Mercedes-Benz EQ-Class vs Renault Megane E-Tech

What's the difference?

When I was telling my colleagues about the Mercedes-Benz EQC my summary was, basically, it’s the best electric luxury car I’ve driven. 

It’s plusher than a Jaguar i-Pace, more polished than a Tesla Model X - indeed, it feels like a different kind of electric car to both of those models. It’s an impressive foray into the segment, and we can’t wait for the chance to put it against some like-minded electric European luxury SUVs at some point in the future.

The design for the Renault Megane E-Tech is top-notch and the eco-conscious footprint is even better. It’s an easy and comfortable car to be in but the price is a smidge too high in my opinion when you consider there’s currently only one choice for us Aussies and it’s a mid-spec variant at that. It also misses out on some items its rivals have but is a solid EV to consider for urban dwellers.

The Mercedes-Benz EQC is entirely different to what we expect from the brand, but it’s really what we expected all along when it came to an electric SUV from the Daimler stable.

It is sleek, streamlined and smooth, with panels that almost look like they’re formed from liquid. And it has the eco-edgy graphics you’d expect, with a specific grille treatment (yes, a real grille), headlights that are unlike any other Benz (they even have an LED that runs the width of the grille), and a rear-end style that looks almost like it was penned with another Stuttgart-based brand in mind… Porsche. I’m talking about Porsche.

But one thing that I really love about the EQC is its moustache. It's more prominent when the car is finished in white paint, but there’s a moustache that former Daimler chief Dieter Zetsche himself could be envious of. And he had one helluva soup strainer.

It is clearly made to be slippery, despite essentially sharing its underpinnings with the more conventionally angular - yet still rounded-edged - GLC SUV.

While it is a nicely styled gizmo, I found there are some things that could be annoying.

For instance, I was trying to plug in at night in a dark area, and while there is a small light above the charge port, other EVs have a light that actually illuminates the area where you’re plugging in. 

And also, the plug port is on the driver’s side. If, like me, you had to charge up with the car on the street, it just adds a little bit more anxiety to the whole situation. I shudder to think what could happen if the charger was hit by a passing car - folding the mirrors in is one thing, but you can’t fold the power cable! The lead for the charger is long, thankfully. 

I know, most people (maybe even all people!) who buy and EQC are going to have undercover parking in a garage or carport, but it’s still worth remembering that the filler isn’t on the kerb side like a number of other EVs. 

It has almost identical dimensions to that car: 4774mm long on a 2873mm wheelbase, with a width of 1884mm and a height of 1622mm. For context, GLC is 4669mm long, same wheelbase, a bit wider (1890mm) and just a little more height (1639mm).

What about interior design? Well it’s also familiarly different, with a number of changes to the materials used but still the same tech and comfort you’d expect. Check out the interior images in the section below.

The E-Tech’s plump body panelling gives me some cute marshmallow vibes from certain angles but there are enough features to keep it looking slick, like the fun LED headlights, massive 20-inch alloys and optional two-tone paintwork.

I’m also a fan of the door handles on the E-Tech as they add some nice focal points, because the front has auto-flush handles that pop out on approach and the back door handles are positioned on the C-pillar.

If you're eco-conscious the E-Tech ticks the box because Renault has designed it to be 90 per cent recyclable.

The body is made of aluminium and can be reformed and shaped into new products at the end of its life. The interior materials are made from recycled fabrics and trims; even the lithium-ion battery is free from any rare earth minerals.

Head inside the cabin and the grey knit trims and upholstery on the seats, doors and dashboard creates a cabin space that feels warm and inviting. It's a similar feel to the Polestar 2 - simple but refined.

Although, with my kid around I have higher anxiety about dirtying them!

If you’re thinking the EQC looks like a seven-seat SUV, you’re wrong. It’s a five-seater, with a decent sized boot, too.

The luggage capacity is 500 litres, which is decent for a car of this size, but bear in mind there is no spare wheel under the boot floor. 

Rear seat space is reasonably spacious for someone my size (182cm) sitting behind their own driving position, with decent knee and toe space. Headroom is not terrific, though, and anyone taller will need to watch their head as they get in and out of the car as the top sill eats into space quite a bit. 

Any middle-seat passengers might find the room a little less likeable, as the transmission tunnel intrudes quite a bit. Those with big feet might find shoehorning themselves in and out a bit of a challenge as the sills are quite large, and our car even had optional ($1200) “aluminium-look running boards with rubber studs” - side steps, essentially. They get in the way, too.

But if you’re just sitting two abreast in the back the seat comfort is really good, the trim quality is excellent, and there is a flip down armrest with the storage bin and pop out cupholders. There are rear air vents (no climate control adjustment in the back, though, and no USB charging either), and there are two map pockets, plus bottle holders in the doors. Up front you will find a mix of familiar elements if you’ve sat in any recent Benz model, but a few unique finishes and trim elements that might be new to you.

There’s a beautiful horizontal fin theme that runs around the cabin, as well as the now-traditionally audacious looking Burmester sound system speaker covers. They don’t quite gel with the aesthetic, to my eye. 

The dash-top material - “fine surface texture”, as Benz calls it - is unlike anything else we’ve seen from the brand, it’s kind of like a soft silky slippery fabric trim. While there are lovely copper trim elements that just add something visually entertaining and appealing to the space.

There is a large covered centre console bin with 2x USB-C charge points and there is an additional USB-C upfront next to the wireless phone charger. The Mercedes touchpad system that aligns with the MBUX media screen is reasonably easy to get used to, but being a Benz there are plenty of options for usability - the centre screen is a touch-capacitive unit, or you can use the steering wheel-mounted controller on the left side of the wheel to control the middle screen. The right thumb controller manages the driver info screen.

It was mostly very easily managed, although the menus did get stuck at times for me - mainly in the section around the energy consumption. Plus I tried the whole “Hey, Mercedes” command thing, and it failed on numerous occasions. 

The E-Tech’s cabin is fairly roomy up front with plenty of head- and legroom. The front seats are super comfortable with powered lumbar support and I wouldn’t mind them not being powered if the price point was a bit lower. 

The rear seat is comfortable enough once you get seated but the top of the door apertures are low, and I have to duck my head to get in and out.

Your head also brushes against the roof lining in the back which isn't terribly comfortable, especially considering there is no fold-down armrest to lean on.

The front row benefits the most with individual storage and you get a lot of options to choose from but the centre console is one of the most practical I’ve seen for the class. Lots of pockets and nooks that feature adjustable 'walls'.

You get a single permanent cupholder but with the removable walls, accommodation for a second cup or bottle, can be catered for.

Underneath the multimedia screen you get a dedicated phone shelf, which I love using.

In the rear, you get two map pockets and shallow bin storage in each door.

The charging options are good with two USB-C ports in each row as well as a 12-volt outlet and a wireless charging pad up front but you miss out on V2L (Vehicle to Load) functionality in this model.

The 9.0-inch touchscreen multimedia system looks great headlining the dash and is easy to access and use. The system rebooted once on me while driving but other than that everything is responsive.

You get wireless Apple CarPlay and Android Auto and the CarPlay is easy to get started.

The steering wheel has numerous stalks, controls, regen paddle shifters and even the gearshifter on the column, too. It takes a beat to get used to it but I like how driver orientated it is.

The boot offers great storage at 440L but it’s a deep well, which might be annoying if you’re unloading heavier gear. There is underfloor storage for the cables, too, and like I said, you miss out on a powered tailgate.

For the moment, the Megane E-Tech is being offered in only one grade for the Australian market and that’s the Techno EV60, which is the mid-level version of Renault’s brand new EV.

The EV60 is priced from $64,990, before on-road costs, and that positions it right in the middle of its rivals. The nearest competitor is the Hyundai Kona Extended Range at $60,500 MSRP, newcomer Toyota bZ4X 2WD slides in at $66,000 MSRP and the Volvo C40 Plus sits at $78,990 MSRP.

The E-Tech comes with a decent array of features for a mid-spec variant and premium items include heated front seats, a heated steering wheel, a digital rear view mirror and wireless functionality for Apple CarPlay and Android Auto but you do miss out on items like a powered tailgate and electric front seats which most of its rivals sport.

Technology looks good with a 9.0-inch touchscreen multimedia system, 12.3-inch digital instrument cluster, dual-zone climate control, faster USB-C ports (four total) and a wireless charging pad.

Sound is covered by the Arkamys Auditorium sound system with six speakers and the mood can be set with the 48-way configurable ambient lighting system.

Despite missing out on a powered tailgate, the EV60 has some features that still offer convenience like keyless entry, heated and auto-folding side mirrors and auto-folding flush door handles that pop out on approach (front only).

The EQC has a power output of 300kW and it has 760Nm of torque, which is enough to see its claimed 0-100km/h acceleration pegged at just 5.1 seconds.

The EQC’s top speed is 180km/h (limited for the sake of the batteries), and it has an 80kWh lithium-ion battery pack.

It uses a pair of asynchronous motors - one front, one rear - and they can alternate to do what’s best in the situation - be it working in 2WD (RWD or FWD), or in AWD. 

If you’re thinking about an EQC as a towing option, the towing capacity is 750kg for an un-braked trailer and 1800kg for a braked trailer.

The Techno EV60 has a single electric motor. It produces a power output of 160kW and 300Nm of torque, and Renault says it will sprint from 0-100km/h in 7.4-seconds.

That's perfectly adequate for keeping up with traffic or getting  around town. You only notice a sluggishness with power when you have a full load of gear. Flipping it to 'Sport' mode make it feel peppier, if you ever need it.

With an 80kWh battery pack and a Type 2 CCS plug (up to AC 7.4kW / DC 110kW) the charge times vary pretty greatly depending on what output you’re powering up from.

Mercedes-Benz says a DC fast charging station should be able to replenish the battery bank in 1 hour 22 minutes (at a maximum of 110kW, though some Chargefox stations offer charge rates up to 350kW) while an AC charging station (like you’d find in car parks) or Mercedes-Benz’s own Wallbox system should take about 12 hours 13 minutes.

Charging from a regular household powerpoint is a last resort option. It is claimed to take 46 hours 40 minutes from empty to full (230-volt outlet, 10-amp/2.3kW). I plugged in to a powerpoint in my house and the car’s info display was stating it would take 9.5 hours to achieve the remaining 16 per cent of charge. It didn’t get to 100 per cent before I had to unplug, however.

My not-so-urban test drive loop commenced with 97 per cent of battery charge and an indicated range of 363km available. The idea was to get a feel for the “range vs reality” of the situation, so I did it in Comfort drive mode with the climate control active and no intent to either thrash the vehicle or baby it to save battery.

My drive ended with 36 per cent indicated charge remaining, after I’d covered 231.6km. That means, based on the car’s own algorithm, that it would have covered 315km before the battery was depleted, which is a long way short of the claimed 434km range.

The indicated energy consumption was 20.8kWh/100km, which is ‘thirsty’ for an EV. On our recent electric car comparison test, the most efficient of our EVs - the Hyundai Ioniq Electric - used just 13.0kWh/100km. Yes, I know the EQC is a lot heavier (2425kg kerb weight), but even the Tesla Model 3 was notably more efficient (18.5kWh/100km) than the EQC over very similar terrain and driving.

However, our testing saw us return an even better consumption rate than Mercedes-Benz’s claimed figure, which is 21.4kWh/100km.

The official energy consumption figure is 15.6kWh/100km and I averaged 13.9kWh after a fair mix between urban and open-road driving.

That’s outstanding consumption but the official driving range for this E-Tech’s 60kWh lithium-ion battery is up to 454km, which is similar to the Hyundai Kona Electric but I still had an eye on the range during longer trips.

The E-Tech has a Type 2 CCS charging port which means you can benefit from faster DC charging speeds, however, it can only accept a top speed of 7.4kW on AC power.

On a 7.4kW AC charger, you can go from 0-100 per cent in a little over nine hours but on a standard 2.3kW house plug, that jumps up to over 30-hours. 

On a 130kW DC charger expect to go from 15-80 per cent in as little as 30 minutes, which is pretty convenient if you have access to one.

Sadly, the E-Tech doesn’t have vehicle-to-load capability, so you can’t power or charge bigger items.

If you have a garage and a Wallbox connector, there’s no reason the Mercedes EQC couldn’t be a terrific option as a commuter, a second car, or even your primary vehicle. 

The thing with all electric cars is that it’s about settling into a rhythm. If you use the car to commute to work, maybe you can charge it there. Or you might have a solar array and charge at home.

No matter the situation, you’ll be getting a rather nice vehicle to live with, based on my week with the EQC.

It’s a plush car, that’s for sure. The silence it offers is truly relaxing, and there’s effortless torque to pull you away from a standstill. The way you can build pace to overtake, the rush of noise-free acceleration, is pretty astounding. Perhaps not as visceral as in a GLC 63 AMG, but it’s still an experience.

The steering is direct and doesn’t require much thought, though it does lack a little bit of feel. But it’s easy to predict and quick to respond, making for pleasant progress around town. It’s easy to park, as well, with a great surround view camera system, as well as front and rear parking sensors. And if you’re not confident, the car has semi-autonomous parking, too.

The brake pedal feel takes some acclimation, because it responds pretty well, but the action is hard to modulate at times. That is partly due to the brake regeneration system, which actively captures energy that would have otherwise been lost during braking. You can adjust the level of aggression of the regen brakes, too, by tapping either the up or down shift paddles. The most aggressive setting will almost pull you up to a halt from urban speed without any brake pressure required.

The suspension of the EQC feels more settled than the last GLC I drove, and that could be in part due to the extra weight and stiffness of the battery cell under the body. The centre of gravity feels low, and it feels stuck down to the road in most situations.

The ride is mostly fine, but with big 20-inch wheels and low profile tyres, it can jar on hard edges. I also noticed that it can feel a bit unsettled at higher speed, as the body moves around - from side to side - more than I would have expected. It deals well with undulation changes and big dips, and if the surface is good, so are the comfort levels in the cabin. 

I have mostly loved driving the E-Tech. It's easy to cruise around in and the power is adequate for open-road driving but it prefers an urban environment.

The power can feel a bit lacklustre when you are carrying lots of people or gear but you mostly feel that when you're on a steep incline and trying to keep up your speed.

The steering is crisp and that makes the E-Tech very responsive to drive. The power is delivered smoothly and it feels well-balanced when you put your foot down.

There is more roll in corners than I was expecting but the car still feels firmly planted. 

The ride comfort is great. The suspension is more firm than soft which means you feel the road but it's not a major bother. There is a bit of wind noise at higher speeds, as if the door isn’t properly sealed by a millimetre but it doesn't annoy me. 

The regenerative braking is controlled by paddles on the steering wheel and you have three levels plus a one-pedal function to choose from.

The single pedal set-up is pretty smooth, even in stop/start traffic, but it’s great to be able to quickly change modes on the go.

The smaller size of the E-Tech makes it an easy car to manoeuvre in a small car park. You get front, rear and side parking sensors which is great because the reversing camera isn’t as clear as it should be for this price level. 

The E-Tech has a maximum five-star ANCAP safety rating from testing in 2022 and has seven airbags, including a front centre airbag.

The EV60 comes with lots of passive safety features including dusk sensing auto LED headlights, LED DRLs, a rear fog light, child safety locks, tyre pressure monitoring, traffic sign recognition tech, an intelligent seatbelt warning, a reversing camera plus front, rear and side parking sensors.

Active safety equipment includes items like blind-spot monitoring, driver attention alert, rear collision warning, forward collision warning, rear cross-traffic alert, lane departure alert, lane keeping aid, and adaptive cruise control (with stop and go).

You also get a digital rear view mirror which is essential as the back window is narrow and the camera feed provides a clearer view than you’d have without it.

The rear row also features ISOFIX child seat mounts on the outboard seats and three top tethers but two seats will fit best. The front passenger seat also has ISOFIX child seat mounts and a top tether.

AEB with car, pedestrian, cyclist and junction turning assist function is operational from 8.0-80km/h (160km/h for cars) but it is common to see that starting figure sit closer to 5.0km/h.

It mightn’t have the same method of propulsion as a petrol or diesel Merc, but it has similar service requirements. You still need to take it to the workshop for maintenance every 12 months - or every 25,000km! - whichever comes first.

Owners can either pay as they go for servicing, or pay up front and bundle it into their finance. The upfront rate is $1350 for three years/75,000km. Pay as you go will peg you along at $450 (year one), $750 (year two), $450 (year three). 

When the EQC launched it came with a three-year/unlimited kilometre warranty plan, but that was recently updated to a five-year/unlimited km plan, bringing Benz inline with the likes of Korean luxury maker Genesis, not to mention the majority of mainstream car brands.

The E-Tech comes with a five-year/100,000km warranty, but it’s usual to see an unlimited km term for the class. The battery is covered by an eight-year or up to 160,000km warranty term.

Service intervals are reasonable at every 12 months or 30,000km and you also get five-years roadside assistance included.

Pricing over the first five years ranges from a low of $230.04 to a high of $519.62, averaging out at pretty competitive $317.72 per service. No capped-price deal is available.