Mercedes-Benz EQA vs Nissan Sukura

What's the difference?

The EQA is clearly a big step forward for Mercedes-Benz and the premium segment in general, with the EQA 250 offering compelling real-world range in an attractive package, although it is relatively expensive.

And for those buyers that like a little extra oomph, it will be worth waiting for the EQA 350, which will deliver much more spritely straight-line performance. Either way, the EQA should be taken seriously.

The Sakura won't be for everyone, but why does every car have to have mass appeal? Can't we have some unique offerings in the mix, too? With a slightly bigger battery, Nissan could definitely find and audience for the Sakura in Australia, and I might even be near the front of that queue.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Externally, it’s pretty easy to pick the EQA out from the GLA and the wider small-SUV crowd thanks to its unique front and rear fascias.

Up front, the EQA’s LED headlights are linked by a more expansive, albeit closed, grille as well as an LED light bar, to give off that seriously futuristic look.

But around the side, the EQA could be mistaken for another GLA variant, with only its unique alloy wheels, ‘EQA’ badge and some chrome trim helping to separate it from the pack.

That said, at the rear, there’s no confusing the EQA for anything else, as its bespoke LED tail-lights stretch from side to side to cut quite the striking impression, while the ‘Mercedes-Benz’ badge and number plate are repositioned.

Inside, though, you’d be hard-pressed to tell the difference between the EQA and GLA. Indeed, differentiation is only really achieved if you option the AMG Line package, which comes with unique backlit trim for the dashboard.

That said, the EQA is still a very nice place to be, with the premium feeling heightened by the soft-touch materials used on the dashboard and door shoulders, while the armrests are also comfortable.

Speaking of which, while Artico synthetic leather upholstery covers the armrests and seats to push the EQA’s sustainability story, Nappa leather (read: real cow hide) ironically trims the steering wheel. Make of that what you will.

The EQA makes a strong statement, though, with its conjoined 10.25-inch displays, with the central touchscreen and digital instrument cluster powered by Mercedes-Benz’s now-familiar MBUX multimedia system. Yep, it’s still arguably best in class.

I’ve got to say, I reckon this thing looks pretty cool – but then, I have a bit of soft spot for small, quirky cars.

It’s definitely not going to be for everyone, and it looks like it could fit in your back pocket, but there’s something Smart-like about it’s diminutive dimensions, and even though it’s small, there’s some lovely detailing.

The Nissan badge glows, for example, the alloys wheels are beautifully intricate, and the two-tone colour palette and the bronze strip that runs the length of the body works beautifully, too, and matches the bronze highlights in the cabin.

Inside, it’s everything you need, and nothing you don’t. The interior is available in just three options — black, beige or grey — the seats are cloth and the whole vibe is kind of clean, unfussy and pared back.

Measuring 4463mm long (with a 2729mm wheelbase), 1834mm wide and 1619mm tall, the EQA 250 is on the larger side for a small SUV, although its packaging is compromised by its battery.

For example, the EQA 250’s boot has a below-average cargo capacity of 340L, which is 105L less than that of the GLA. That said, it can be increased to a more respectable 1320L when the 40/20/40 split-fold rear bench is stowed.

Either way, there’s no load lip to contend with when loading bulkier items, with the boot floor staying flat, no matter the storage configuration. Better yet, two bag hooks, a strap and four tie-down points are on hand for securing loose cargo.

And yes, while the EQA 250 is an all-electric vehicle, it doesn’t have a froot or frunk. Instead, its drivetrain components completely occupy the space under the bonnet, alongside some other key mechanical bits and pieces.

In the second row, the EQA 250’s compromises once again come to the fore, with the raised positioning of the floor leading to occupants more or less squatting when seated on the bench.

While under-thigh support is sorely lacking, nearly 6.0cm of legroom is available behind my 184cm driving position, while a couple of centimetres of headroom is on offer with the optional panoramic sunroof fitted.

The small central tunnel also means passengers won’t really be fighting over precious footwell space. Yep, the rear bench is wide enough that three adults will be able to sit abreast on a shorter journey.

And when it comes to young kids, three top-tether and two ISOFIX anchorage points are on hand for fitting child seats, so the EQA 250 can very much cater for the whole family (depending on its size).

Amenities-wise, the second row has a fold-down armrest with two pop-out cupholders, while its door bins can take another bottle each. Then there’s storage nets on the front seat backrests, and air vents, a USB-C port and a small cubby at the rear of the centre console.

In the first row, things are even better, with the centre console featuring a pair of cupholders, ahead of which are a wireless smartphone charger, a USB-C port and a 12V power outlet. And then the large central bin contains an extra two USB-C ports.

Other storage options include the decently sized glove box, while a staggered three bottles can fit in each of the front door bins. Yep, you’re unlikely to die of thirst in the EQA 250.

The Sakura stretches just 3395mm in length, 1475mm in width and 1655mm in height, and it weighs just over 1000kg.

Small, yes. But also clever. The space in the back of this four-seater, for example, is ridiculously generous, with miles of knee and headroom, and because it's on rails, you can slide the rear bench forward to just about double the 107 litres of standard boot room.

Cubby and storage spaces abound, including a hook for your takeaway food, and you can plug your devices in, too.

Honesty, you'll be surprised at how spacious this thing feels in both rows, and by how comfortable the couch-like seats are, too.

Ok, so as we’ve covered the fact that this is a cheap-as-chips city EV that starts, in Japan at least, at around $27k.

And business is booming. The Sakura is the best-selling EV in that country, accounting – at times – for half of all EV sales in Japan.

But the thing is, it really doesn’t feel like a cheap EV. The material choices are super clever, giving off premium vibes while avoiding expensive leather, and the tech in the cabin is pretty much on point, too.

There’s a 9.0-inch central screen, with wireless Apple CarPlay, and a second 7.0-inch screen in front of the driver, and there’s a digital climate-control panel.

The headlights are LEDs, while the rear lights in the upper-spec cars are LEDs, too. And the wide, bench-like front seats feel like the couches at you nan’s place, and the copper trimming is a nice touch.

It's clever, without being flashy, and without ever feeling like corners have been cut.

The EQA 250 comes with a front-mounted electric motor, which produces 140kW of power and 375Nm of torque. With a kerb weight of 2040kg to deal with, it sprints from a standstill to 100km/h in a respectable 8.9 seconds.

But if you’re after higher performance, the EQA 350 will add a rear-mounted electric motor for combined outputs of 215kW and 520Nm. It will be able to shift its 2105kg frame to triple digits in a hot-hatch-like six seconds flat.

The Sakura is a single-motor, 2WD proposition, with the city car producing a not-so-staggering 47kW and 195Nm, and a flying top speed of 130km/h.

The EQA 250 is fitted with a 66.5kWh battery, which delivers a solid 426km of WLTP-certified range. Its energy consumption is 17.7kWh/100km.

On the other hand, the EQA 350 will use the same battery but will last 6km longer in between charges while requiring 0.2kWh/100km less juice along the way.

In my real-world testing with the EQA 250, I averaged 19.8kWh/100km over 176km of driving, which primarily took place on country roads, although time was spent in the urban jungle.

As such, I would’ve been able to get 336km of range out of a single charge, which is a solid return for a city-focused vehicle. And keep in mind, you’d be able to get an even better result without my heavy right foot.

When it does come to charging, though, there’s no difference between the EQA 250 and EQA 350, with their shared battery able to increase its capacity from 10 to 80 per cent in a commendable half an hour when using a 100kW DC fast charger with a CCS port.

Alternatively, the onboard 11kW AC charger with a Type 2 port will do the job in 4.1 hours, which means charging at home or the office will be a breeze no matter the time of day.

Conveniently, the EQA comes with a three-year subscription to Chargefox’s public EV charging network, which is the largest in Australia.

The 20kWh lithium-ion battery will deliver up to 180km in WLTP driving range. That isn’t massive by any stretch, but Nissan says its owners in Japan drive less than 30km a week, which means what’s on offer is plenty. 

And if you’re thinking of a city EV as your second car, I guess you need to ask yourself - how much range do you need?

When it comes time to charge, a standard plug should take around eight hours to top the Sakura up.

The EQA 250 is genuinely relaxing to drive. Of course, a lot of the credit for this must go to the powertrain, which excels within the city limits.

The front-mounted electric motor’s 375Nm of torque is nothing to be sneezed at, with its instantaneous delivery helping the EQA 250 get up to 60km/h quicker than most internal-combustion engine (ICE) vehicles, some sports cars included.

That said, the EQA 250’s smooth acceleration does become more leisurely as you approach and exceed highway speeds. It performs well enough, but if you want something that has more bandwidth, consider waiting for the more potent EQA 350.

Either way, the EQA 250 does an excellent job of regenerative braking, with Mercedes-Benz offering owners the power of choice. Simply put, if you want to drive it like ‘a normal car’, you can, and if you want to fully embrace zero-emissions driving, you can, too.

There are five modes to choose from, with D Auto using road data to work out the best approach, while the other four (D+, D, D- and D--) can be selected by the steering wheel’s paddle-shifters.

D offers the natural approach, with a slight amount of regenerative braking occurring when lifting off the accelerator, while D-- (my favourite) turns up the aggressiveness to (almost) enable one-pedal driving.

Yep, the EQA 250 can unfortunately only slow things down to a crawling pace and not a complete stop due to its annoying lack of auto-hold functionality for the electric park brake.

When you do need to use the friction brakes, like other all-electric vehicles, the transition to them isn’t the smoothest. In fact, they’re quite grabby initially.

Most drivers can probably fine-tune their inputs over time to counteract this, but it’s still a thing, nonetheless.

Handling-wise, the EQA 250 doesn’t exhibit that much body roll, considering it’s an SUV, although the underfloor positioning of its battery helps to lower its centre of gravity.

Speaking of which, the EQA 250’s two-tonne-plus kerb weight is undeniable when pushing hard through the bends, often causing understeer and therefore working against the driver.

Another factor to consider is grip, the EQA 250’s front tyres can be overwhelmed when encountering a heavy right foot off the line or out of a bend. The upcoming AWD EQA 350 is unlikely to suffer from the same problem.

What feels much sportier, though, is the EQA 250’s electric power steering, which is surprisingly direct when attacking the twist stuffy. It’s also appreciably light in hand, unless the Sport drive mode is called upon, in which case a decent amount of heft is added.

Despite stiffer springs dealing with battery’s extra weight, the EQA 250’s ride is also pretty comfortable, although our test vehicle had the AMG Line package fitted, with its 20-inch alloy wheels managing to catch road imperfections a little too easily.

Of course, the suspension set-up (independent MacPherson-strut front and multi-link rear axles) does come with adaptive dampers, but they’re best left in their Comfort setting, as the Sport mode reduces the ride quality while not meaningfully improving handling.

And as far as noise levels are concerned, without an engine labouring away, wind and tyre noise have become quite prominent in the EQA 250, although turning up the sound system does help to drown them out. Either way, more sound deadening would have been nice.

There's a calculation that you need to apply to those less-than-stellar power outputs, and that is that the Sakura only weighs around 1000kg, which means that the little EV actually doesn't feel underpowered.

I mean, I wouldn't want to be overtaking on a country road – especially given the Sakura tops out at 130km/h – but in the city, the instant torque makes the cheap and cheerful Nissan feel perky enough.

The steering is typically Japanese-market specific, in that it's relatively vague and stodgy, but the ride – at least on Tokyo's very good street surfaces – is comfortable, and you do feel connected to the road below you.

The biggest perk, though, is that, not unlike the Suzuki Jimny, the Sakura is one of those vehicle's that feel a little bit silly, and lots of fun.

Now, this test was very much a sample, rather than a deep dive, with the entire experience lasting a handful of city blocks, but on first impressions, I think the Sakura is a smile-inducing EV that's plenty clever, and surprisingly practical.

The Sakura gets Nissan’s ProPilot semi-autonomous system, as well as an auto-park function which will take over the steering and braking when parking.

There’s also 360-degree Safety Assist, which bundles in AEB with pedestrian detection, Lane Departure Warning and other active safety gear.

There’s front side and curtain airbags, too, while upper grades also get a driver’s knee airbag.

As with all Mercedes-Benz models, the EQA 250 comes with a five-year/unlimited-kilometre warranty and five years of roadside assistance, which currently sets the standard for the premium segment.

That said, the battery is covered by a separate eight-year/160,000km warranty for that extra peace of mind.

Better yet, the EQA 250’s service intervals are relatively long, at every year or 25,000km – whichever comes first.

A five-year/125,000km capped-price servicing plan is available, costing $2200 in total, or an average of $440 per visit, which is fairly reasonable, all things considered.

If the Sakura makes it to Australia, it will be covered by Nissan’s EV warranty, which includes a five-year, unlimited-kilometre warranty. And a battery State of Health guarantee, which spans eight years or 160,000kms.