Mercedes-Benz EQB vs Ford Mustang Mach-E

What's the difference?

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.

EV buyers who don’t or won’t see the point of the Mustang Mach-E are missing out.

This is a sporty and fun-to-drive electric SUV in the same way that the Ranger is the sporty and fun-to-drive ute. In other words, a lot of what makes Fords brilliant is alive and well here, without compromising functionality. The opposite of so many Chinese electric SUVs that shine brightest on the showroom floor, then.

Yes, a base Select that is around $10K cheaper to start with might help punters see the light even more clearly (and that's our choice), and it is starting to look dated inside and out, but overall, the Mach-E is an enjoyable, fulfilling and practical family proposition.

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.

So, what's changed with the facelift? Not much, meaning that the Mach-E – unveiled all the way back in late 2019 is beginning to look dated. Maybe that’s another classic Mustang trait.

The base Select gains the upper-series’ trick LED headlights. The Premium adopts some plastic body cladding. The grille treatments vary between the grades, with the GT boasting a unique look. Genuinely fresh new colours abound. And the alloys have been restyled.

Otherwise, it's still the same, Porsche Macan-esque small to medium-sized SUV crossover on the outside, down to the Hyundai Tucson-like vertical tail-light motif that barely seems like the regular Mustang muscle car’s, despite Ford’s intentions.

Inside, changes are largely limited to a repositioning of the gear selector from a rotary dial to a column shifter, Mercedes-style. That big portrait touchscreen could be straight out of a Ranger ute.

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.

As we’ve said before, the Mach-E is closer to something like, say, a BMW X4 than the boxier X3 from a proportions perspective, making it a classic coupe SUV.

Once you get over using the endlessly-annoying push-button door release, in lieu of a handle (why redesign the wheel?), that’s particularly noticeable entering/egressing the rear seat for larger people, though the front is fine.

While the interior is also clearly from an earlier era (and embarrassingly reminiscent of a Tesla), at least Ford finished engineering it for easy, seamless use.

The front seats are really comfy, ahead of a super-clear instrument pod, helping make for a great driving position, while the 15.5-inch display in the centre with Ford’s friendly SYNC4A operating system is simple to navigate once time is taken to familiarise. Current Ranger and Everest owners will feel right at home. The audio sound is superb too.

There’s a thoughtful amount of storage options, including for devices that require access to the handy USB outlets, ventilation is ample and the fit and finish in these Mexican-made Mustangs appears to be first class.

A big thumbs up, too, for the new column shifter and integrated central volume knob in the touchscreen that also allows adjustment of the climate control.

On the other hand, eyes must leave the road to dig into sub menus to change driving modes, side and rear vision is tight (those standard surround-view cameras sure come in handy), there are no paddle shifters to control regenerative braking, the glass roof neither opens nor completely blocks out sunlight due to there being no shade screen, and the overall ambience is more Ranger XLT than Ford LTD.

The back seat is surprisingly spacious given the coupe SUV dimensions, though the roofline may ruffle a few loose wigs. The backrests and cushions provides decent support, and most expected amenities are present, including air vents, USB outlets, overhead lighting/grab handles, coat hooks, cup/small bottle holders and centre armrest. And that glass ceiling does shower the cabin with light on a cloudy day.

Further back, the Mach-E offers 402 litres of cargo capacity that balloons out to 1420L with the split-fold back seats dropped, and there’s some hidden storage under the floor for smaller items. As mentioned earlier, the spare wheel is AWOL.

Existing owners will also notice a noticeably smaller ‘frunk’ area under the bonnet, where storage has plummeted from 134L to just 49L. That’s due to the newly-fitted heat pump that, at least helps boost efficiency in what is a spacious and practical family SUV.

Here's a worrying fact. The Mustang Mach-E is the cheapest new Ford passenger car you can buy in Australia that isn't based on a diesel-powered ute. And it still ain’t cheap!

When launched in Australia back in mid-2023, prices started north of $80,000 – all prices are before on-road costs – and then were swiftly slashed twice since then, as buyers basically stayed away.

Today, the well-equipped Select Single Motor RWD kicks off from $65,990. A grand more than before, but it does gain a heat pump to boost efficiency (though WLTP range remains steady at 470km), while also scoring more muscle, faster charging and – at last – softer suspension.

This is no stripped-back edition, with adaptive cruise control, dual-zone climate control, a 15.5-inch touchscreen, 360-degree-view camera, a glass roof, wireless Apple CarPlay/Android Auto, 10-speaker premium audio, a wireless charger, synthetic leather upholstery, powered and heated front seats, a powered tailgate and 19-inch alloys. Note that there is no spare wheel. Just a tyre-repair kit.

Meanwhile, the Premium Extended Range jumps $500 from $80,490 and continues with a bigger battery with an unchanged 600km of range, while it’s a near-$20K stretch from there for the flagship GT from $98,490.

Justifying a $1100-plus price hike is a more-powerful dual-motor set-up as well as a five-per cent range improvement at 515km, while retaining all-wheel drive (AWD), adaptive dampers, bolstered sports seats, 20-inch alloys and more.

Every grade includes advanced driver-assist systems (ADAS) tech from automatic braking and lane-support systems to 10 airbags ­– except in the GT, which only has nine. More on that in the safety section later on.

Against the stunning Polestar 4, swanky Kia EV6 and timeless Hyundai Ioniq 5, the Mach-E’s pricing is ballpark competitive, but is largely undercut by the sporty Cupra Tavascan, Skoda Enyaq, VW ID.4 and ID.5 cousins from Europe, as well as ubiquitous Tesla Model Y from China.

Speaking of which, the Ford seems downright unaffordable compared to the striking BYD Sealion 7, Deepal S07, Zeekr 7X, XPeng G6 and IM6 by MG. Game over then, you might think.

But, with names that sound like Cold War missile codes, none of these cheaper Chinese alternatives can match the rock-and-roll attitude that the evocative Mustang connection does.

And, damn it, the Mach-E’s calculated emotional play only heightens with exposure, which partly explains why it’s one of America’s best-selling EVs. Love it or hate it, even the comically contrived styling works.

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.

Though employing Ford’s Global Electrified One (GE1) platform that is a variation of the tragically discontinued Focus small car and Escape mid-sized SUV’s modular C2 platform, the Mach-E is basically a rear-motor, rear-wheel-drive EV, with the main traction unit now an in-house design. Previously that was outsourced.

A permanent magnet synchronous electric motor, it delivers 212kW of power and 525Nm of torque to the rear wheels via a single-speed reduction gear transmission.

Tipping the scales at 2086kg in the (albeit bigger-battery) Premium and 2100kg in the Select, its power-to-weight ratio is nearly 102kW per tonne and 101kW/tonne respectively. The latter needs 6.2s to streak from 0-100km/h, which is just 0.1s shy of the former. Top speed for both is 180km/h.

Meanwhile, with an electric motor added on to the front axle, the 2276kg, 434kW/955Nm GT’s 190kW/tonne slices acceleration down to just 3.8s, on the way to 200km/h, and relies on AWD, adaptive dampers and performance tyres to help keep things under control. Suspension consists of MacPherson struts up front and a multi-link rear end arrangement.

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.

Ford says the Select averages 18.5kWh/100km on the European cycle, while the Premium and GT are at 17.7kWh/100km and 21.0kWh/100km, respectively. These figures are in line with most rivals given the Mach-E’s performance capabilities.

Two distinct battery packs are offered, depending on grade.

The Select features a (useable) 73kWh Lithium Ferro phosphate (LFP) battery, for 470km of WLTP driving range. Premium and GT models switch to an 88kWh and 91kWh Nickel Manganese Cobalt (NMC) unit, bumping range up to 600km and 515km respectively.

The GE1’s 400V architecture has a CCS Type 2 port with 11kW AC charging capacity, or 150kW for DC charging. Many rivals offer faster charging capabilities.

According to the European data, AC charging from empty to full using a regular household socket needs up to 47 hours, or 10 hours with a 7kW Wallbox, while, a 50kW DC charger requires up to 90 minutes for a 10-80 per cent top-up, or under 40 minutes with a 150kW DC charger.

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. 

If your idea of a Mustang is a big, heavy and rousing grand touring machine, then the Mach-E certainly lives up to the image.

And, in some ways, exceeds it, because – among the electric SUV fraternity – this one’s the driver’s choice, with a level of control and finesse that the muscle machines of yesteryear could only dream about.

Let's start with the performance. The 212kW Select and Premium are certainly fast enough. Sprightly off the mark, their acceleration is very smooth yet very determined, packing plenty of instantaneous punch when some extra squirt is required. Really, this is all the speed you’ll ever need.

Ford’s dynamic DNA force is very strong in these EVs, with steering that feels light yet precise, and naturally connected to the road, providing comparatively agile, flowing handling and decent body control. This is backed up by nicely nuanced traction intervention that – in true rear-drive Pony car tradition – allows for some playful rear-end breakaway.

After years of testing dreary, remote EVs – especially from but not just limited to China, the Mach-E’s willingness to interact with the driver is like enjoying a long, cold drink after hours in the hot sun.

With twin electric motors making 434kW and nearly 1000Nm, the GT turns the amp – if not quite the volume – up to 11, with tremendous response and terrific thrust right from the get-go. It’s actually quite astounding how contained and controlled the AWD flagship’s performance is delivered, given how brazenly fast it is down a straight road.

Jumping out of one of the other Mach-E models, the GT’s extra heft is immediately obvious around the bends, since it doesn’t quite have their lightness of touch. Grip is phenomenal, yet the driver can break traction even momentarily if desired, and there’s a sense that, in the right hands, few rivals with similar performance could keep up with the Ford in full flight. It’s fast everywhere all the time. But it’s just not quite as athletic or fun as the Select and Premium.

Note that, since we were on busy public roads, most of this assessment was carried out using the normal and not sport driving mode.

The driver assist safety systems are also really well tuned, sparing the driver the distraction and frustration of needless intervention, even when piloted enthusiastically.

The previous Mach-E was widely criticised for delivering a hard ride, even with the GT’s adaptive dampers. While you’d never call the suspension supple, the 2026 model’s ability to better absorb bumps is a welcome development, allowing the driver to better enjoy all the other benefits on offer. There are softer and more isolated alternatives, but few rivals are as rewarding dynamically.

Downsides include too much road noise intrusion over certain surfaces, the lack of paddles for the regenerative braking, and the fact that to switch that on or off requires the driver to resort to diving into a touchscreen menu. The same goes for switching between the cringy Whisper (eco), Active (normal) and Untame (sport) modes. How difficult would it be to fit a simple button to activate these?

Finally, thick pillars and small side/rear windows can make vision out difficult in tight spaces.

The Mach-E may be getting on to its sixth year in production, but there’s a welcome, non-EV analogue connection to the way this otherwise electrifying SUV goes, steers, handles and grips the road. Like many of the best Fords, the engineers have gone to the very real effort of prioritising driver enjoyment, without sacrificing everyday functionality.

Like we said earlier, the more time you spend in the Mach-E, the more enjoyable it gets.

Tested by ANCAP back in 2021, the Mach-E Select and Premium models managed a five-star ANCAP crash-test rating. The GT version remains unrated.

There’s a fairly comprehensive list of ADAS tech, including autonomous emergency braking (AEB) with intersection assist, reverse brake-assist, post-impact braking, lane-keep aid, lane-departure warning, evasive-steer assist, blind-spot monitoring, cross-traffic alert, adaptive cruise control with full stop/go functionality, traffic-sign recognition and tyre pressure monitors.

Select and Premium have 10 airbags (dual front, front-centre, a driver’s knee, front-side, rear-side and full-length curtain/head), but the GT misses out on the others’ front-centre airbag due its space-impeding bolstered sports seats, dropping the airbag count to nine.

The AEB tech operates between 5km/h to 80km/h in pedestrian, cyclist and back-over scenarios day or night, and between 5-187km/h car-to-car. The lane support systems work between 65km/h to 187km/h.

A pair of ISOFIX latches are fitted to the outboard rear seats, along with a three top-tether anchorage points.

Speaking of kids, while unnecessarily fiddly, the hidden door ‘buttons’ do have an anti-snag function that stops an opening door from slamming shut on venerable fingers.

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.

A five-year/unlimited kilometre warranty applies to the Mach-E, along with seven years of roadside assistance, activated annually if serviced at a Ford dealer.

Service intervals are every 12 months or 15,000km, whichever occurs first.

Prices for the 2026 facelift weren’t available at the time of publishing, but last year’s model alternated between costing $140 and $185 per service for the first 10 years. And the Mach-E can be maintained at any one of the 180-or-so Ford dealers network Australia-wide.

Ford says the EV Traction Battery is covered by an eight-year/160,000km warranty.