Mercedes-Benz C-Class vs Mercedes-Benz EQA

What's the difference?

The Mercedes-Benz C-Class C200 is such a stylish sedan and I would totally have one. The driving performance, luxurious features and practical size made it a winning combo for my family. The price point is definitely up there but you do get a high-end build for the cash. I've seen bigger boots in other sedans and not being able to fit a third child seat will limit some families, but this still easily earns an 8.5/10 from me.

My son really loved this one. The ambient lighting was the highlight for him and he thought it looked like a "space car" inside. He gave it a 9/10.

The EQA is clearly a big step forward for Mercedes-Benz and the premium segment in general, with the EQA 250 offering compelling real-world range in an attractive package, although it is relatively expensive.

And for those buyers that like a little extra oomph, it will be worth waiting for the EQA 350, which will deliver much more spritely straight-line performance. Either way, the EQA should be taken seriously.

The C200 is a sleek and elegant steed.

Initially, you may think this is just a standard Merc showcase. There's the nice big badge on the pronounced nose. Beautiful sleek lines in the body... but it's the attention to detail that make this feel special.

There's a repeated badge motif in the grille and a cute cursive Mercedes logo tucked into the corner of the windscreen. The puddle lights on the doors project the badge at night time and you can often spot a badge etched into the LED lights.

However, it's the interior that's the highlight for me and I feel like it's a big step up from previous models I've been in.

Our model has the grey 'Artico' synthetic leather trim (says grey but it's really white) and a lovely mix of piano black and shiny chrome inserts that are set against soft touchpoints throughout.

The quality of the build oozes through every stitch and join. Don't even get me started on the cool customisable ambient lighting system inside, which makes this feel like you're on the set of Tron and really elevates the interior.

It's quite fun to build one of these in Mercedes' online configurator. You can customise your trims to make it feel like your own and their blue paintwork options are great (I do love a blue car).

Externally, it’s pretty easy to pick the EQA out from the GLA and the wider small-SUV crowd thanks to its unique front and rear fascias.

Up front, the EQA’s LED headlights are linked by a more expansive, albeit closed, grille as well as an LED light bar, to give off that seriously futuristic look.

But around the side, the EQA could be mistaken for another GLA variant, with only its unique alloy wheels, ‘EQA’ badge and some chrome trim helping to separate it from the pack.

That said, at the rear, there’s no confusing the EQA for anything else, as its bespoke LED tail-lights stretch from side to side to cut quite the striking impression, while the ‘Mercedes-Benz’ badge and number plate are repositioned.

Inside, though, you’d be hard-pressed to tell the difference between the EQA and GLA. Indeed, differentiation is only really achieved if you option the AMG Line package, which comes with unique backlit trim for the dashboard.

That said, the EQA is still a very nice place to be, with the premium feeling heightened by the soft-touch materials used on the dashboard and door shoulders, while the armrests are also comfortable.

Speaking of which, while Artico synthetic leather upholstery covers the armrests and seats to push the EQA’s sustainability story, Nappa leather (read: real cow hide) ironically trims the steering wheel. Make of that what you will.

The EQA makes a strong statement, though, with its conjoined 10.25-inch displays, with the central touchscreen and digital instrument cluster powered by Mercedes-Benz’s now-familiar MBUX multimedia system. Yep, it’s still arguably best in class.

I'm not going to lie – there are sedans out there that have an almost limo-like space inside but the C200 isn't one of them.

It's not small by any means and all occupants enjoy the comforts of decent legroom and headroom but it's not cavernous considering the specs (1437mm high/1820mm wide/4751mm long).

The optional panoramic sunroof does cut into the headroom for back seat passengers, which is something to consider if your family is very tall.

The storage is maybe a tad leaner-than-average for a car of this size. The glove box and middle console aren't massive but will suffice.

The cupholders up front can be removed if you need extra storage space for larger items and back seat passengers enjoy retractable cupholders in the armrest.

The way the front doors curve out creates a larger than normal storage bin and drink bottle holder – which help make up the difference. There is a dedicated phone pocket, to tuck it out of the way.

The boot space is 455 litres (VDA), which isn't as large as some others on the market but it was plenty big enough for my family's needs.

There's a handy under-floor storage pocket for smaller items, like the puncture repair kit, because you don't get a spare tyre in this.

When it comes to ease of use, my six-year-old loved not needing my help to get into his seat and he still enjoyed a decent view out of the wide back window.

The amenities in each row are good but not class-defining. Still, creature comforts have be well-thought through.

Front occupants enjoy heated seats and fantastic lumbar and under thigh support. Dual-zone climate control sorts out the temp, and the cool circular air vents that make loud audible 'clicks' when manoeuvred give the interior a jet cockpit vibe.

While I've never had an issue opening or closing a sedan boot, the powered lid was a nice feature to have this week.

The tech throughout is great and intuitive to use. The massive 11.9-inch touchscreen multimedia system is cool and is easy to use once you become acclimatised to Mercedes system.

The customisable digital instrument panel makes the driving experiences feel individualised.

The interior is a chilled out space with gentle scrolling touchpads taking the place of most 'push' buttons and dials.

Think of each surface as being a bit like a touchscreen tablet in how you operate it. I was a little worried the touchpads would be laggy but they're very responsive.

There's only one USB port in the whole car, which limits charging for other passengers but I did enjoy the easy connectivity of the wireless Apple CarPlay.

The electric heated front seats are a nice touch but I was amused by the 'kinetic' function on both. It's what you might call a 'massage' function on another car but here they don't really work. It's best to think of them as a way to do some (very) gentle stretching on a long trip.

The 360-degree camera view is super clear and crisp but the dynamic guidelines (which tilt the camera angle) are a bit too dynamic for my liking and I relied mostly on the bird's eye view to park.

As I've mentioned, the ambient lighting system creates a stellar atmosphere inside. I've often wondered why other car manufacturers haven't jumped on that bandwagon because it's a relatively cheap way of creating wow factor. And it generates massive wow factor in here.

Measuring 4463mm long (with a 2729mm wheelbase), 1834mm wide and 1619mm tall, the EQA 250 is on the larger side for a small SUV, although its packaging is compromised by its battery.

For example, the EQA 250’s boot has a below-average cargo capacity of 340L, which is 105L less than that of the GLA. That said, it can be increased to a more respectable 1320L when the 40/20/40 split-fold rear bench is stowed.

Either way, there’s no load lip to contend with when loading bulkier items, with the boot floor staying flat, no matter the storage configuration. Better yet, two bag hooks, a strap and four tie-down points are on hand for securing loose cargo.

And yes, while the EQA 250 is an all-electric vehicle, it doesn’t have a froot or frunk. Instead, its drivetrain components completely occupy the space under the bonnet, alongside some other key mechanical bits and pieces.

In the second row, the EQA 250’s compromises once again come to the fore, with the raised positioning of the floor leading to occupants more or less squatting when seated on the bench.

While under-thigh support is sorely lacking, nearly 6.0cm of legroom is available behind my 184cm driving position, while a couple of centimetres of headroom is on offer with the optional panoramic sunroof fitted.

The small central tunnel also means passengers won’t really be fighting over precious footwell space. Yep, the rear bench is wide enough that three adults will be able to sit abreast on a shorter journey.

And when it comes to young kids, three top-tether and two ISOFIX anchorage points are on hand for fitting child seats, so the EQA 250 can very much cater for the whole family (depending on its size).

Amenities-wise, the second row has a fold-down armrest with two pop-out cupholders, while its door bins can take another bottle each. Then there’s storage nets on the front seat backrests, and air vents, a USB-C port and a small cubby at the rear of the centre console.

In the first row, things are even better, with the centre console featuring a pair of cupholders, ahead of which are a wireless smartphone charger, a USB-C port and a 12V power outlet. And then the large central bin contains an extra two USB-C ports.

Other storage options include the decently sized glove box, while a staggered three bottles can fit in each of the front door bins. Yep, you’re unlikely to die of thirst in the EQA 250.

While the EQA line-up has launched with a single variant, the front-wheel-drive (FWD) EQA 250 will be joined by the all-wheel-drive (AWD) – and yet-to-be-priced – EQA 350 by the end of 2021.

We’ll go through all of the differences between the two later on, but for now, let’s see how the EQA 250 stacks up.

Priced from about $76,800, before on-roads, the EQA 250 costs almost the same as its main rival, the AWD Volvo XC40 Recharge Pure Electric ($76,990), although that model has higher outputs, more closely aligned with the EQA 350.

But when it comes to the EQA 250, it’s also priced about $7000 higher than the equivalent GLA 250, with its standard equipment including dusk-sensing LED lights, rain-sensing wipers, 19-inch alloy wheels (with a tyre repair kit), aluminium roof rails, keyless entry and a hands-free power-operated tailgate.

Inside, the central touchscreen and digital instrument cluster both measure 10.25 inches. with the 'MBUX' multimedia system offering satellite navigation, Apple CarPlay and Android Auto support, and digital radio.

Then there’s the 10-speaker sound system, wireless smartphone charger, power-adjustable front seats with heating, dual-zone climate control, black or beige 'Artico' synthetic leather upholstery, and ambient lighting.

Notable options include a panoramic sunroof ($2300) and the 'MBUX Innovations' package ($2500), which includes a head-up display and augmented reality (AR) satellite navigation, so the EQA 250’s value is questionable in more ways than one.

An 'AMG Line' package ($2950) bundles in a body kit, 20-inch alloy wheels, a flat-bottom steering wheel, front sports seats and unique backlit interior trim.

The C200 has a 1.5-litre, four-cylinder, turbo-petrol engine with an integrated starter-generator. 

What's that, you ask? So, glad you did. It's basically an electric battery that also acts as your starter... or alternator.

It smooths out vibrations from the engine and generates some power from braking. Making this a very mild hybrid. Note the 'mild'.

Is it powerful? Surprisingly, yeah. It has a maximum output of 165kW and 300Nm of torque. Combine that with the starter-generator and we have a powerful little engine that can push the C200 from 0-100km in 7.3 seconds, while still feeling like there's power in reserve.

The nine-speed auto transmission is damn smooth and there's no clunky gear changing at any speed. It's got great pick-up, too, for when you need to overtake or zip across traffic.

The EQA 250 comes with a front-mounted electric motor, which produces 140kW of power and 375Nm of torque. With a kerb weight of 2040kg to deal with, it sprints from a standstill to 100km/h in a respectable 8.9 seconds.

But if you’re after higher performance, the EQA 350 will add a rear-mounted electric motor for combined outputs of 215kW and 520Nm. It will be able to shift its 2105kg frame to triple digits in a hot-hatch-like six seconds flat.

The official combined cycle fuel figure is 6.9L/100km. Real world testing saw my figure at 7.2L, which was awesome for the heavy driving I did this week on a combo of urban and open-roads.

The light regen braking probably helps this coast comfortably into being a very efficient sedan for its size.

Minimum fuel requirement is 95 RON premium unleaded and you'll need 66 litres of it to fill the tank.

Driving range using the official consumption figure is around 950km, and 915km using our real-world number.

The EQA 250 is fitted with a 66.5kWh battery, which delivers a solid 426km of WLTP-certified range. Its energy consumption is 17.7kWh/100km.

On the other hand, the EQA 350 will use the same battery but will last 6km longer in between charges while requiring 0.2kWh/100km less juice along the way.

In my real-world testing with the EQA 250, I averaged 19.8kWh/100km over 176km of driving, which primarily took place on country roads, although time was spent in the urban jungle.

As such, I would’ve been able to get 336km of range out of a single charge, which is a solid return for a city-focused vehicle. And keep in mind, you’d be able to get an even better result without my heavy right foot.

When it does come to charging, though, there’s no difference between the EQA 250 and EQA 350, with their shared battery able to increase its capacity from 10 to 80 per cent in a commendable half an hour when using a 100kW DC fast charger with a CCS port.

Alternatively, the onboard 11kW AC charger with a Type 2 port will do the job in 4.1 hours, which means charging at home or the office will be a breeze no matter the time of day.

Conveniently, the EQA comes with a three-year subscription to Chargefox’s public EV charging network, which is the largest in Australia.

The steering feels solid and concise. The tyres seem like they're glued to the road, making winding roads downright fun to tackle. Oh, and the sharp 11 metre turning circle is wonderful.

The handling makes this your best friend in a car park. The lower ground clearance did elicit some unladylike grunts when I parked on a hill, but otherwise the wide door apertures makes it easy to get in and out of.

The only thing I would note is the low-profile ground clearance. Just be aware of your speed and angle when you handle car park ramps or road bumps in this. They are not your friends.

The EQA 250 is genuinely relaxing to drive. Of course, a lot of the credit for this must go to the powertrain, which excels within the city limits.

The front-mounted electric motor’s 375Nm of torque is nothing to be sneezed at, with its instantaneous delivery helping the EQA 250 get up to 60km/h quicker than most internal-combustion engine (ICE) vehicles, some sports cars included.

That said, the EQA 250’s smooth acceleration does become more leisurely as you approach and exceed highway speeds. It performs well enough, but if you want something that has more bandwidth, consider waiting for the more potent EQA 350.

Either way, the EQA 250 does an excellent job of regenerative braking, with Mercedes-Benz offering owners the power of choice. Simply put, if you want to drive it like ‘a normal car’, you can, and if you want to fully embrace zero-emissions driving, you can, too.

There are five modes to choose from, with D Auto using road data to work out the best approach, while the other four (D+, D, D- and D--) can be selected by the steering wheel’s paddle-shifters.

D offers the natural approach, with a slight amount of regenerative braking occurring when lifting off the accelerator, while D-- (my favourite) turns up the aggressiveness to (almost) enable one-pedal driving.

Yep, the EQA 250 can unfortunately only slow things down to a crawling pace and not a complete stop due to its annoying lack of auto-hold functionality for the electric park brake.

When you do need to use the friction brakes, like other all-electric vehicles, the transition to them isn’t the smoothest. In fact, they’re quite grabby initially.

Most drivers can probably fine-tune their inputs over time to counteract this, but it’s still a thing, nonetheless.

Handling-wise, the EQA 250 doesn’t exhibit that much body roll, considering it’s an SUV, although the underfloor positioning of its battery helps to lower its centre of gravity.

Speaking of which, the EQA 250’s two-tonne-plus kerb weight is undeniable when pushing hard through the bends, often causing understeer and therefore working against the driver.

Another factor to consider is grip, the EQA 250’s front tyres can be overwhelmed when encountering a heavy right foot off the line or out of a bend. The upcoming AWD EQA 350 is unlikely to suffer from the same problem.

What feels much sportier, though, is the EQA 250’s electric power steering, which is surprisingly direct when attacking the twist stuffy. It’s also appreciably light in hand, unless the Sport drive mode is called upon, in which case a decent amount of heft is added.

Despite stiffer springs dealing with battery’s extra weight, the EQA 250’s ride is also pretty comfortable, although our test vehicle had the AMG Line package fitted, with its 20-inch alloy wheels managing to catch road imperfections a little too easily.

Of course, the suspension set-up (independent MacPherson-strut front and multi-link rear axles) does come with adaptive dampers, but they’re best left in their Comfort setting, as the Sport mode reduces the ride quality while not meaningfully improving handling.

And as far as noise levels are concerned, without an engine labouring away, wind and tyre noise have become quite prominent in the EQA 250, although turning up the sound system does help to drown them out. Either way, more sound deadening would have been nice.

Neither ANCAP nor its European counterpart, Euro NCAP, has given the EQA, let alone the related GLA, a safety rating, so it’s yet to have its crash performance independently assessed.

That said, advanced driver-assist systems in the EQA 250 extend to autonomous emergency braking with pedestrian detection, lane-keep and steering assist (including emergency functionality), adaptive cruise control and speed sign recognition.

Then there’s high-beam assist, active blind-spot monitoring, rear cross-traffic alert, park assist, a reversing camera, front and rear parking sensors, 'Safe Exit Assist' and tyre pressure monitoring.

While that list is pretty impressive, it’s worth noting surround-view cameras form part of the optional 'Vision Package' ($2900), alongside the aforementioned panoramic sunroof and a 590W Burmester surround-sound system with 12 speakers.

Other standard safety equipment includes seven airbags (dual front, side and curtain plus driver’s knee), anti-lock brakes and the usual electronic traction and stability control systems.

The C200 comes with a five-year/unlimited km warranty, which is standard for the market.

There are multiple servicing options and on the five-year plan, the services average $1090 annually, which is quite expensive.

Servicing intervals are pretty good at every 12 months or a longer than usual 25,000km, whichever comes first.

As with all Mercedes-Benz models, the EQA 250 comes with a five-year/unlimited-kilometre warranty and five years of roadside assistance, which currently sets the standard for the premium segment.

That said, the battery is covered by a separate eight-year/160,000km warranty for that extra peace of mind.

Better yet, the EQA 250’s service intervals are relatively long, at every year or 25,000km – whichever comes first.

A five-year/125,000km capped-price servicing plan is available, costing $2200 in total, or an average of $440 per visit, which is fairly reasonable, all things considered.