Living with the EQA 250+
Review by Jacob Lerklint
We reckon the Mercedes-Benz EQA is a decent premium electric car that feels more up-to-date thanks to recent upgrades. It's by no means perfect, however.
With an attractive design - albeit one not noticeably different from its fossil fuel-powered sibling – and a cabin that looks a step above the mainstream, you can see where your money goes. The new cabin technology is a bit more fiddly than before, however, and while it's decently roomy for passengers luggage space is at a premium.
On the road the EQA is quiet and smooth rather than fun to drive or fast. A BMW iX1 is much more agile, while an Audi Q4 e-tron also betters the Mercedes for outright comfort and handling sophistication. And while there's a lot of desirable kit that's extra, and while the 250+ offers a great range the EQA doesn't charge all that quickly.
It’s often the case that the slower, single motor variants of electric cars can go further on a charge than the more powerful models that use the same battery pack. That's the case with the EQA 250+, which replaced the 250 model in 2022.
This version's upgraded battery boosts the range to a highly competitive 530km on a charge. That's a longer range than any BMW iX1 and the single motor Volvo XC40 Recharge, and matches the Long Range Tesla Model Y.
The EQA 250+ model lacks the startling performance of the dual motor 4MATIC versions, but both of these still use the older batterypack, meaning a range of 420km for both 300 and 350 models, depending on spec. Again that’s up there with the iX1, but dual-motor versions of the Volvo and Tesla (plus numerous non-premium models) can better it significantly.
At least efficiency is boosted by the standard-fit heat pump on every version of the EQA. Given Mercedes-Benz likes to make you raid the options list, it's good to see this fitted to ensure range losses in cold weather are minimised with a more efficient heating system.
At launch in 2021 every version of the Mercedes-Benz EQA came with a 67kWh battery pack. However, the EQA 250+ brought a further developed 71kWh pack in 2022. It's strange that, in 2024, the dual-motor 300 and 350 models are still sold with the smaller pack.
Alternatives like the Volvo XC40 Recharge, and Audi Q4 e-tron offer larger battery options with longer range, but the 250+ model makes the most of its size with good efficiency.
Unlike some rivals there’s no fancy electric opening mechanism for the EQA’s charge door – it’s just a simple push to open flap. However, you could argue that’s one less thing to go wrong.
The Mercedes-Benz EQA falls behind many of its rivals when it comes to peak charging speeds on rapid chargers, however. The 100kW peak is an underwhelming figure, although real-world testing has shown it is actually possible to beat that speed slightly using the fastest chargers.
Nevertheless, most competitors easily exceed that, with brands such as Kia and Hyundai offering more than double those peak speeds, and Tesla managing 250kW from dual-motor Model 3s. We'd expect to see at least 150kW peak speeds from a premium EV in 2024.
What charging tests have shown is that the EQA has quite a flat charging curve, however, so you can charge near the peak for longer than some EVs. And because the battery isn’t huge, a 10-80% charge takes just over 30 minutes - a reasonable figure.
11kW AC charging is standard across the EQA range, allowing you to make the most of three-phase destination charging. However unlike some alternatives there's no option to upgrade the on-board charger to 22kW.
There’s little cause for complaint in the front of the Mercedes EQA, with broad or tall passengers finding plenty of space and a comfortable seating position. The optional panoramic sunroof doesn’t eat into headroom because the EQA's body is quite tall, too.
At first glance there’s no issue with space in the back, with the same level of head and legroom as you’ll find in the Volvo XC40 Recharge. That’s great, but as an adult you’ll climb in and wonder why you can’t quite get comfortable. Well, while outright space is fine, the floor is mounted rather high so the battery pack can sit underneath. Mercedes hasn’t raised the rear bench (presumably to keep headroom plentiful) but this pushes rear passengers’ knee positions much higher in the car.
As a result, even adults of average height will find themselves in a bit of an odd position, with their thighs angled upwards off the seat base. Really tall folk will feel like their knees are round their ears. It’s not such an issue for many rivals, but then again if you’re planning on using the EQA to carry children then it’sunlikely to be a big day-to-day issue. Another feature notable by its absence is individual sliding and reclining rear seats.
Cabin storage is good, with door pockets big enough for large water bottles, good-sized cupholders hidden by a sliding cubby alongside a wireless phone charging pad, a decent glovebox and a deep area under the centre armrest. In the rear those door bins are smaller, but you do get a netted holder behind each front seat, some cupholders in the armrest and swanky-looking adjustable air vents.
It's not quite as good news in the boot. Again, because the EQA is based on a combustion engine model, the batteries sit under the floor and so underfloor storage is reduced to a shallow area for your charging cables. Compared to its closest rivals, outright boot capacity is disappointing at 340 litres. You get more in pretty much every main rival, and you'll even find a roomier boot in the MG4 hatchback, as an example.
Better news is that you do get 40/20/40 split-folding rear seats (allowing long items to poke through the middle of two passengers), a square load area and no load lip. Sadly, there’s no front boot like you’ll find in some EVs.
Don’t expect radical when it comes to the inside of the EQA. Shunning the love-or-hate minimalism of Tesla, Mercedes has kept things nice and familiar so it’s like slipping into your favourite pair of slippers. That is, if you’re familiar with the cabin of a modern Merc.
Material quality is largely excellent, while the design is really smart and we love the attention-to-detail of the ambient lighting at light - even the air vents are bathed in a cool glow with multiple colours to choose from
If we were being picky, we’d say there’s a few cheaper bits of trim lower down that mark it out as an entry-level Mercedes-Benz. But generally it’s a classy affair inside, beating the Audi Q4 e-tron for sense of occasion. There are also a wide variety of optional extras, whether it be trim upgrades or additional kit, that are often standard on alternatives.
The basics are correct, too, with a widely adjustable driving position. Visibility is difficult to fault all-round, too, as you sit quite high and have a chunky glass area.
At first glance it may appear nothing has changed in the cabin of the 2024 EQA, but look below the main dash area and you'll notice something missing. Mercedes used to offer a raised trackpad that operated a bit like a laptop mouse pad, and it was surrounded by useful shortcut keys. The idea was that you could use the touchscreen or the trackpad depending on what you prefer.
We're disappointed that this has been ditched for the updated car, leaving behind a fairly useless tray and fewer physical shortcuts. It's not as if the touchscreen is adapted to suit - it's not huge by today's standards and is a bit of a stretch for tall drivers to use on the move. Still, the actual interface is still very good once you've adapted.
Every version gets a 10-inch centre display mated to another 10-inch digital dial display, connected in a single glass unit so it looks like one continuous screen. It’s smart and has high quality graphics, along with plenty of features. It was one of the best on the market in 2021 when this car came out, but today alternatives like the BMW iX1 have even more slick-looking tech.
Losing that trackpad means you're left with two ways of using the EQA's system, and the menus in the touchscreen take a bit of getting used to to find everything. Don’t want to take your hands off the wheel? You can activate the voice control by saying ‘Hey Mercedes’, with various natural commands that work better than most voice activation systems.
While we rate that Mercedes has kept some physical controls below the screen for various climate functions, the 2024 updates also change the design of the steering wheel. Rather than a mix of physical buttons as before, you now get small touch-sensitive buttons spread across four separated bars on the wheel. It's a backward step in our eyes, as even with a week to get used to them they're fiddly and can be easily activated by accident.
Wireless Apple CarPlay and Android Auto connectivity also feature if you’d rather hook up your phone and use Google Maps or Spotify. A strange omission is wireless smartphone charging (optional until you spec up to AMG Line Premium trim), but you do get no fewer than five USB-C connections around the cabin.
Similarly, advanced tech such as a head-up display and augmented reality navigation aren't standard until you get to the top trim levels. Meanwhile the standard audio system is a decent nine-speaker setup, while higher-spec models get upgraded ten or twelve-speaker premium audio.
If you’ve driven EVs before you’ll be familiar with the instant acceleration, but if you’re new to the electric world then it’s worth noting that all the power comes immediately the instant you hit the throttle. There’s no gearchanges or turbo boosting to wait for.
That’s why the leisurely 8.6-second 0-100kmh time quoted for the Mercedes EQ 250+ isn’t as bad as it seems, because it feels pretty perky most of the time. Even so, on faster roads there’s merely adequate rather than sparkling pace. More of an issue are rivals such as the Volvo XC40, Kia EV6 and Tesla Model Y, which are all noticeably quicker in every guise and feel it.
You’ll need to sacrifice range by opting for the faster 4MATIC models. The dual-motor EQA 300 manages a more respectable 7.7 seconds from 0-100kmh, but it’s only really the 350 with its 6.0-second time that feels like a vaguely sporty premium car.
On the braking side, we do like the adjustable regenerative settings via steering wheel paddles including an ‘auto’ mode, which uses cameras, radars and GPS data to predict when you need stronger brake regen. There's not quite full one-pedal drive but the strongest regen mode is quite severe.
What we don’t love is the feel of the brake pedal itself, which can be inconsistent at times and makes for slightly jerky progress.
In isolation the Mercedes-Benz EQA is comfortable and handles tidily enough. It’s only when you drive similarly priced electric cars alongside it that you realise it’s merely average in most respects.
Around town first impressions are decent, with that good visibility helping you place the car on the road and light steering aiding manoeuvres. Front and rear parking sensors and a reversing camera are standard, too, with a full 360-degree camera system on the options list.
The EQA has soft suspension, which should mean a comfortable ride, but the car doesn't smother big potholes or broken tarmac as well as alternative like the Q4 e-tron. It's not as firm as a BMW iX1 or as harsh as a Tesla Model Y, but neither is it particularly settled.
The EQA is quite tall and heavy for its size, so there’s a fair bit of lean in the corners. This, combined with the steering that’s accurate but artificial, doesn’t inspire much confidence. So, if you’re a keen driver we’d look elsewhere. If you like the EQA in other areas and want some driving improvements, though, then tick the option box for adjustable suspension, and selecting Dynamic mode does to make it a bit more surefooted.
As with any electric car progress in the Mercedes-Benz EQA is smooth and quiet. There’s a touch of motor whine when getting up to speed, but it’s never intrusive. Road noise is kept well in check, and on the motorway wind noise is nice and low, too. It feels every inch the premium product in this respect.
There are a number of similar competitors to the Mercedes-Benz EQA, but the key ones in terms of pricing and premium image are the Audi Q4 E-Tron the BMW IX1, the Volvo XC40 Recharge and the Tesla model Y.
However, if you can live without a posh badge on the car key you’ll find some better value options such as the Kia EV6 and the Ford Mustang Mach-e. These still offer a distinctive design and high-tech cabin. Further options include the Volkswagen ID.4, Toyota BZ4X and the Nissan Ariya.
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