Mercedes-Benz Eqb250 vs Ford Mustang Mach-E

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.

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 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.

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.

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.

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.

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.

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.

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.

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.

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.

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-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.

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.