Mercedes-Benz EQB vs Suzuki Vitara

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.

The Vitara still looks great, offers impressive real-world fuel economy, possesses a sporty chassis bringing sharp steering and involving handling and roadholding characteristics, and is expertly packaged. No wonder it has remained a consistently strong seller for Suzuki.

But its lack of driver-assist safety equipment, lethargic low-rev performance and stiff, loud ride speak of a small SUV of another era. In too many key areas, it’s rapidly dating and falling behind most rivals nowadays, and can no longer rely on low pricing anymore now that the cheapest base auto is $27K plus ORC.

Still, if you don’t care about the lack of AEB… or a digital speedo, digital radio, rear cupholders or highway quietness, then there’s still a fair bit of fight left in the plucky little Vitara.

Suzuki’s been building them for over 33 years now and such experience shows.

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.

Remember that first Vitara of 1988? The chief designer of today’s LY series, Takehito Arai, told us back in 2015 that its squareness and smaller size were inspirational in shaping the current model.

To that end, he went for a muscular look, with off-roader detailing like the five-slot grille, strong shoulder line, clamshell bonnet, blistered rear mudguards and higher-than-class-average ground clearance (of 185mm), evoking other Suzuki 4x4s like the Jimny and Sierra.

Nearly six years on, the design has stood the test of time surprisingly well, with the Suzuki still looking handsome and contemporary – no doubt helped out by the big standard wheels that fill in those arches nicely, along with the vibrant colour options (like our rich beige test example) and two-tone paint application.

The 2019 facelift, by the way, ushered in changes to the toothy grille, bumper, tail-lights lenses (now LEDs), alloy wheels, interior trim and instrumentation (which went more colourful), along with higher-quality-feel interior trim and materials.

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.

There's still plenty to appreciate the instant you slide yourself on to those lofty cushions.

The Vitara is packaged to transport a smaller family (and include much of their clobber) with ease, from the moment the big doors open. An excellent driving position that inspires confidence, heaps of storage in the doors and centre console, good vision and a light and airy ambience are further drawcards.

And while the seats may seem a bit wide and flat to begin with, they're amply supportive over an extended time in them, with a softness to their shape and texture that makes them quite cosy. No lumbar support for the driver is disappointing, though.

Still, it’s easy to see why the Suzuki remains such a consistent seller after all these years without change.

In 2021, the dash has held up pretty well, mainly due to clear instrument dials and Suzuki’s ever-present 7.0-inch touchscreen multimedia system that is ridiculously easy to operate. Never mind the hard and cheap-looking lower-lying plastics, the cabin is beautifully screwed together as well. And it's likely to stay that way for a very long time.

But there are annoyances, beginning with the lack of digital speedometer, especially now that the cheapest Vitara is a near-$30K proposition; for the same reason we’d have hoped for a DAB+ digital radio, auto lights on, rear-seat cupholders and more than just one USB port (located under the climate control system).

Getting in and out of the rear seat is simple, aided by wide doors and lofty seating, again on flat but ultimately comfortable cushions and backrest, though they neither slide or recline as with some other small SUVs. There's heaps of headroom; the raised rear cushion promotes a natural posture which is good for longer journeys, and enough room for three smaller adults to squeeze in. Larger feet can be tucked underneath the front seats too.

However, besides there being no device-charging facilities, you’ll also notice the lack of reading lights, rear air vents (though the front outlets' outputs do reach back OK) and beverage storage. At least the doors have space for a one-litre bottle and the overhead grab handles include coat hooks. And, like the front, it's all light and airy, with good sight lines for bored back-seat riders to stare out from.

Beyond that, the boot is fairly big and square, with a bi-level floor that’s good for hiding smaller items, while there are hooks, a light and 120V outlet for rear-seat occupants to snake some hapless charger cord to.

Cargo capacity is rated at 375 litres – raising to 710L with the 60/40 rear backrests lowered. It’s nice to see a good old-fashioned luggage board instead of the flimsy mesh items some rivals foist upon us nowadays.

All in all, a big, spacious and inviting interior that’s big on practicality and ease, but also showing its age in a few places.

Call it a Covid tax, but the price of the base auto Vitara has jumped $2000 this year, to $26,990 before on-road costs. Top tip: you can save yourself $2000 if you elect to drive the sweeter manual version instead.

Either way, however, this is a problem for buyers, because it puts the ageing small SUV right up against newer competitors with substantially more driver-assist safety features, namely autonomous emergency braking (AEB)… that just aren’t available in the non-turbo Vitara. You'll need to spend well over $30K for the Turbo grades.

Most opponents have these and more, as standard or optional, like blind-spot monitoring, rear cross-traffic alert, lane-keep assistance and adaptive cruise control and automatic high-beam headlights. For some people, the missing safety kit is the deal breaker in the Suzuki. In its defence, an all-new model is coming and this is probably the final full year of the LY series.

If you can't wait and are prepared to see past the lack of AEB, what does the Hungarian-built base Vitara score? Seven airbags (including a driver’s knee item), stability control, anti-lock brakes with electronic brake-force distribution and brake assist and traction control. Nothing revolutionary here. Pretty much like everything else has had these as standard over the past decade.

However, the ever-wily Suzuki does make up for the lack of driver-assist safety with items usually found on mid-grade versions of rival SUVs, like imbedded satellite navigation (as part of a colourful multimedia touchscreen system that also houses a reverse camera, Apple CarPlay/Android Auto and Bluetooth connectivity), voice control, paddle shifters, keyless entry/start, climate control air-con with pollen filter, front fog lights, roof rails and 17-inch alloy wheels (shod with quality Continental tyres too, no less). Plus, there are even a pair of engine-output gauges showing maximum power and torque use – just like in a Rolls-Royce. Fancy/useless gimmickry.

If you’re blissfully unaware of the safety spec shortages or just don’t care, such little luxury extras speak volumes on a glitzy showroom floor.

But then you might clock the lack of digital speedometer and digital radio as reminders that this Vitara is from an earlier era.

Adding premium paint costs $500 while two-tone paint costs $450 more.

The value advantage the Vitara has enjoyed until this year has worn perilously thin.

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.

In some markets, the Vitara is offered with Suzuki’s punchy little 1.0-litre three-cylinder turbo petrol engine, as well as the Turbo’s 1.4-litre four-pot turbo option as seen here, but the bulk of Australian sales are powered by a 1586cc 1.6-litre twin-cam 16-valve four-cylinder naturally aspirated petrol engine, known as the M16A.

A peaky unit, it produces maximum power of 86kW at 6000rpm and 156Nm of torque at 4400rpm. Despite modest outputs, a pleasingly low kerb weight of just 1120kg ensures that the Vitara has a favourable power-to-weight ratio, of 76.8kW/tonne.

Drive is transmitted to the front wheels via a six-speed torque converter automatic transmission, complete with a big pair of paddle shifters for some manual manipulation. Or you can just buy the superior six-speed manual and enjoy a substantially more involving drive.

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.

That flyweight mass also pays dividends with fuel economy.

Tuned to run on either 91 RON standard unleaded petrol or a 94 RON E10 ethanol-petrol combo, the Vitara returned an efficient 7.6 litres per 100km over our 521km drive in both inner-city traffic and on a highway jaunt.

While that’s still some way off the official combined average of 6.2L/100km (urban: 7.9 and extra urban: 5.2), it still shows Suzuki’s expertise at such economy engines. We regularly visited the Vitara tachometer’s red line – it’s in the nature of this engine to be revved hard and fast – and never really attempted any economy driving out of it.

The published average figure, by the way, translates to a carbon-dioxide emissions rating of 142 grams per kilometre.

Fitted with a 47-litre tank, nearly 760km between refills is possible.

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. 

For its role shifting a small and light SUV around town, the 86kW/156Nm 1.6-litre twin-cam 16-valve four-cylinder petrol engine provides sufficient if unexciting performance, and a big part of that is the fast-acting and responsive six-speed torque-converter automatic gearbox.

While the Vitara will never be victorious in the traffic lights grand prix, there’s a substantial amount of flexibility within the engine’s rev range, with maximum power coming in at just 200rpm shy of the 6200rpm red line. So, you need to really prod that pedal down if extra muscle is required, and with that there’s quite a lot of mechanical noise coming through, but it isn’t coarse.

Using the big and well-placed paddle shifters helps to draw out a few extra morsels of oomph, but the fact is, compared to the CX-3’s 2.0-litre or HR-V’s 1.8-litre engines, the Suzuki’s has to work hard – and for longer – to cover the same ground at anywhere near approaching the same time. The aforementioned rivals' effortless, torquey response just isn't available to be enjoyed. For that, you'll need the terrifically muscular Turbo.

That’s a pity really, because the Vitara’s chassis is one of the more involving and fun ones in the small SUV class.

Thanks to a light helm, tight turning circle, rear camera, large exterior mirrors and an appreciable amount of all-round vision afforded by the large glass areas, nipping in and out of small traffic gaps or slotting into tight parking spots just isn't an issue in the Suzuki. It feels bred for the urban jungle.

Equally, the Vitara's fast and eager steering provides quick and crisp handling out on the open road as well, with the front end feeling light and agile yet nicely balanced as well. Even through ragged turns, the Suzuki remains on track. Over gravel surfaces it can be driven with reassurance that the traction and stability controls are always there to reel any slides in. It’s very easy and rewarding to punt the Vitara along at speed and with lots of confidence.

But the ride is a little firm in some places, there’s far too much road and tyre noise intrusion and – after a while – the engine’s constant revvy nature becomes a little tiresome.

Note that the fact that Suzuki did not bother engineering this powertrain to take AEB is reason to believe that there probably isn’t much life left for the M16A engine beyond this generation of Vitara.

Sadly, an insufficient amount.

Carried out in 2015, the Vitara scored a five-star ANCAP crash-test rating. That wouldn’t be the case today if the base grade was tested underneath 2021’s more stringent regime.

As lamented earlier, the base Vitara has no AEB. For that, along with lane departure warning, ‘Weave Control’ lane keep assist, traffic sign recognition, blind-spot monitor, rear cross-traffic alert, auto high beam and adaptive cruise control, you’ll need to step up to the $32,490 Turbo or its AWD alternative for another $4K. Parking sensors also aren't fitted.

Safety features that are included are seven airbags (dual front, side, curtain and a driver’s knee item), stability control, anti-lock brakes with electronic brake-force distribution and brake assist, traction control, a hill holder and reverse camera.

Two rear-seat ISOFIX points as well as three top tethers for straps are included for younger passengers.

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.

Suzuki has switched to an industry-average five-year/unlimited kilometre warranty and roadside assistance.

Service intervals are every 12 months or 15,000km, while published basic capped-price servicing is available. Prices start at $239 (years one and five) and reach as high as $429 (year three). Total cost is $1565, averaging out to $313 annually at the time of publishing.

Vehicles under five-years old but with higher mileages up to 90,000km can expect to be charged up to $559, according to Suzuki’s website.