Mercedes-Benz Eqa350 vs Renault Megane E-Tech

What's the difference?

On one hand, the EQA 350 4Matic has the styling, interior presentation, forceful performance and handling prowess to make you forgive its very expensive price tag, especially when so many rival EVs are also so talented.

But there’s too much that’s ordinary about this Mercedes to justify its huge ask, including a lack of that final polish in the way it drives and rides.

Despite being a recent release, the EQA is already feeling beyond its age. For the money, the 350 4Matic feels out of its depth.

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.

A high-riding hatchback (its handy 209mm ground clearance is only 4.0mm shy of the GLA equivalent), the smooth and handsome EQA is like an EQC that’s been left in a tumble dryer for too long, shrinking into its smaller proportions.

Along with the EQA's obvious electric powertrain inclusion, differences compared to the GLA include a blanked-out grille, a redesigned bumper, fresh wheel styles and a full-width LED tail-light treatment. 

All add some character to the rather amorphous donor car.

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!

Like the second-gen (H247) GLA, the EQA sits up high, offering lofty seating. That’s core to this range’s appeal, making getting in and out a less acrobatic feat compared to smaller and lower EVs.

The cabin is very similar to many of the second-generation MFA2 transverse-engine/front-drive-based Benzes like the current A-Class. That means solid looking and feeling doors and dash, upping the sense of quality. Very on-brand stuff.

This is a very modern and inviting interior, with those aforementioned screens set within a large rectangular binnacle. To the centre there are the trio of turbine-style air vents that still bring a spark of joy to the cabin (as well as seriously effective ventilation), along with the row of metallic toggle switches; both provide pleasing, high-quality sensory experiences.

It can lean towards overkill with a trashy night-club ambience if restraint is not exercised with the (configurable) coloured light show dotting the EQA's cabin. 

Not to everybody’s liking, but thankfully you can turn that stuff off, so no complaining necessary here.

You wouldn’t call the EQA particularly spacious with its curvy roof, snug sports seating, high waistline, narrow glass areas and thick pillars, but even 200cm-tall people should find enough legroom up front. There’s a sense of cosiness rather than crampedness.

The 350 4Matic’s sports seats do a great job holding and caressing you in, providing excellent bracing through tight corners. Three’s ample (powered) adjustment, including for lumbar and lower-back areas, as well as enough support for thighs. The cushions themselves are typically firm yet comfy. And the seats look great. 

The driving position is superb, ahead of a set of vibrant digital instrumentation choices that run the gamut of tastes, with the 'Classic' dial-like look and minimalist settings (reminiscent of Saab in its essentials-only display) included, so as to not scare away traditionalists. There is also a 'Progressive' screen that’s colourful and techy, though the info presented is a lot to take in.

What may not please conservative Benz buyers are the cheap-looking plastics dotted throughout the interior, along with the rattles that are regular companions, especially over less-than-smooth roads. 

This has been a bugbear of all MFA-platform vehicles for more than a decade now, and while better than in some previous models, the EQA at $100K should possess vault-like build quality, not squeaky trim.

And when will that small and flimsy gear selector stalk be binned?

Our test car’s ‘Hey, Mercedes’ voice control system was erratic at best, barely providing any assistance and regularly annoying/entertaining with misunderstood responses and laughably limited functionality. Was our example glitchy? Perhaps.

Storage is good. And, ergonomically, everything’s within reach of the driver, but there’s a lot to take in, with scattered switchgear.

It’s also worth noting that, if you’re new to the MBUX multimedia system, taking the time to learn its many functions and capabilities is advisable, as it’s more logical and simpler than the intimidating first impression suggests. 

A deft thumb is required for the steering-wheel spoke-actuated tabs for instrument data, but even technophobes ought to master it all eventually. 

The central part of the screen can be swiped to access the vast array of features, including the excellent audio system and detailed vehicle control settings.

Further back, passengers sit up high, giving a wide view of what’s happening up front, while the backrest is angled at just the right position. 

There’s not much fun to be had sitting on the raised middle bit, and shoulder space is seriously limited with three abreast, but otherwise, even adults should find sufficient legroom and headroom – even with the panoramic sunroof fitted.

Deep door pockets, face-level air outlets, reading lights and a folding armrest are to be found back there, though the latter includes a flimsy slide-out cupholder set that’s not worthy of the brand. 

Because there’s a battery pack in the rear half of the EQA, cargo capacity shrinks from the donor GLA's 435 litres to just 340L, while dropping the 40/20/40 backrests extends that into the cabin for a 1320L load space. Note there’s no spare wheel, just a tyre inflation kit.

People don’t buy these small crossover Mercedes models for space or practicality – that’s why the GLB/EQB exist – but the EQA isn’t too bad for the urban demographic which wants/needs a compact, high-riding EV with impressive ground clearance.

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 EQA 350 4Matic features an asynchronous motor and a single-speed reduction gear transmission under the bonnet, delivering 140kW of power and 385Nm of torque to the front wheels, and supported by a second, permanently excited synchronous motor located on the back axle.

'Dual E-motor' total outputs are 215kW between 7130-9506rpm up front and 5746-7661rpm for the rear motor, for a 520Nm torque total, from zero rpm. 

Drive is infinitely variable on both axles, for AWD capability. Tipping the scales at 2091kg (kerb), the 350 4Matic’s power-to-weight ratio is an impressive 103kW per tonne.

Result? Some six seconds is required to race from 0-100km/h, on the way to a 160km/h top speed.

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

Suspension is via MacPherson-style struts up front while a multi-link arrangement is out back. Steering is by electrically assisted rack-and-pinion.

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.

Using WLTP figures, the EQA 350 4Matic’s official consumption figure is 17.9kWh/100km. Maximum range is rated at 400km.

At pick-up, our EQA was displaying a 395km maximum range availability. After 273km of a mix of city, urban and freeway driving, our car showed 47km of range left, which means we could expect up to 320km in real-world driving scenarios. 

That did include some performance testing, which tends to suck out the kilowatts, by the way.

Our trip computer showed the vehicle had consumed 20.8kWh/100km on average.

Like the EQB, the EQA 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 a 100kW DC charger will take an EQA from 10-80 per cent charged in 30 minutes, while an 11kW AC public outlet needs seven hours, and at home using a regular 3.0kW 10-amp socket requires at least 34 hours.

Mercedes also offers a Wallbox with up to 22kW charging capability for your home or office from $1710, not including installation. That drops the charging time to under eight hours, which is ideal for overnight-home or all-day work charging scenarios.

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.

Probably the most impressive thing about the EQA 350 4Matic is how effortless, easy, and fun it is to drive, whether around town or out on the open road.

Slot the flimsy drive selector to D and this wastes no time moving off the line, streaking past 100km/h even more swiftly than the 6.0s official time suggests. 

The Mercedes powers along with strong acceleration available at all times. With such instant torque on tap, this is a treat weaving through traffic, zipping into rapidly closing gaps like a little go-cart.

At slower speeds, even in slippery conditions, the 350 4Matic feels glued to the road, possessing tons of grip wearing Pirelli P Zero 235/45R20 rubber, to help it carve through without breaking a sweat, pulled along by endless torrents of torque. Just a slight flex of your right foot has this car bounding ahead in no time.

Armed with nicely weighted and responsive steering and a planted yet agile chassis, all the makings are present for a premium electric hot hatch experience. 

However, there’s just a bit too much weight, which seems to manifest itself in somewhat top-heavy handling at higher speeds or through fairly tight corners. 

In such conditions, the Benz feels a bit nervous and a tad skittish, and not quite as composed as we’d hoped.

Disappointingly, while there’s regenerative braking using the steering paddles, it doesn’t quite bring the car to a full stop, but instead slows it down with enough force to wipe off most but not all of the speed. You can’t rely on full stop/go single-pedal braking, then.

Finally, there’s the suspension’s ability to cope with our patchy road surfaces. Over big bumps, ride comfort is fine, but smaller-frequency ones are all-too-often felt. 

There’s an underlying firmness to the chassis tune that’s in keeping with the EQA’s German heritage, but we expected more suppleness and isolation in a high-riding SUV equipped with adaptive dampers.

Plus, there’s more tyre/road noise than we’d like.

So, as a sprightly urban runabout, the EQA is ideal, with forceful acceleration and a slick powertrain. Backed up by the security of AWD, the 350 4Matic is great in inclement weather, too, with exceptional roadholding dynamics. But it isn’t quite as agile nor sophisticated and refined as we’d like a $100K Mercedes EV to be.

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.

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.

There is no capped-price servicing, however buyers can purchase up-front when new to save money. 

The EQA 'Service Plan' starts at $1600 for the first three years/75,000km (whichever occurs first), $2200 for four years and $2650 for five years.

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.