Mercedes-Benz Eqe300 vs Cadillac Lyriq

What's the difference?

The Mercedes-AMG EQE53 SUV has some serious tech inside and will fit the family in style. If you're after the AMG experience, you may be a little disappointed as this model leans heavily towards plush rather than sports-SUV. And it does plush extremely well but it begs the question whether the AMG factor is worth the extra cash.

The Lyriq Luxury combines handsome styling and luxurious appointments with responsive yet supple ride quality, the choice of relaxed driving or exhilarating performance as desired and a decent driving range. Its lack of towing ability may be a deal breaker for some, but it's certainly worthy of consideration by prestige SUV buyers with a penchant for electric power and (for now at least) sub-$100K drive-away pricing.

We affectionately nicknamed our test EQE53 model the Blue Tic Tac because of its… well, similarity to the mint.

While not uncommon in the EV market, the EQEs pillowy design doesn't exactly scream 'big personality'. However, it does feature some cool features like the massive 22-inch alloy wheels, red brake calipers and the AMG badging at the rear. But that's all that separates it from its non-AMG siblings.

Head inside and it features all of the plush comforts and styling you’d expect from a Merc with some of the best ambient lighting in the business and a sunroof that manages to make the cabin feel airy despite all the black trims. 

Some of those trims, like the synthetic grey panels scattered liberally throughout the cabin, are found in all EQE models and don't reflect the grade level. A trim with better tactility and style would be a point of difference.

The dashboard features three screens in a ginormous panel, which surprisingly doesn’t catch the light but does show fingerprints and every spec of dust on it. Which might annoy you as it's 100 per cent the drawcard for the interior and when it's dirty, it's very obvious.

Although I'm not in love with some design choices, it's still a lovely cabin to spend time in.

The Lyriq has a generous 3095mm wheelbase, is more than five metres long (5005mm) and almost two metres wide (1977mm, including mirrors). Its 1620mm roof height is relatively low for a large SUV, resulting in a sleek and sporty profile combined with a muscular surefooted stance fronted by a finely-etched solid grille.

It rides on five-link independent suspension with GM’s ‘passive plus’ dampers, plus there’s electric power-assisted steering and big Brembo disc brakes in each corner featuring classy Cadillac scripts on the calipers. Turning circle is 12.1 metres, which is to be expected for a car of this size.

The interior design is an elegant blend of soft-touch materials and discreetly textured surface finishes with an emphasis on chrome and satin chrome highlights. It’s also spacious as you’d expect, with the panoramic sunroof creating a bright and airy feel.

We applaud Cadillac’s adherence to tradition with physical buttons and knurled dials and knobs for controlling key cabin and driving functions, in preference to annoying and distracting touchscreen menus. There’s also nice attention to detail with small jewel-like Cadillac emblems and scripts contributing to its prestige look and feel.

The cabin of the EQE53 offers plenty of head- and legroom for its occupants. Using the armrests is also a civilised affair as there's not fighting for elbow positions!

Access to both rows is (annoyingly) more complicated than it needs to be because of the sidesteps - which are, quite frankly, useless on a car like the EQE. They hit your shins/calves when you're not using them and using them feels silly.

All seats offer a tremendous amount of comfort but the fronts benefit from heat and ventilation functions that keep you relaxed year-round. They extend everywhere you need them to to get into the best seating position.

Storage is excellent throughout the car and in the front there's an extra-deep middle console (it swallows most of my arm), a large centre console that features retractable cupholders and a big shelf underneath for bulky items, like a handbag, or as my mum joked, Saturday night’s takeout and a bottle of wine!

Each door pocket gets a dedicated bottle holder and the rear also gets two retractable cupholders and a pair of map pockets.

The boot has 520L of capacity available which is a good size for the class and the wide boot aperture and level loading space make it easy to slide things in and out. You miss out on underfloor storage in the EQE53 model but the back seat has a 40/20/40 split to open up storage options.

The technology looks daunting but is very user-friendly once you spend some time with it. The main multimedia system is responsive and you can access the menus from the steering wheel controls as well as the touchscreen.

The system has wireless Apple CarPlay and Android Auto and satellite navigation, all of which are easy to use. Charging is good with eight USB-C ports (six up front!) and a wireless charging pad.

Despite having four co-pilots this week, the additional screen in front of the passenger remained mostly unused and ended up being more of a novelty.

The real bugbear has been the air-conditioning system. Despite having a pre-climate function, it takes ages for the car to cool down and my eight-year old struggled in the rear the most. The rear vents just don't seem to pump much out, even on the top speed setting.

Once the system has cooled the cabin, though, it's like a fridge. But until it does... you really notice the 30+ degree days!

The Lyriq’s 2687kg kerb weight (largely due to its hefty propulsion battery) and 3200kg GVM results in a modest 513kg load capacity, which could easily be used up by five large adults before you could think about loading their luggage. It’s also not rated for towing in Australia which limits its appeal as a recreational vehicle.

Driver and front passenger enjoy palatial space and comfort plus ample storage with a bottle-holder and bin in each door. There's also a large glove box, pop-out drawer in the dash and a ‘floating’ centre console equipped with a lower tray, three USB-C ports, a 12V socket, wireless phone charging and a felt-lined box at the back with padded lid that doubles as an elbow rest.

The rear doors open wide for easy entry to the rear bench seat which even for tall people (I’m 186cm) offers ample room for knees and feet, enhanced by a flat floor with no transmission tunnel for centre passengers to straddle.

However, the top of my head brushes the roof lining and the unusually high floor height (we assume caused by the underfloor battery) results in raised thigh angles that concentrate more weight on the lower back.

Given the rounded lower backrest cushions, which integrate with the ISOFIX child seat anchorages in the outer seating positions, also protrude into a passenger's lower back region, the rear seat provides less than ideal comfort for tall passengers in contrast to the sublime luxury up front.

Even so, rear passenger storage is well catered for with a bottle-holder in each door, pockets on both front seat backrests and two cupholders in the fold-down centre armrest. The rear of the centre console offers two more USB-C ports, adjustable air vents and adjustments for numerous comfort settings.

The power tailgate provides access to the fully carpeted rear luggage area, which offers up to 793 litres (almost 0.8 cubic metres) of load volume with the rear seats upright and up to 1722 litres (almost 1.8 cubic metres) with the seats power-folded flat. This provides a versatile space for carrying everything from a mountain bike to flatpack furniture.

The luggage area also has four tie-down hooks, a 12V socket and a hinged floor section which when opened reveals an underfloor bin ideal for storing charging cables (see image).

The Lyriq is available in two trim levels comprising the Luxury from $122,000 and the Sport from $124,000 (both before on-road costs) but GMANZ is currently offering both for $95,000, drive-away.

These list and drive-away prices compare more than favourably when cross-shopping German luxury EV SUV alternatives like the Audi Q8 e-tron ($140,090), BMW iX ($142,900) or Mercedes-Benz EQE ($146,700).

The key differences between the Lyriq duo are visual, with the Luxury emphasising traditional elegance with lavish chrome detailing while the Sport is more performance oriented with greater use of dark trim elements.

Our test vehicle is the Luxury variant, finished in optional ‘Crystal White Tricoat’ paired with what GM describes as ‘Noir with Santorini Blue Accents’ interior trim.

Large and stylish in true Cadillac tradition, the Lyriq is built in right-hand drive form at GM’s Spring Hill manufacturing plant in Tennessee, instead of local RHD remanufacturing like its Chevrolet pick-up siblings.

Luxurious standard equipment includes big 21-inch multi-spoke alloy wheels and 275/45R21 self-sealing tyres (no spare), a full-length panoramic sunroof with power internal sunshade, power tailgate, rear roof spoiler, heated door mirrors with puddle lamps and more.

Concealed door handles discreetly extend to allow access to a sumptuous synthetic-leather interior with power adjustable/heated steering wheel, power front seats with heating/ventilation/massage/memory functions, outer rear seating also with heating/ventilation/massage, tri-zone climate control, five USB ports, 360-degree camera, wireless phone charging, a choice of 126 ambient interior lighting colours and more.

The driver is treated to a curved 33-inch colour LED instrument cluster/multimedia display which controls premium 19-speaker AKG Studio sound (including speakers in the front seat head restraints) and numerous multimedia functions including wireless Apple CarPlay/Android Auto connectivity.

The EQE53 is an AWD and has dual electric motors - one at the front and one at the rear.

Without the optioned AMG Dynamic Plus Package, the motors produce up to 460kW and 950Nm but with the package those outputs jump up to a staggering 505kW and 1000Nm!

That means the 3.7-second 0-100km/h sprint time also improves to 3.5-seconds. Suffice it to say, it's enough to blow your hair back and considering we have no roads in Australia you can really let this thing loose on, it's more than enough power for anyone.

The Lyriq features drive units with single-speed transmissions located at the front and rear which provide permanent all-wheel drive. Each is equipped with an electric motor, which combined produce 388kW of power and 610Nm of torque. There are also numerous selectable drive modes. Claimed 0-100km/h acceleration time is a rapid 5.3 seconds.

Non-AMG EQE models see decent driving ranges over the 500km mark, but the EQE53 has an official range of up to 485km which again positions it in the middle of its rivals. So, not bad, but a larger range would be welcome as the EQE53 is a comfortable road-tripper!

The EQE53 has a a claimed consumption figure range of 23.0 to 25.6kWh and a lithium-ion battery with a large 90.56kWh capacity.

After a week of open-roading, city-driving and not being shy in using its power, my average has been around 25.5kWh, which is solid for an electric performance SUV.

The EQE53 has a Type 2 CCS charging port which means you can hook it up to the faster DC chargers and it accepts up to 170kW on this type of system meaning it goes from 10-80 per cent in as little as 32 minutes. On an 11kW AC system, expect it to hit 100 per cent after 14.5 hours. 

GMANZ claims official combined consumption of 22.5kWh/100km and up to 530km of driving range from the Lyriq’s 102kW lithium-ion propulsion battery.

When we collected our test vehicle the dash display was showing 100 per cent charge and an estimated driving range of 583km.

We drove 239km over five days and still had 52 per cent charge and 300km of range remaining when we did an overnight charge at home using the supplied AC charger with a domestic three-pin plug.

However, after 15 hours the charge only increased from 52 to 65 per cent for just 76km of extra driving range, so we would recommend installing a dedicated wall box for faster home charging.

In total we covered 297km across our usual mix of suburban, city and highway driving with average energy consumption just under the Cadillac's official figure, so based on our test results a driving range of around 500km per charge is credible.

GMANZ claims 7.4kW AC charging can add up to 43km of range per hour, which increases to 94km with 22.1kW charging. And up to 128km of range can be added in just 10 minutes using 190kW DC fast charging.

I really wanted the AMG EQE to be crazy-fun like its petrol-powered cousins but while it has the specs to support that wish, it never feels wild.

That's not necessarily a bad thing, just unexpected for an AMG model. The 53 is still one cool customer and its composure on the road is wonderful but it's a model that a grandparent could get into and not feel overwhelmed by. Power is smoothly delivered and when you need to take off, it responds eagerly .

Steering is firm and responsive but it’s the rear axle steering that makes the EQE53 feel nimble in the city or a tight car park despite its bulky size. It corners well, without much roll and you can tackle a winding road at speed with confidence.

The ride comfort is very good with minimal outside noises finding their way inside and the suspension is plush without feeling like you’re floating on top of the road.

The visibility is mostly good but the wide A-pillar is annoyingly in the way for my driving position and I have to duck my head around it to see clearly on roundabouts.

The 360-camera system is top notch but the camera angle turns when you move the steering wheel, which takes some time to get used to. Otherwise, the EQE53 is an easy one to park.

The driving position is supportive and comfortable with multiple power-adjustment of the seat and steering wheel ensuring people of most heights and girths can enjoy luxurious travel.

The low dashboard height ensures vision to the front of the bonnet and its array of physical buttons, knurled dials and knobs minimise touchscreen use, which makes driving far less distracting than having to search through digital menus.

It’s very quiet given its electric drivetrain. Most noise emanates from the tyres but that is also minimised by the audio system’s noise cancellation technology and the cabin’s effective acoustic insulation.

Ride quality and handling are excellent thanks to the Lyriq’s suspension refinement and close to an ideal 50-50 weight distribution mostly influenced by the positioning of its drive battery.

This battery’s considerable heft (we reckon it weighs at least half a tonne) also creates ample sprung weight to assist the suspension in smoothing out bumps and its underfloor location ensures a low centre of gravity for surefooted cornering.

Standing start acceleration is more than impressive for a luxury car weighing almost 2.7 tonnes, with instantaneous torque from its two electric motors helping to propel the Lyriq to a neck-straining 100km/h in about five seconds.

This spirited response creates a sporty and engaging drive that belies the vehicle’s weight, particularly in Sport mode with its sharper throttle response and firmer steering feel.

We also like the choices for regenerative braking which include ‘One Pedal Driving’ mode with 'Normal' and 'High' settings, both of which make the quartet of disc brakes largely redundant (the High setting feels like heavy pedal braking) while optimising battery charge. There’s also a small paddle on the steering wheel which increases regenerative braking in response to the amount of finger pressure applied to it.

Our only criticism from a driver’s point of view is the absence of a head-up display (HUD) and traffic sign recognition (TSR), both of which are notable omissions for a prestige vehicle in this price range.

The Lyriq does not come with an ANCAP rating (typical for small volume production) but has a suite of passive and active features like multiple airbags including dual head side-curtains, AEB with intersection/front pedestrian/cyclist detection, lane-keeping, a 360-degree camera, parking assist, tyre pressure monitoring, adaptive cruise control and lots more. The rear bench seat has ISOFIX child seat anchorages on the outer seating positions and top tethers across all three.

In this part of the market it's fair to expect a head-up display and traffic sign recognition as standard but both are missing in action. 

The EQE SUV is offered with a five-year/unlimited km warranty, which is not unusual for its grade level but it has a longer-than-usual battery warranty of up to 10-years or 250,000km.

You can pre-purchase a three-, four- or five-year servicing program. The three-year program costs a flat $2240, while the four-year program costs $3525 and the five-year option costs $4085.

All pricing is pretty competitive for the class but servicing intervals are odd at every 12-months or 25,000km as it's typical to see intervals on EVs at 24 months.

The Lyriq comes standard with a five-year/unlimited km warranty including five years' of roadside assist, while the propulsion battery is covered by a separate eight-year/160,000km warranty.

Scheduled servicing is every 12 months/12,000km whichever occurs first, with costs for the first five years of scheduled servicing or five scheduled services included in the vehicle’s purchase price. These servicing terms are generous for this segment, although some rivals offer similar enticements like Audi’s six-year ‘complimentary’ servicing for its Q8 e-tron.

GMANZ has a national network of 45-50 dealerships across most capital cities and some regional areas but not all offer vehicle servicing.