor mounted up front, as well as a sizeable 66.5kWh battery with a rated range of up to 371km (WLTP).

For more power and AWD, you’ll need the EQB 350 4Matic priced from $106,700, adding a second, rear-mounted electric motor for all-wheel-drive traction, upping the power output ante to 215kW, though range drops slightly to 360km.

But the latter is not available in seven-seat form as in some overseas markets, due to weight-related packaging safeguards. Sorry. It’s 250 or nothing if you need a third row.

On the safety front, you’ll find Mercedes’ Driver Assistance Package that includes autonomous emergency braking, blind-spot monitoring, lane-keep assist and adaptive cruise control, as well as evasive steering and a ‘Parking Package’ featuring front and rear parking sensors and a surround-view camera.

Both models also boast LED headlights with high-beam assist, keyless entry/go, a Nappa-sheathed leather wheel, two 10.25-inch digital screens (for instrumentation and multimedia touchscreen), artificial leather upholstery, electric and heated front seats, dual-zone climate control, ambient lighting, ‘Hey, Mercedes’ voice control, a 10-speaker audio system, digital radio, wired Apple CarPlay/Android Auto, a wireless smartphone charger, a sensor-activated powered tailgate and alloy wheels (19-inch on 250 and 20-inch on 350 4Matic).

Keep in mind too that adaptive dampers are standard across the range.

Along with that second motor and AWD, the EQB 350 4Matic also adds a panoramic sunroof, sports seats, microfibre trim inserts, a flat-bottom steering wheel, illuminated door sills, a top-stitched dash and an AMG body kit.

For its first year on sale, the Edition 1 ($9100 extra on 250 and $3900 more on 350 4Matic) ushers in the AMG body kit on 250, Gold Rose 20-inch alloys, a Night Package with darkened highlights, illuminated sills, unique colour leather trim and vents, a different key, AMG mats and backlit interior elements.

Buyers of the EQB 250 can also choose other packs including an AMG Line Sports Package for $4300 and a $3000 Vision Package brandishing a Burmester audio upgrade and sunroof, while both models can be had with a $2500 MBUX Innovation pack offering a head-up display, MBUX Interior Assist that ‘senses’ hand gestures for the touchscreen and other functions, as well as MBUX Augmented reality for the standard navigation system.

At these prices, we'd argue they ought to be standard on every EQB...

There’s also a Mercedes-endorsed Wallbox option from $1710 if your home/work residence qualifies, bringing a Type 2 AC Charger, 22kW, single-phase and three-phase charging. A free Chargefox subscription is also expected to be announced shortly.

Direct, all-electric EQB rivals are very thin on the ground. Those optional third-row seats on the 250 are unique in the sub-$100K EV SUV field, with only the larger and more-expensive Tesla Model X offering the same. For now.

The EQB 350 4Matic, meanwhile, might offer a surprising amount of space and practicality, but at its six-figure starting price, it seems expensive for what you get.

As mentioned at the start of this review, in Australia the Lexus ES is only available with one powertrain variant – a petrol-electric hybrid.

This combines a 2.5-litre four-cylinder petrol engine making 131kW and 221Nm, with an electric motor that has an output of 88kW and 202Nm. The 244.8V nickel-metal hydride battery has been moved from under the boot floor in the previous generation car to under the rear seats, so it no longer eats into the cargo space.

The ES300h isn’t a plug-in hybrid, so battery recharging is done through regenerative braking.

A continuously variable transmission means seamless and smooth low-speed driving using just the motor, but under heavy acceleration the engine activates and you’ll hear that drone associated with CVTs.

As with the related EQA, the EQB uses an asynchronous motor and a single-speed reduction gear transmission under the bonnet to drive the front axle. In the 250, it makes 140kW of power and 385Nm of torque.

Moving on to the 350 4Matic, it delivers 215kW and 520Nm, since a second permanently excited synchronous motor is fitted on the rear axle. This slashes the 0-100km/h acceleration time from 8.9 seconds to 6.2s, though both offer a 160km/h top speed.

This is despite a heavier kerb weight (2153kg, up from 2059kg). Power to weight ratio for the 250 is 68kW per tonne, compared to the 350 4Matic’s 99.9kW/tonne. That second motor sure makes a difference!

Both models use a 66.5kWh lithium-ion battery pack fitted between the axles, with a maximum 11kW AC and 100kW DC charging capability.

As with most electrified MFA2 models, front suspension is via MacPherson-style struts while the rear brings a multi-link arrangement. Steering is by electrically assisted rack-and-pinion.

This is the point of a hybrid, right? To save fuel? The electric motor can power the car at low speeds around car parks or in bumper-to-bumper traffic, and I found that after 104km of both urban and open road usage my fuel economy in the Sport Luxury was 5.4L/100km.

Lexus’ official combined fuel economy figure for both the Luxury and Sports Luxury is 4.6L/100km.

Using WLTP figures, the EQB 250 has a combined consumption rating of 20.4kWh per 100km, down from the EQB 350 4Matic’s 21kWh/100km.

Maximum range is rated at 371km and 360km respectively. Note that due to challenging flood-water and torrential rain weather conditions, on-road real-world figures were not available during the launch drive.

The EQB offers varying levels of energy recuperation to help recharge the battery pack. In ‘D Auto’ it figures out the level of resistance automatically, but drivers can also choose to do this manually via ‘D+’ that provides coasting, ‘D’ that brings mild regeneration off-throttle, and ‘D—’ that activates maximising regen for close to single-pedal driving. These are paddle activated.

Cables for home charging with three-prong outlets are included – an eight metre long one plus a five metre public charging cable.

Mercedes says that using a 100kW DC charger will take an EQB from 10-80 per cent charged in 30 minutes, while an 11kW AC public outlet needs 4.1 hours and at home using a regular 3kW 10-amp socket requires at least 25 hours.

Two words: quiet and comfortable. Well that’s three words, but that sums up the ES300h on the road. Yes, rivals may have intelligent adaptive air suspension and leather made from free range cows, and they are supremely tranquil and sumptuous places, but challenging them is this ES300h.

Even with its regular shock absorbers and steel-spring suspension, the ride was outstanding for its comfort and composure on the worst roads Sydney could throw at it over the week we tested the car.

Front and rear seats were supportive and comfortable over long distances, too. From a driver’s perspective the experience was serene – this was an easy and relaxing car to pilot.

I’m not a huge fan of petrol-electric hybrid powertrains, but it suits the seamless personality of the ES perfectly, adding to the smoothness of the ride as it slipped silently through traffic.

Just don’t expect the ES300h to be rewarding from a dynamic driving perspective. The steering was heavy and a little numb, and while the handling was good, I felt disconnected from the road. And whenever I needed to move quickly the combustion engine would splutter to life and the CVT would begin to drone.

The most remarkable thing about driving the EQB is how similar the 250 and 350 4Matic seem initially, until when push comes to shove.

Around town, both rise up to meet brand expectations. Easy and smooth off the line, acceleration is sufficiently brisk in the 250 and noticeably stronger driving the 350, as you’d expect in a two-motor EV. Progress is spirited, smooth and refined.

We're also grateful that the engineers seem to have cheekily dialled in connected and agile steering, imbuing the EQB with a likeable athletic attitude that’s just right for weaving in and out of tight traffic spots. Which is quite a feat really, given this car’s substantial size and mass.

Perhaps more surprising is how settled the ride is, no doubt aided by the sheer weight of these two-tonne-plus SUVs, as well as the standard-fitment adaptive dampers. Most bumps are quietly and effectively absorbed.

Out on the open road, the 250 remains sufficiently powerful, offering decent throttle response and quite a relaxed cruising gate. However, if you’re expecting Tesla-matching neck-snapping mid-range thrust, look elsewhere. Same applies to the other model. Though undeniably stronger throughout, not even the twin-motor 350 4Matic can be classed as especially quick.

However, while both EQBs display beautifully balanced steering that go exactly where you need them to be, only the 350 4Matic has the muscle to really explore the lofty dynamic capabilities available at higher speeds.

Across water-logged and desolate rural Victoria, the EQB behaved with exceptional athleticism given its role in life, providing outstanding steering precision, matched by brilliantly reassuring control. We’re talking planted confidence, as the 350 4Matic has the ability to really come together and move with the ebb and flow of a fast country road with outstanding aplomb. Despite teeming rain at times, the Mercedes behaved like you’d hope a swift, safe and sound grand tourer would. Who'd have figured?

Back on the highway, there was plenty of road noise intrusion coming up through the tyres, but otherwise, it seems obvious to us that though you pay more, you do get more with the twin-motor AWD version.

Tested way back in 2019, an EQB 250 in Europe scored a five-star crash-test rating with EuroNCAP, and that result is accepted by ANCAP.

Safety features include Mercedes’ Driver Assistance Package that includes autonomous emergency braking, blind-spot monitoring with an exit warning that alerts the driver of approaching cyclists or vehicles if the door begins to open into their path, lane-keep assist and adaptive cruise control, as well as evasive steering and a ‘Parking Package’ featuring front and rear parking sensors and a surround-view camera.

The AEB with forward collision warning works between 7km/h and 200km/h, and offers pedestrian and cyclist protection day or night. The Active Lane Assist tech operates between 60km/h and 200km/h.

The EQB has nine airbags, made up of front, pelvis side and window bags for driver and front passenger, side airbags for rear occupants and a knee airbag for the driver, while the side curtains cover third-row occupants where relevant.

Along with a trio of child-seat tether anchorages, the EQB’s rear seat base is fitted with two ISOFIX attachments, and another two if the optional third-row chairs are present. That’s pretty rare, even in people movers.

Finally, the EQB makes a sound for pedestrians and other warns other road users that’s audible at speeds below 20km/h, plus a reversing tone.

The ES300h is covered by Lexus’ four-year/100,000km warranty. Servicing is recommended every 15,000km or 12 months. There is no capped-price servicing scheme.

Mercedes-Benz offers a five-year/unlimited kilometre warranty. The battery pack warranty is also industry-standard, valid for the usual eight years/160,000km.

Service intervals are every year or 25,000km. The EQB Service Plan starts at $1625 for the first three years, $2225 for four years and $2650 for five years.