Volvo XC40 vs Mercedes-Benz EQ-Class

What's the difference?

The Volvo XC40 Recharge Twin Motor is a cute small electric SUV that offers a decent specs list and a sweet urban driving experience. It’s not the nicest ride on a longer journey but it does have a decent range to be able to tackle one, if needed. I didn’t love the interior design but there’s lots the XC40 gets right.

When I was telling my colleagues about the Mercedes-Benz EQC my summary was, basically, it’s the best electric luxury car I’ve driven. 

It’s plusher than a Jaguar i-Pace, more polished than a Tesla Model X - indeed, it feels like a different kind of electric car to both of those models. It’s an impressive foray into the segment, and we can’t wait for the chance to put it against some like-minded electric European luxury SUVs at some point in the future.

The XC40 Recharge sees some design changes from its fuel-based counterparts and that’s mainly seen in the front because you get a body-coloured panel instead of a standard grille. The 20-inch alloys feature a chunkier-looking design but the front still boasts the cool ‘Hammer of Thor’ headlights (which I'm rather fond of).

The interior is where the electric powertrain loses me because the fuel-based equivalent is so much nicer inside with its leather-accented upholstery and trims.

It's lovely that there has been a conscious effort to use recycled materials and non-leather upholstery throughout but I'm left with the strange-feeling that synthetic seats don’t reflect the grade or price level of this car. 

Other than the cool-looking topography inserts on the dash and front doors and the 9.0-inch vertical multimedia system, it’s pleasant but a little basic in the cabin. Which is shame because the exterior is cute as hell.

The Mercedes-Benz EQC is entirely different to what we expect from the brand, but it’s really what we expected all along when it came to an electric SUV from the Daimler stable.

It is sleek, streamlined and smooth, with panels that almost look like they’re formed from liquid. And it has the eco-edgy graphics you’d expect, with a specific grille treatment (yes, a real grille), headlights that are unlike any other Benz (they even have an LED that runs the width of the grille), and a rear-end style that looks almost like it was penned with another Stuttgart-based brand in mind… Porsche. I’m talking about Porsche.

But one thing that I really love about the EQC is its moustache. It's more prominent when the car is finished in white paint, but there’s a moustache that former Daimler chief Dieter Zetsche himself could be envious of. And he had one helluva soup strainer.

It is clearly made to be slippery, despite essentially sharing its underpinnings with the more conventionally angular - yet still rounded-edged - GLC SUV.

While it is a nicely styled gizmo, I found there are some things that could be annoying.

For instance, I was trying to plug in at night in a dark area, and while there is a small light above the charge port, other EVs have a light that actually illuminates the area where you’re plugging in. 

And also, the plug port is on the driver’s side. If, like me, you had to charge up with the car on the street, it just adds a little bit more anxiety to the whole situation. I shudder to think what could happen if the charger was hit by a passing car - folding the mirrors in is one thing, but you can’t fold the power cable! The lead for the charger is long, thankfully. 

I know, most people (maybe even all people!) who buy and EQC are going to have undercover parking in a garage or carport, but it’s still worth remembering that the filler isn’t on the kerb side like a number of other EVs. 

It has almost identical dimensions to that car: 4774mm long on a 2873mm wheelbase, with a width of 1884mm and a height of 1622mm. For context, GLC is 4669mm long, same wheelbase, a bit wider (1890mm) and just a little more height (1639mm).

What about interior design? Well it’s also familiarly different, with a number of changes to the materials used but still the same tech and comfort you’d expect. Check out the interior images in the section below.

Front passengers enjoy the most space and I have plenty of head- and legroom up front. It’s a really easy car to get in and out of and the individual storage is very good for the class. 

Front passengers enjoy a glove box, middle console with a removeable bin, two cupholders, utility tray and skinny drink bottle holders in the storage bins in the doors.

In the rear, passengers get map pockets on the backs of the front seats, two cupholders in the fold-down armrest and small storage bins in each door.

The synthetic leather-trimmed seats look neat and tidy but are very hard in the cushion, which makes them a tad uncomfortable on longer trips. The rear seats are much the same.

Charging options throughout the car are good with the front enjoying a 12-volt port, two USB-C sockets and a wireless charging pad to choose from. The rear also gets two USB-C ports and there's another 12-volt outlet in the boot.

The rest of the technology is easy to use once you spend some time with it. The 9.0-inch touchscreen multimedia system features built-in Google Maps, Assistant and Play Store apps, as well as, YouTube.

The 12.0-inch digital instrument panel isn’t customisable but I like the way it pulls through the satellite navigation screen and directions.  

Because of the dual-motor powertrain, your boot capacity drops to 419L from 452L for the single-motor variant. It is large enough for my grocery shop and random errands and you can fold the floor up to create a deep storage well for additional space. Fold the 60/40 split-folding rear seat and available space expands to 1295 litres.

I don’t like the hardened cargo liner, it feels and looks a little cheap, but I do like the powered tailgate. There’s also handy frunk storage of 31L, which is perfectly sized for any charging cables you will have.

If you’re thinking the EQC looks like a seven-seat SUV, you’re wrong. It’s a five-seater, with a decent sized boot, too.

The luggage capacity is 500 litres, which is decent for a car of this size, but bear in mind there is no spare wheel under the boot floor. 

Rear seat space is reasonably spacious for someone my size (182cm) sitting behind their own driving position, with decent knee and toe space. Headroom is not terrific, though, and anyone taller will need to watch their head as they get in and out of the car as the top sill eats into space quite a bit. 

Any middle-seat passengers might find the room a little less likeable, as the transmission tunnel intrudes quite a bit. Those with big feet might find shoehorning themselves in and out a bit of a challenge as the sills are quite large, and our car even had optional ($1200) “aluminium-look running boards with rubber studs” - side steps, essentially. They get in the way, too.

But if you’re just sitting two abreast in the back the seat comfort is really good, the trim quality is excellent, and there is a flip down armrest with the storage bin and pop out cupholders. There are rear air vents (no climate control adjustment in the back, though, and no USB charging either), and there are two map pockets, plus bottle holders in the doors. Up front you will find a mix of familiar elements if you’ve sat in any recent Benz model, but a few unique finishes and trim elements that might be new to you.

There’s a beautiful horizontal fin theme that runs around the cabin, as well as the now-traditionally audacious looking Burmester sound system speaker covers. They don’t quite gel with the aesthetic, to my eye. 

The dash-top material - “fine surface texture”, as Benz calls it - is unlike anything else we’ve seen from the brand, it’s kind of like a soft silky slippery fabric trim. While there are lovely copper trim elements that just add something visually entertaining and appealing to the space.

There is a large covered centre console bin with 2x USB-C charge points and there is an additional USB-C upfront next to the wireless phone charger. The Mercedes touchpad system that aligns with the MBUX media screen is reasonably easy to get used to, but being a Benz there are plenty of options for usability - the centre screen is a touch-capacitive unit, or you can use the steering wheel-mounted controller on the left side of the wheel to control the middle screen. The right thumb controller manages the driver info screen.

It was mostly very easily managed, although the menus did get stuck at times for me - mainly in the section around the energy consumption. Plus I tried the whole “Hey, Mercedes” command thing, and it failed on numerous occasions. 

The EQC is available in two separate lines at the moment. The first is the standard EQC 400, which has a list price of $137,900 plus on-road costs, and then there’s the Art Line edition for $143,800.

There’s no haggling, either. The EQC is part of Benz’s standardised pricing model, and there are nine dealerships/retailers Australia-wide that handle orders for the EQC. Or you can buy it online, if that’s more convenient! However, as we reported at the Australian launch of the EQC, the wait time can be long - up to seven months from clicking ‘order’ to the car arriving in Australia.

What will you get if you do order an EQC? It’s hardly an affordable midsize SUV, but you’re paying for new technology - and you’re getting a pretty well kitted-out car, too. 

The standard equipment list includes the AMG Line exterior package, 20-inch alloy wheels, LED headlights and daytime running lights, and a sunroof. 

The interior gets the AMG Line treatment with leather upholstery, as well as a 13-speaker Burmester sound system, keyless entry, push-button start, electric tailgate, a head-up display, Mercedes-Benz’s MB-UX media system with twin 10.25-inch screens including Apple CarPlay and Android Auto smartphone mirroring tech, DAB digital radio, sat nav and the option of augmented reality navigation instructions. That system also incorporates Mercedes-Me Connect online capability, including web search. 

There’s also an ambient lighting system with 64 colour choices, dual zone climate control, and heated front seats with electric seat adjustment and memory settings. 

Thrown in for nix is a five-year Chargefox subscription. Chargefox is Australia’s largest car charging network, with fast charger stations stretching from Cairns to Adelaide (and there’s a cluster in WA as well). 

There’s also a comprehensive safety technology suite included. All the details are covered off in the safety section below.

How about rivals? Well, its most natural competitors include the Jaguar i-Pace (from $124,100) and Tesla Model X (from $133,900), and there'll be an Audi e-tron electric SUV on sale in Australia by the end of 2020.

You might also think about the not-quite-fully-electric likes of the Volvo XC60 T8 plug-in hybrid (from $98,990), or even the plug-in hybrid Mercedes GLC 300e (from $83,500). 

The XC40 Recharge Twin Motor features two electric motors which are powered by a large 82kWh lithium-ion battery and produce a combined power output of 300kW and 670Nm of torque.

Which is downright fun because it can do a 0-100km/h sprint in just 4.8-seconds!

The EQC has a power output of 300kW and it has 760Nm of torque, which is enough to see its claimed 0-100km/h acceleration pegged at just 5.1 seconds.

The EQC’s top speed is 180km/h (limited for the sake of the batteries), and it has an 80kWh lithium-ion battery pack.

It uses a pair of asynchronous motors - one front, one rear - and they can alternate to do what’s best in the situation - be it working in 2WD (RWD or FWD), or in AWD. 

If you’re thinking about an EQC as a towing option, the towing capacity is 750kg for an un-braked trailer and 1800kg for a braked trailer.

The official energy consumption figure is 19kWh/100km and I averaged 19.2kWh over a fair mix of urban and open-road driving. The energy consumption isn't bad but some rivals do sit closer to that 16.5kWh mark.

The official driving range is up to 485km for this model but I only ever saw a top range of 410km. That's not terribly surprising given I wasn't shy with the power use but there was a little bit of range anxiety on longer trips.

The XC40 Recharge Twin Motor has a Type 2 CCS charging port which means you can benefit from faster charging speeds. On an 11kW AC charger you can go from 0-100 per cent in eight hours but on a standard three-pin house plug socket expect that wait time to go up significantly.

On a DC fast charger expect to go from 10-80 per cent in as little as 33-minutes.

With an 80kWh battery pack and a Type 2 CCS plug (up to AC 7.4kW / DC 110kW) the charge times vary pretty greatly depending on what output you’re powering up from.

Mercedes-Benz says a DC fast charging station should be able to replenish the battery bank in 1 hour 22 minutes (at a maximum of 110kW, though some Chargefox stations offer charge rates up to 350kW) while an AC charging station (like you’d find in car parks) or Mercedes-Benz’s own Wallbox system should take about 12 hours 13 minutes.

Charging from a regular household powerpoint is a last resort option. It is claimed to take 46 hours 40 minutes from empty to full (230-volt outlet, 10-amp/2.3kW). I plugged in to a powerpoint in my house and the car’s info display was stating it would take 9.5 hours to achieve the remaining 16 per cent of charge. It didn’t get to 100 per cent before I had to unplug, however.

My not-so-urban test drive loop commenced with 97 per cent of battery charge and an indicated range of 363km available. The idea was to get a feel for the “range vs reality” of the situation, so I did it in Comfort drive mode with the climate control active and no intent to either thrash the vehicle or baby it to save battery.

My drive ended with 36 per cent indicated charge remaining, after I’d covered 231.6km. That means, based on the car’s own algorithm, that it would have covered 315km before the battery was depleted, which is a long way short of the claimed 434km range.

The indicated energy consumption was 20.8kWh/100km, which is ‘thirsty’ for an EV. On our recent electric car comparison test, the most efficient of our EVs - the Hyundai Ioniq Electric - used just 13.0kWh/100km. Yes, I know the EQC is a lot heavier (2425kg kerb weight), but even the Tesla Model 3 was notably more efficient (18.5kWh/100km) than the EQC over very similar terrain and driving.

However, our testing saw us return an even better consumption rate than Mercedes-Benz’s claimed figure, which is 21.4kWh/100km.

Like the Polestar 2 there’s no ignition button on the XC40. You shift into drive to ‘turn on’ and after you park, you simply get out to turn it off. It takes a little while to get used to but it’s a cool feature. 

The twin motors deliver a hefty kick and you never worry about not having ‘enough power’. In the city it’s zippy but on the open-road you also feel comfortable getting up to speed or overtaking because the power distribution is so well-balanced because it’s an AWD.

I customised my steering wheel ‘feel’ to firm and it makes the handling crisp and direct. You feel like you’re in total control whenever you have to tackle be it tight streets or small car parks.

The blind-spot visibility is compromised by how wide the B and C-pillars are and I find that I'm relying a lot more on the blind-spot monitoring system to compensate.

The XC40 loses a few points for me in terms of ride comfort. As mentioned, the seats aren't terribly comfortable but the suspension is hard enough that you notice every bump, as well.

Road noise is also quite pronounced and it doesn’t sound refined when you drive at higher speeds, which is a shame. The flip-side, though, is that you don’t notice those things as much on short, urban trips.

The standard regen braking isn’t customisable and you don’t notice it until you switch over to a 'one-pedal' function. I found this function uncomfortable to use as it’s very aggressive and creates a jerky driving experience. 

Because of its 4440mm length and tiny 11m turning circle, you won’t struggle in a car park! The 360-degree view camera system and front and rear parking sensors make it easy to navigate a tight spot.

This is a joy to park. It’s so easy.

If you have a garage and a Wallbox connector, there’s no reason the Mercedes EQC couldn’t be a terrific option as a commuter, a second car, or even your primary vehicle. 

The thing with all electric cars is that it’s about settling into a rhythm. If you use the car to commute to work, maybe you can charge it there. Or you might have a solar array and charge at home.

No matter the situation, you’ll be getting a rather nice vehicle to live with, based on my week with the EQC.

It’s a plush car, that’s for sure. The silence it offers is truly relaxing, and there’s effortless torque to pull you away from a standstill. The way you can build pace to overtake, the rush of noise-free acceleration, is pretty astounding. Perhaps not as visceral as in a GLC 63 AMG, but it’s still an experience.

The steering is direct and doesn’t require much thought, though it does lack a little bit of feel. But it’s easy to predict and quick to respond, making for pleasant progress around town. It’s easy to park, as well, with a great surround view camera system, as well as front and rear parking sensors. And if you’re not confident, the car has semi-autonomous parking, too.

The brake pedal feel takes some acclimation, because it responds pretty well, but the action is hard to modulate at times. That is partly due to the brake regeneration system, which actively captures energy that would have otherwise been lost during braking. You can adjust the level of aggression of the regen brakes, too, by tapping either the up or down shift paddles. The most aggressive setting will almost pull you up to a halt from urban speed without any brake pressure required.

The suspension of the EQC feels more settled than the last GLC I drove, and that could be in part due to the extra weight and stiffness of the battery cell under the body. The centre of gravity feels low, and it feels stuck down to the road in most situations.

The ride is mostly fine, but with big 20-inch wheels and low profile tyres, it can jar on hard edges. I also noticed that it can feel a bit unsettled at higher speed, as the body moves around - from side to side - more than I would have expected. It deals well with undulation changes and big dips, and if the surface is good, so are the comfort levels in the cabin. 

It’s a Mercedes-Benz, so as you’d expect the safety offering is comprehensive and extensive. 

The EQC received a five-star ANCAP crash test rating in 2019, scoring highly for child occupant protection in particular. But it also has all the safety assist nannies you’d expect, too.

There is autonomous emergency braking (AEB) with forward collision warning that works from 7-200km/h, plus active lane keeping assistance from 60-200km/h and lane departure alert, along with active cruise control, blind spot monitoring, rear cross traffic alert, rear AEB, driver fatigue monitoring, auto high beam lights and tyre pressure monitoring. 

There are nine airbags (dual front, front side, rear side, curtain and driver’s knee), and the EQC has a pair of ISOFIX anchor points for baby seats and three top-tether points to affix child seats.

The ongoing costs are pretty solid with the XC40 coming with a usual five-year/ unlimited warranty term but the drive battery is covered for eight years/160,000km.

You can pre-purchase a five-year/150,000km servicing program for a flat $3000 or an average of $600 per service, which is a bit expensive for the class. Servicing intervals are great at every two-years or 30,000km, whichever occurs first.

You get complimentary roadside assistance for five-years through Assist Australia and if you meet certain criteria, you can extend that by a further three years, which is handy.

It mightn’t have the same method of propulsion as a petrol or diesel Merc, but it has similar service requirements. You still need to take it to the workshop for maintenance every 12 months - or every 25,000km! - whichever comes first.

Owners can either pay as they go for servicing, or pay up front and bundle it into their finance. The upfront rate is $1350 for three years/75,000km. Pay as you go will peg you along at $450 (year one), $750 (year two), $450 (year three). 

When the EQC launched it came with a three-year/unlimited kilometre warranty plan, but that was recently updated to a five-year/unlimited km plan, bringing Benz inline with the likes of Korean luxury maker Genesis, not to mention the majority of mainstream car brands.