Mercedes-Benz Eqb250 vs Jeep Gladiator

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.

The Gladiator is far from the most practical, versatile, or sensible dual-cab on the market. Not going to lie, though. This is the most fun I’ve had in a ute in a long time.

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.

Despite a legion of trendy retro-styled off-road pretenders, from the Ineos Grenadier to the GWM Tank 300, there’s nothing quite like the original Jeep style which the Gladiator shares with its Wrangler sibling. Unless you’re Mahindra which has technically been producing Willys Jeep successors for longer, but that’s another story for another time).

The new Rubicon looks a bit more swish in 2026, with the body coloured wheel arches and a tweaked grille which is now wider and shorter. The two-tone roof which was previously optional is now standard.

It looks rugged, tough, and undeniably classic, with the mud terrain tyres sealing the deal.

Of course, you can’t forget the many so-called ‘Easter eggs’ Jeep hides about the place. In the case of the Gladiator, these include a silhouette of a Willys Jeep climbing up the driver’s side windscreen, a gorilla imprint on the opposite side signifying the windscreen is now constructed from the same stuff designed to make your phone scratch-free. The tray features imprints of dirtbike tyres where you might want to strap two in and even the recirculate button on the climate unit is in the shape of a Wrangler. Nice touch.

On the inside generally, it feels like a purpose-built vehicle in much the same way as an old Defender. It leaves you with a sense of how genuine it all is, with loads of physical switchgear and an overall shape meant to replicate the no-nonsense appeal of Jeeps dating back to the Willys.

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.

However, also like an old Defender, the Gladiator’s interior is full of compromises to maintain its iconic design.

The seating position is awkwardly high, which is fine when off-roading, but can be limiting when you’re just driving around a city, and the footwell is half taken up by a transmission tunnel so there’s nowhere to rest your foot.

The door cards are pretty basic because the doors are removable (although Jeep stresses this is only legal on private property), but elsewhere there’s much-appreciated levels of functionality in an era of touch-based controls.

The centre control panel, for example, features physical dials for high-use functions and toggles or buttons for everything else. It’s mercifully easy to use and old-school motorists will also love the physical shifters for gear selection and the transfer case alongside. And an analogue handbrake is an increasingly rare sight.

There are even buttons we didn’t ask for, like the four pre-wired auxiliary switches, and while the dash trades away a fully digital panel for a digital supervision screen with analogue dials either side, it suits the character of the car.

It’s not the most comfortable space to be in, however. Not only is the seat base super high off the ground, but despite the Gladiator’s imposing dimensions the front seat somehow feels narrow.

Storage is okay, but not on the same level as many rival utes. The basic doors score nettings on each side, with two deep and useful bottle holders in the centre console. The armrest box is two-tiered which is handy, and there’s a small glove box. Outside of this, there’s not a lot of storage up front.

The rear seat is decent when it comes to space for the ute segment, although it is also very high off the ground and hard to clamber into thanks to the way the rear door is shaped. Once you’re in there, be sure not to smack your head on the frame, which seems like it could be an easy thing to do.

Again, nets feature in the doors, with two more nets on the backs of the front seats, which also feature luggage hooks. There are dual adjustable air vents back there and two bottle holders moulded out of the centre console. They're nicely-sized, but will eat into the legroom of any adult you want to put in the centre rear position, making it extra cramped if you have three across.

The back seat features some things I’ve never seen before, though. There’s a huge storage area underneath the seats with its own lid, and some limited storage space behind the seat backs which features a removable Bluetooth speaker which also automatically re-charges when it’s docked back there. Cool.

The rear window features an opening port, which is also rare, while all the main storage compartments are lockable for when you want to leave the car with the roof and/or doors off.

Capacities and payloads have never been a strong point for the Gladiator. The tray measures 1531mm long, 1443mm wide and 1137mm between the arches, making it unable to fit a standard-sized Australian pallet. The payload is also limited at just 693kg, far short of the close-to-one-tonne many work-focused dual-cabs can hit.

However the tray isn’t for show only, featuring an array of useful tie-down points and a built-in rail system to help secure all sorts of objects. There are even steps built into the rear bumper design for easier access and a full-size spare wheel underneath.

The braked trailer towing capacity is limited to just 2721kg which is also short of the industry benchmark 3500kg, all of which may limit its use as a work vehicle, or even its appeal as a touring vehicle. I could see how these capacities are easily exceeded with a rooftop tent, recovery gear, a fridge, supplies and at least one passenger.

For this update, the Gladiator has been trimmed down to just one variant, the fully-loaded, top-spec Rubicon.

While the lesser Night Eagle grade has been discontinued, the good news is the Rubicon is now more affordable, starting at $82,990, before on-road costs. Although this still pitches it against only the most expensive mainstream dual cabs.

At this price, for example, you could pick a Ford Ranger in luxury Platinum or sporty Wildtrak form, or even as a plug-in hybrid. However, this car’s classic vibe and purpose-built feel, with a big six-cylinder petrol engine, is more reminiscent of the Ineos Grenadier Quartermaster, which wears a price tag well in excess of $100,000.

While it might be a pricey ute, the Gladiator Rubicon comes with all the gear plus extra stuff for this update, including new 17-inch two-tone wheel designs clad in pricey BF Goodrich mud terrain tyres, Nappa leather seats and a more powerful standard alternator with pre-wired auxiliary switches.

There are also body-coloured fender flares replacing the previous black plastic ones, 12-way power adjust and heating for the front seats, extended soft-touch materials throughout the cabin, a much larger and better-specified 12.3-inch multimedia touchscreen (with built-in nav) as well as wireless Apple CarPlay and Android Auto connectivity. In addition, the LED headlights have picked up an auto high-beam function and the spray-in bedliner for the tray is now standard.

Standard overlanding kit includes the brand’s signature 'Roc-Trac' on-demand 4x4 system, which includes front and rear differential locks, an electronic sway bar disconnect (pretty rare), manually selectable low-range gearing (with a 4:1 ratio), as well as additional underbody protection and rock-slider side steps.

Not enough? This is the only ute on sale in Australia where you can remove the roof and pop the windscreen flat for a full-on Barbie (or maybe Ken) Power Wheels vibe.

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.

There’s a relatively massive 3.6-litre non-turbo, non-hybrid ‘Pentastar’ petrol V6 engine under the bonnet, producing 209kW/347Nm. 

Sounds old-school because it is, and it remains the only option for this machine in Australia despite emissions regulations closing in and a 2.0-litre four-cylinder turbocharged engine available in the current Wrangler and overseas versions of the Gladiator.

The V6 is mated to a predictable ZF-sourced eight-speed (torque converter) automatic transmission and drives either the rear- or all four wheels depending on the mode selected.

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.

As you might imagine, the large naturally aspirated petrol engine combines with the over 2.0-tonne Gladiator to make for a relatively steep fuel bill.

Consumption is a hardly-impressive 12.4L/100km on the official combined (urban/extra-urban) cycle, with our car consuming even more - 12.9L/100km - on our three day test covering nearly 500km and with no shortage of freeway time either.

Brim the 83-litre tank and theoretical range is around 670km, dropping to just over 640km using our on-test figure.

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 Gladiator is interesting to drive for many reasons. Mainly, because as a purpose-built off-roader it's a little compromised when it comes to on-road manners.

For example, the high seating position and tapered bonnet shape might be great for visibility off-road, but the boxy design of the chunky A-pillars (designed to keep the car in one piece when the doors roof and windscreen are removed) make it a little difficult to see properly around corners at T-junctions or roundabouts in the confines of a city.

Even proximity of my head to the roof presented a problem when trying to see whether traffic was coming at an intersection with the vehicle angled downhill.

The next alarming trait is how vague the steering is while on the tarmac. It’s an unfortunate characteristic of the Gladiator’s rugged live front axle, making this ute a bit of a handful to steer at low speeds. And it tracks all over the place on the freeway, requiring constant vigilance and steering input from the driver at higher speeds.

It’s also noisy, despite this 2026 version featuring extended sound deadening in the cabin. It needed it. The knobbly mud terrain tyres make their presence felt through a resonant droning entering the cabin at all speeds.

Then, at freeway pace, the wind noise from the Gladiator’s blocky shape picks up. You can feel the sound waves leaking in through the removable doors and plasticky removable roof. There are even silly things like being able to feel reverberations of the sound system through the accelerator pedal.

So, I should hate the Gladiator, right?

Wrong.

This thing is ridiculous amounts of old-fashioned fun. The V6 engine is keen to rev and the transmission lets you ride the gears out, creating a throaty roar and lurching acceleration reminiscent of old Commodores.

While the mud terrain rubber is noisy and offers questionable levels of grip on tarmac or in the wet, the thick sidewall combines with coil springs and chunky Tenneco shock absorbers all-around to make for a pretty decent ride for a ladder-frame vehicle.

In addition, we took the Gladiator for a quick off-highway jaunt as its design intends and it performed as-expected. It has great approach and departure angles, with good visibility for peering over moguls and into ruts or dips.

The mechanical hardware feels up to the task, and while it might slip once or twice as the less sophisticated traction systems (compared to, say, a modern Defender) find their bearings, the Gladiator ate up the moderately challenging trails we found for it.

The chunky tyres come into their own, with the sidewall offering confidence, and the car clambers about with relative ease. Obviously, the enormous 3488mm wheelbase and resulting 18.4-degree breakover angle are the Gladiator’s Achilles heel, making me think twice about cresting certain hills or objects, and making this ute particularly prone to cringe-inducing underbody scraping.

Still, despite its comparatively unsophisticated approach and lack of environmental responsibility the Gladiator is a huge amount of fun to drive.

The previous Gladiator was awarded just a three- out of five-star ANCAP safety rating in 2019, although this updated version gets a few notable upgrades including side curtain airbags, seat reminder alerts and auto high beams.

On the modern active safety equipment front, the new Gladiator scores auto emergency braking, blind spot monitoring with rear cross-traffic alert, adaptive cruise control, roll mitigation as well as front and rear parking sensors and a halfway decent reversing camera.

Not present is lane departure warning or lane keep assist, and given how long the Gladiator is, it would be nice to have a front parking camera, too.

It’s disappointing to see the Gladiator miss key kit like lane keep assist, but unlike a lot of modern vehicles, the Gladiator isn’t annoying to drive and I didn’t find myself needing to turn any equipment off to make it work off-road, either.

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.

It’s no secret ownership has long been an awkward topic for Jeep, with models like the Grand Cherokee previously causing all kinds of dramas for owners. A quick scan of forums suggests the Wrangler and Gladiator are less prone to issues compared to their more mainstream siblings in the Jeep line-up. So, food for thought.

Regardless, the Gladiator is offered with a five-year warranty which is distance-limited to just 100,000km, which is well off the pace, although a five-year capped price servicing pack is priced at a reasonable $399 per annual or 12,000km workshop visit.

The brand also offers lifetime roadside assist so long as you continue to service your Jeep in its authorised dealer network.