Mercedes-Benz Eqb250 vs Cadillac Lyriq

What's the difference?

The EQB is a likeable yet complicated machine.

On one hand, the high pricing is a real hurdle, even in the base 250, while the 350 4Matic costing the wrong side of $110K driveaway can’t even be had with seven seats. What is the point of it? 

On the other, though, the EQB is roomier than its appearance suggests, way lovelier inside than anticipated, and – especially after allowed to really be driven hard and fast – a whole lot more Mercedes-Benz in the way the 350 4Matic moves, steers, grips, rides and stops.

As a result, we’d skip the capable but bland 250 and try to haggle hard on the price of the altogether too-expensive yet compelling 350 4Matic instead. It’s the EQB to be in.

It's got a couple of quirks, but the Cadillac Lyriq is a pretty convincing, and definitely American, take on a premium electric vehicle in Australia. The only issue, I think, is that, while the brand is obviously iconic in the USA, it's not that well known in Australia, and we are a market now awash with pretty good, and often much cheaper, EVs from China. It's a hyper-competitive market. Only time will tell if Cadillac can convince Australians that its badge belongs among the European premium marques.

The EQB does not employ a dedicated EV architecture – sometimes referred to as a ‘skateboard’ platform – like the Tesla Model Y, or for that matter the brilliant Hyundai Ioniq 5, Kia EV6 and Genesis GV60 at around the Benz’s price points.

By this, we mean that it was originally designed as an internal combustion engine (ICE) vehicle. In this case, what lies beneath is the MFA2 platform, first seen in the redesigned A-Class hatch back in 2018, and applied to all transverse-engined Mercedes models since.

The upshot here is that there are some compromises as a result compared to the aforementioned EV-only alternatives, namely concerning packaging as well as weight distribution in some cases.   

Like we said earlier, the EQB’s design is eye-catching and quite handsome. It is clear that the success of the GLB that spawned it is partly attributed to the chunky, almost function-over-form tall-boy utilitarian styling. That ‘W’ shaped window-line kink is an interesting visual feature too.

The changes from GLB to EQB do give the EV definite points of difference, from the front-end’s black flat panel and fibre optic light that connects the (blue-highlight) headlights, to the curved strip LED tail-lights and bumper-sited numberplate mount.

We reckon the 20-inch AMG turbine wheels really do enhance the EQB aesthetically as well, but of course they’re an option on the 250. Though probably not in Gold Rose.

The Cadillac looks… well, it looks American, right? A kind of difficult-to-describe Americanness that’s somewhere between an SUV and state car.

That’s not an insult, by the way. I personally think the Lyriq looks kind of pretty, with its bold elements countered by the surprisingly gentle touch applied in places, like its razor-thin daytime running lights (DRLs).

I’ve got to say, it doesn’t look much like any of the other new SUVs arriving, or a knock-off German brand. It’s got its own persona.

The cabin of the Lyriq is predictably plush, with comfy massaging seats, soft-touch materials and plenty of tech, but it is a little shiny and busy in places for my tastes. Minimalist this is not.

But I do like the fact that – when I’ve got Apple CarPlay hooked up – I can just leave the screen be. My driving stuff is accessed by the wheel, and everything else I want is accessible through physical buttons.

There are some strange elements, though. The grab handle on the driver’s side, which isn’t replicated on the passenger side, is odd, and likely a byproduct of the factory moving the steering wheel. Some of the central storage bins are too small to be really useful, and I hate gloveboxes that can only be opened through the screen.

As with the popular GLB that spawned it, there’s more to the EQB than meets the eye.

Photos mask the German electric vehicle’s considerable length and height as well as the substantial space offered inside, giving the Mercedes a handy advantage compared to premium alternatives like the Volvo XC40 Recharge, the Genesis GV60 and BMW’s recently announced (and quite handsome in the flesh) iX1 due early next year.

In fact, the EQB’s lengthy 2829mm wheelbase accommodates the batteries as well as impressive cabin packaging flexibility. Its 4684mm body is actually 26mm longer and 37mm higher than the larger, current-shape (X253) GLC, though width is identical to the EQA, making this a long, tall but quite narrow SUV proportionally speaking.

That expansive feeling is boosted by deep side windows offering reassuring all-round vision, boosted by an excellent driving position. All launch vehicles had the AMG sports seats (optional on the EQB 250, so we can’t speak for the base model), but as tested, they provided hours and hours of comfort and support. Loads of adjustability also help.

The EQB’s dash design is attractive and contemporary, though it can also seem daunting at first, requiring time to learn and understand where all the switchgear and controls are. The ‘Hey, Mercedes’ voice command mostly works well, too, and can provide additional tuition. The multimedia screen can be swiped like a tablet/iPad, or controlled via a fiddly touchpad on one of the steering wheel spokes.

Once mastered, the layout is logical and operation clear… with the exception of the drive selector on the right-hand side, which can be confused for an indicator and so knocked out of ‘gear’ and into Neutral on a regular basis. This has been a two-decade-long criticism of Mercedes models.

As with most MFA2 vehicles, the interior design and quality are a big step forward compared to earlier efforts. Multi-configurable digital instrumentation (including an elegant uncluttered mode), gorgeous turbine-look vents, a row of classy toggle switches for the main buttons and a great steering wheel are highlights to behold. Storage seems endless, reinforcing the practical nature of this cabin.

Speaking of which, stepping into the rear (second row) seats further underlines the EQB’s spaciousness. Entry/egress is easy due to wide-opening doors, taller folk should find ample room for knees, legs and (especially) heads, and the (slightly reclinable) backrest does its job. Comfy if firm cushions also slide forward (by up to 140mm) when required.

That’s to aid third-row access (where applicable). To that end, the second-row seats also tilt to allow people to squeeze past. Note, though that this is really a kids-only area, rated for occupants no taller than 1.65 metres. Surprisingly cosy, both chairs are OK for short trips, but longer ones would be a stretch too far except for the smallest passengers. 

Keep in mind that all outboard middle and rear seats where fitted have ISOFIX latches for child seats.

Luggage space is another EQB bonus, offering 130 litres with all seven seats up, or 495L with the third-row folded. Drop the middle row and there’s 1710L (or 1620L in seven-seater versions). These figures are between 20L to 60L down compared to the GLB.

Note, too, there is no spare wheel fitted. Just a tyre-repair kit.

It’s a big boat, the Lyriq, stretching more than five metres long and almost two metres wide. That’s not much shorter than, and in fact slightly wider than, something like a Nissan Patrol, just to put it into perspective. Though of course it’s nowhere near as high as a proper 4WD.

Predictably, though, its dimensions mean plenty of room in the boot, which opens to reveal a very useable 793 litres of luggage space. Drop the seats, and that number grows to a massive 1722 litres. 

But the Lyriq does without any spare wheel of any kind. A tyre repair kit is your only option.

Now, the backseat. And I know this is likely only of interest to parents of newborn babies, but that’s me, so I noticed. These are some of the best ISOFIX attachment points I ever used. Usually you’re fumbling around between the seat cushions trying to line up the latch points, but the Lyriq's solution — while perhaps not the most visually alluring – puts the brackets beneath plastic lift-up flaps, and they're so damn easy to use. 

But there are some quirks in the backseat, too. Those same ISOFIX attachment points, which are so great for baby seats, are less great for the adults actually sitting in the back. You can feel the hard plastic covers, and what feels like the bracing bar running across the backseat, beneath the cushions. It's not diabolical, and if you shift your rear-end forward slightly you can't feel it at all, but it's a strange quirk all the same.

Elsewhere in the backseat, there is plenty of room for backseat riders, and you can control your own temps, too.

You can have your Cadillac Lyriq in two flavours — the Luxury, yours for $122,000 plus on-road costs. Or the Sport, which is two grand more, listing at $124,000.

Perspective time. The new Polestar 3 starts at around $118k, but climbs to more than $130k for the dual-motor options. The similarly sized BMW iX starts at more than $140k, and the Mercedes-Benz EQE is north of $135k. So if you consider the Cadillac a ready-made premium brand, then its looking like a relatively sharpish one. 

Cadillac says the changes between the trims largely focus on the “aesthetic signature” rather than any major equipment differences. The Luxury gets chrome highlights, for example, while the Sport gets a darkened design theme, including the wheels, body highlights and windows.

Both trims are otherwise identically equipped, which means 21-inch alloy wheels, full LED lighting, an electric sunroof, an auto-opening boot and a touch-to-open charging port.

Inside, there’s a 33-inch digital dash, with Apple CarPlay and Android Auto, wireless device charging, a thumping 19-speaker AKG stereo and USB connection points galore.

The leather-wrapped front seats have heating, ventilation and a massage function, there’s heating and cooling for the window seats in the back, tri-zone climate control and there’s 126-colour ambient interior lighting.

As with the related EQA, the EQB uses an asynchronous motor and a single-speed reduction gear transmission under the bonnet to drive the front axle. In the 250, it makes 140kW of power and 385Nm of torque.

Moving on to the 350 4Matic, it delivers 215kW and 520Nm, since a second permanently excited synchronous motor is fitted on the rear axle. This slashes the 0-100km/h acceleration time from 8.9 seconds to 6.2s, though both offer a 160km/h top speed.

This is despite a heavier kerb weight (2153kg, up from 2059kg). Power to weight ratio for the 250 is 68kW per tonne, compared to the 350 4Matic’s 99.9kW/tonne. That second motor sure makes a difference!

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

As with most electrified MFA2 models, front suspension is via MacPherson-style struts while the rear brings a multi-link arrangement. Steering is by electrically assisted rack-and-pinion.

All Aussie Lyriqs are dual-motor affairs, with an electric motor at each axle producing a total 388kW and 610Nm, which in a car this big, which weighs just under 2.7 tonnes, is more than enough to get the Caddy up and moving, but not enough to make it feel like a supercar. The two motors mean AWD, of course.

Using WLTP figures, the EQB 250 has a combined consumption rating of 20.4kWh per 100km, down from the EQB 350 4Matic’s 21kWh/100km.

Maximum range is rated at 371km and 360km respectively. Note that due to challenging flood-water and torrential rain weather conditions, on-road real-world figures were not available during the launch drive.

The EQB 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 that using a 100kW DC charger will take an EQB from 10-80 per cent charged in 30 minutes, while an 11kW AC public outlet needs 4.1 hours and at home using a regular 3kW 10-amp socket requires at least 25 hours.

The Lyriq is equipped with a 102kWh lithium-ion NCMA battery, which delivers an ok 530km on the combined cycle. I say 'ok', because the BMW iX offers 600km-plus, while the dual-motor Polestar 3 is more like 630km claimed. Energy consumption is a claimed 22.5kWh per 100km on the combined cycle. 

When it comes to plugging in, the Lyriq is set up for 190kW DC fast charging, with the brand promising 128km of range in 10 minutes, or 10 to 80 per cent in just under 30 minutes. At home, a 7kW wall ox will deliver more like 43km an hour.

The most remarkable thing about driving the EQB is how similar the 250 and 350 4Matic seem initially, until when push comes to shove.

Around town, both rise up to meet brand expectations. Easy and smooth off the line, acceleration is sufficiently brisk in the 250 and noticeably stronger driving the 350, as you’d expect in a two-motor EV. Progress is spirited, smooth and refined.

We're also grateful that the engineers seem to have cheekily dialled in connected and agile steering, imbuing the EQB with a likeable athletic attitude that’s just right for weaving in and out of tight traffic spots. Which is quite a feat really, given this car’s substantial size and mass.

Perhaps more surprising is how settled the ride is, no doubt aided by the sheer weight of these two-tonne-plus SUVs, as well as the standard-fitment adaptive dampers. Most bumps are quietly and effectively absorbed.

Out on the open road, the 250 remains sufficiently powerful, offering decent throttle response and quite a relaxed cruising gate. However, if you’re expecting Tesla-matching neck-snapping mid-range thrust, look elsewhere. Same applies to the other model. Though undeniably stronger throughout, not even the twin-motor 350 4Matic can be classed as especially quick.

However, while both EQBs display beautifully balanced steering that go exactly where you need them to be, only the 350 4Matic has the muscle to really explore the lofty dynamic capabilities available at higher speeds.

Across water-logged and desolate rural Victoria, the EQB behaved with exceptional athleticism given its role in life, providing outstanding steering precision, matched by brilliantly reassuring control. We’re talking planted confidence, as the 350 4Matic has the ability to really come together and move with the ebb and flow of a fast country road with outstanding aplomb. Despite teeming rain at times, the Mercedes behaved like you’d hope a swift, safe and sound grand tourer would. Who'd have figured?

Back on the highway, there was plenty of road noise intrusion coming up through the tyres, but otherwise, it seems obvious to us that though you pay more, you do get more with the twin-motor AWD version.

The first thing you notice behind the wheel of the the Lyriq is just how whisper-quiet it is on the road. Cadillac makes a big deal about its 'Active Noise Cancellation' tech that's deployed here – it uses sensors to monitor road vibrations and the like, and then uses the car's stereo to create what it calls an 'anti-noise' signal.

It all sounds pretty high-tech and complicated, but it also works, with the Lyriq a seriously quiet and composed way to get around, with only the artificial EV noise really noticeable in the cabin.

Even travelling past freeway speeds, the Lyriq remains quiet, which does lend the whole experience a sort of premium vibe.

The Cadillac is also one of those cars that thinks solidity means premium, from the solid 'thunk' of the doors shutting to a general heft and weight to the steering, there's nothing feather-light or agile about the Lyriq experience, but it does all feel a little artificial, and like it's trying to be heavy on purpose.

The Lyriq, then, is no out-and-out performance car – it's 2.5-tonne-plus kerb weight and Olympic swimming pool dimensions largely put an end that – but it's more than brisk enough to get up and moving, with its twin-motor powertrain finding grip even in slippery conditions. It's brisk, but not brutal.

The Lyriq hasn't been tested or tuned in Australia, but happily it doesn't have that floaty, wafty suspension style so popular in the USA. This one feels to have at least had an international tune, which removes some of that marshmallow softness and makes you feel connected to the road.

The steering, too, feels direct enough and easy to predict, and the overall impression is one of quiet, calm motoring, which is probably what it says on the tin of any premium vehicle.

The Lyriq hasn’t been crash-tested in Australia, but it did get a five-star equivalent in American testing. There’s autonomous emergency braking (AEB) with pedestrian protection and junction assist, as well as active blind spot monitoring and assist. There’s also a side bicycle alert to stop you opening your door into someone, rear pedestrian alert, adaptive cruise and a total eight airbags, including knee bags for the driver and front passenger.

Interestingly, the Lyriq ditches those annoying safety bings and bongs for a novel, and far less intrusive approach which involves sending gentle vibrations through, well, your backside if the vehicle senses incoming danger.

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. The EQB Service Plan starts at $1625 for the first three years, $2225 for four years and $2650 for five years.

Cadillac has built a pretty convincing ownership package around the Lyriq, which begins with a five-year, unlimited-kilometre warranty, and an eight-year, 160,000km battery warranty. Beyond that, you also get five years of servicing, and five years of roadside assistance, free. 

Then you get a year’s free public charging through the Chargefox network and a free home wall box charger. If you have a wall box, or don’t want one, you can trade the home charging for an extra two years of free public charging.