MG Cyberster vs Mercedes-Benz Eqb250

What's the difference?

The Cyberster is certainly an impressive thing in a lot of ways, but if you were expecting a perfect sports car from MG, you'll be a bit disappointed. 

It's quite expensive if you're looking for a nice EV, but on the flip side it's quite cheap if being fast is your main concern.

If anything, the Cyberster is an exciting look at what the brand is capable of, even if it's a bit rough around the edges.

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.

MG reckons the Cyberster draws on the proportions of classic roadsters like its MG A and B from the ‘50s and ‘60s.

And I reckon that’s about where the comparison ends, really.

But don’t get me wrong, I think it’s got some pretty angles and nice elements.

It’s got the long bonnet, but its cabin isn't set so far back and its aerodynamic lines and curves probably weren't a priority back then either.

This is the standard colour, English White, which is more like off-white or cream or beige.

You can have a red roof on the lighter colours, white, silver, and grey, but red and yellow Cybersters have black ones.

The tail-lights at the back were inspired by the union jack, but they’re probably one of the elements on this car I'd put in the ‘tacky’ column.

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.

A three-screen dash sounds a little daunting at first, but it’s not that far from the giant screens in some new cars now.

The central 10.25-inch screen is info only, while the flanking 7.0-inch screens are touchscreens, as is the climate control screen in the console.

As much as I’m a fan of physical buttons where possible, this car shows that multiple screens means you don’t need many sub-menus.

Basically, this feels like a lot, but you get used to it relatively quickly.

And while it also seems like MG’s software has become more intuitive and less laggy, the placements of the screens is a little annoying - the side screens on the dash are blocked by the steering wheel, and the central touchscreen is a bit fiddly.

Like I mentioned, no wireless phone mirroring is a let-down and there’s not really an obvious place to put a phone, but the ability to level out the cup holders is kind of interesting and the central storage where the USB-A and C ports are is big enough.

There’s a narrow bit of storage behind the seats, but the boot is actually 249 litres and seems much more usable than you might expect.

It's also worth noting the Cyberster comes with an AC slow charging cable as standard, but not a DC fast-charging cable for plugging in at some charging stations.

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.

Tricky one, this.

Kicking off from $87,800 (all prices are before on-road costs), the EQB 250 front-wheel drive is nearly $24,000 more expensive than the 1.3-litre turbo petrol-powered GLB 200 FWD equivalent.

From a numerical power-output point of view, however, the GLB 250 4Matic (which adds a 2.0-litre turbo petrol engine and all-wheel drive) only costs $10,265 less, which evens things out a bit more.

But wait. To match the GLB 250 4Matic spec, you’ll need to tick the $2900 third-row seats option box in the EQB 250, while AWD is unavailable, even as an option.

An electrified future comes neither cheap nor without compromise, no matter how much you frame it.

At least that $87,800 (which sits neatly between the EQA and EQC EV SUVs) does bring some interesting technology, starting with a 140kW electric motor mounted up front, as well as a sizeable 66.5kWh battery with a rated range of up to 371km (WLTP).

For more power and AWD, you’ll need the EQB 350 4Matic priced from $106,700, adding a second, rear-mounted electric motor for all-wheel-drive traction, upping the power output ante to 215kW, though range drops slightly to 360km.

But the latter is not available in seven-seat form as in some overseas markets, due to weight-related packaging safeguards. Sorry. It’s 250 or nothing if you need a third row.

On the safety front, you’ll find Mercedes’ Driver Assistance Package that includes autonomous emergency braking, blind-spot monitoring, lane-keep assist and adaptive cruise control, as well as evasive steering and a ‘Parking Package’ featuring front and rear parking sensors and a surround-view camera.

Both models also boast LED headlights with high-beam assist, keyless entry/go, a Nappa-sheathed leather wheel, two 10.25-inch digital screens (for instrumentation and multimedia touchscreen), artificial leather upholstery, electric and heated front seats, dual-zone climate control, ambient lighting, ‘Hey, Mercedes’ voice control, a 10-speaker audio system, digital radio, wired Apple CarPlay/Android Auto, a wireless smartphone charger, a sensor-activated powered tailgate and alloy wheels (19-inch on 250 and 20-inch on 350 4Matic).

Keep in mind too that adaptive dampers are standard across the range.

Along with that second motor and AWD, the EQB 350 4Matic also adds a panoramic sunroof, sports seats, microfibre trim inserts, a flat-bottom steering wheel, illuminated door sills, a top-stitched dash and an AMG body kit.

For its first year on sale, the Edition 1 ($9100 extra on 250 and $3900 more on 350 4Matic) ushers in the AMG body kit on 250, Gold Rose 20-inch alloys, a Night Package with darkened highlights, illuminated sills, unique colour leather trim and vents, a different key, AMG mats and backlit interior elements.

Buyers of the EQB 250 can also choose other packs including an AMG Line Sports Package for $4300 and a $3000 Vision Package brandishing a Burmester audio upgrade and sunroof, while both models can be had with a $2500 MBUX Innovation pack offering a head-up display, MBUX Interior Assist that ‘senses’ hand gestures for the touchscreen and other functions, as well as MBUX Augmented reality for the standard navigation system.

At these prices, we'd argue they ought to be standard on every EQB...

There’s also a Mercedes-endorsed Wallbox option from $1710 if your home/work residence qualifies, bringing a Type 2 AC Charger, 22kW, single-phase and three-phase charging. A free Chargefox subscription is also expected to be announced shortly.

Direct, all-electric EQB rivals are very thin on the ground. Those optional third-row seats on the 250 are unique in the sub-$100K EV SUV field, with only the larger and more-expensive Tesla Model X offering the same. For now.

The EQB 350 4Matic, meanwhile, might offer a surprising amount of space and practicality, but at its six-figure starting price, it seems expensive for what you get.

Okay, here’s where the Cyberster gets impressive.

Its dual-motor set-up combines a 150kW front motor and a 250kW rear motor for a total of 375kW.

Peak torque is a hefty 725Nm.

All that is enough to get you and two tonnes of MG from zero to 100km/h in 3.2 seconds.

Sure it tops out at 208km/h, but the rush of hitting highway speeds is already enough to put your licence at risk.

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.

The MG Cyberster has a 77kWh battery and a claimed efficiency of 19.1kWh/100km.

While that means its claimed driving range of 443km relies on a bit of energy to be recuperated from braking, something you don’t really get on the highway, it actually works in the car’s favour during dynamic driving.

After 264km of driving on a test loop that included some urban but mostly highway and rural driving, the Cyberster’s trip computer displayed a 19.4kWh/100km average consumption.

The battery sat at 27 per cent, with 108km estimated range remaining.

While 443km of total range seems optimistic for a car that’s likely to be driven relatively quickly a lot of the time, the efficiency of the Cyberster held up better than you might have expected.

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.

There’s good news and bad news about the Cyberster from behind the wheel.

The good news is it’s quite easy to drive this thing very fast. 

The bad news is it feels like it would be quite easy to get sick of as a day-to-day car, depending on your situation.

The first thing I noticed is the seat feels a bit high, even at its lowest setting. That's likely due to the placement of the battery pack under the floor of of the car.

Following that, if you’re taller than me (I'm five foot 11), it feels like the wrong road surface will have you nudging your head into the roof liner.

That mechanical roof should take about 15 seconds to lower or raise, and that can be done at speeds up to 50km/h.

It could be a symptom of trying to keep 1985kg tied down, but some of Melbourne's highways and arterial roads between 70 and 100km/h had the Cyberster bobbing quite a bit.

But the suspension doesn't let individual bumps intrude too much into the cabin, so it’s not all bad.

Similarly, there’s good and bad when it comes to the steering and braking.

The first being that the steering seems pretty accurate, even though the feedback is a bit numb. 

The braking on the other hand is handled by some pretty capable Brembos up front that pull the heavy roadster up quickly, but don’t always clamp as hard as you might expect when approaching a traffic light at 60km/h.

But stopping’s one thing, and going’s another.

There are three main drive modes, Comfort, Sport, and Super Sport, which mainly alter the acceleration intensity. And they feel well calibrated.

Comfort keeps things calm and cruisy, Sport is plenty for the road, and Super Sport has the potential to draw the attention of the authorities.

There’s good adjustability when it comes to regen braking, and even a decent single-pedal driving mode.

Aside from a couple of particularly heinous roads, the Cyberster held mostly flat when cornering at high speeds, but the potential for its suspension to let its wheels lose their footing might - or should - stop you from pushing the MG too hard.

At high speeds, there’s a bit of wind noise that you really can’t complain about if you’ve just purchased a drop-top, but the noise, vibration and harshness is decent, all things considered.

My only gripe with the interior fit out is that the passenger seat wobbles a little, and rattles on the surface behind it before moving it forward.

It’s impressive what this car can do in terms of performance, it’s just a shame it’s not more playful.

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.

Tested way back in 2019, an EQB 250 in Europe scored a five-star crash-test rating with EuroNCAP, and that result is accepted by ANCAP.

Safety features include Mercedes’ Driver Assistance Package that includes autonomous emergency braking, blind-spot monitoring with an exit warning that alerts the driver of approaching cyclists or vehicles if the door begins to open into their path, lane-keep assist and adaptive cruise control, as well as evasive steering and a ‘Parking Package’ featuring front and rear parking sensors and a surround-view camera.

The AEB with forward collision warning works between 7km/h and 200km/h, and offers pedestrian and cyclist protection day or night. The Active Lane Assist tech operates between 60km/h and 200km/h.

The EQB has nine airbags, made up of front, pelvis side and window bags for driver and front passenger, side airbags for rear occupants and a knee airbag for the driver, while the side curtains cover third-row occupants where relevant.

Along with a trio of child-seat tether anchorages, the EQB’s rear seat base is fitted with two ISOFIX attachments, and another two if the optional third-row chairs are present. That’s pretty rare, even in people movers.

Finally, the EQB makes a sound for pedestrians and other warns other road users that’s audible at speeds below 20km/h, plus a reversing tone.

MG has a 10-year/250,000km warranty that’s pretty impressive by industry standards, and the warranty also covers its EVs.

It’s important to note that the convertible roof is one of a few items (including 12-volt batteries and light bulbs) that MG covers for less than 10 years. In the case of the roof it’s only five.

It’s worth closely reading the fine print before you crack into buying a car, regardless.

There are also ten capped-price services which occur every 12 months or 25,000km, ranging from $246 to $785. The average price per service is $503.40.

MG also offers free roadside assist for the period of the warranty.

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.