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Mercedes-Benz EQA Review 2026 | Top Gear

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Not fun to drive nor spacious in the back, the EQA is an EV bodge job. The interior's nice though

# data.attributes.metatag[].attributes.content
Not fun to drive nor spacious in the back, the EQA is an EV bodge job. The interior's nice though

# data.attributes.metatag[].attributes.content
Not fun to drive nor spacious in the back, the EQA is an EV bodge job. The interior's nice though

# data.attributes.metatag[].attributes.content
Not fun to drive nor spacious in the back, the EQA is an EV bodge job. The interior's nice though

# data.attributes.metatag[].attributes.content.description[]
Not fun to drive nor spacious in the back

# data.attributes.metatag[].attributes.content.description[]
the EQA is an EV bodge job. The interior's nice though

# data.attributes.metatag[].attributes.content[]
"description":"Not fun to drive nor spacious in the back

# data.attributes.metatag[].attributes.content[]
the EQA is an EV bodge job. The interior's nice though"

# data.attributes.field_cars_driving.value
It is properly quiet. At very low speed you can just hear the external pedestrian-warning hum, but from about 20mph to 40mph it's hard to discern what is contributing to the murmur. The tyres make only a gentle intrusion, the suspension thuds are subdued, and on the motorway there's little wind rustle.

Performance leans to the gentle side too. Getting to 62mph takes 8.6 seconds in the 250+ but that's front-loaded around the 10-50mph region. An overly smart departure from rest will alert the traction control, and beyond 60 things tail off. It has a 99mph top speed and doesn't want to go see what that feels like.

Is it comfortable?

The low-speed ride is a bit on the knobbly side. Still, you're not all that conscious of the bumps because you don't hear them. On country roads the stiff-set anti-roll bars mean it rocks from side to side a lot.

The suspension is sophisticated enough that the car isn't actually deflected off course by bumps, but because you're being rocked and pitched around, you might be turning the steering wheel in ways you don't intend.

Grip is pretty good, but you probably won't deploy it all unless it's slippery, because the steering lacks feedback. Also, while it's low-geared at the straightahead (good for stable motorway running) the rack speeds up oddly after as you apply some lock into a corner. Still, you get used to it.

The test car had adaptive dampers, and in their normal setting they do all the adapting that's needed. They come only as part of the AMG Line Premium Plus pack options pack. No need, we think. The chief test engineer admitted the 'sport' setting is just there to prove you've got the adaptive system, and that no-one will use it much. It adds little to life in the bends and worsens that lateral rocking issue.

Gotcha. How’s the regen?

The blended braking system works well. The pedal is progressive, allows plenty of regeneration before smoothly bringing in friction. It manages to feel the same when the battery's depleted or full (when regen is impossible).

You can also select the force of lift-off regeneration styles – coast, medium, strong – by a pair of wheel paddles. The fourth setting is the 'auto' regeneration setting. This lets the car coast unless the radar says the vehicle you're following is slowing, or a speed limit is near. It works well provided you don't mind apparently inconsistent (but actually usually predictable) behaviour.

# data.attributes.field_cars_driving.processed
It is properly quiet. At very low speed you can just hear the external pedestrian-warning hum, but from about 20mph to 40mph it's hard to discern what is contributing to the murmur. The tyres make only a gentle intrusion, the suspension thuds are subdued, and on the motorway there's little wind rustle.

Performance leans to the gentle side too. Getting to 62mph takes 8.6 seconds in the 250+ but that's front-loaded around the 10-50mph region. An overly smart departure from rest will alert the traction control, and beyond 60 things tail off. It has a 99mph top speed and doesn't want to go see what that feels like.

Is it comfortable?

The low-speed ride is a bit on the knobbly side. Still, you're not all that conscious of the bumps because you don't hear them. On country roads the stiff-set anti-roll bars mean it rocks from side to side a lot.

The suspension is sophisticated enough that the car isn't actually deflected off course by bumps, but because you're being rocked and pitched around, you might be turning the steering wheel in ways you don't intend.

Grip is pretty good, but you probably won't deploy it all unless it's slippery, because the steering lacks feedback. Also, while it's low-geared at the straightahead (good for stable motorway running) the rack speeds up oddly after as you apply some lock into a corner. Still, you get used to it.

The test car had adaptive dampers, and in their normal setting they do all the adapting that's needed. They come only as part of the AMG Line Premium Plus pack options pack. No need, we think. The chief test engineer admitted the 'sport' setting is just there to prove you've got the adaptive system, and that no-one will use it much. It adds little to life in the bends and worsens that lateral rocking issue.

Gotcha. How’s the regen?

The blended braking system works well. The pedal is progressive, allows plenty of regeneration before smoothly bringing in friction. It manages to feel the same when the battery's depleted or full (when regen is impossible).

You can also select the force of lift-off regeneration styles – coast, medium, strong – by a pair of wheel paddles. The fourth setting is the 'auto' regeneration setting. This lets the car coast unless the radar says the vehicle you're following is slowing, or a speed limit is near. It works well provided you don't mind apparently inconsistent (but actually usually predictable) behaviour.

# data.attributes.field_cars_editor_title
Mercedes EQA review: it’s a Franken-EV, and it shows

# data.attributes.field_cars_inside.value
For the dash and controls, there's not much to add to what we've said before about the various small Mercedes. The design is pretty wow, materials are plush and the night-time illumination jazzy.

The screens dominate, especially as every EQA has the full-sized pair. The former and useful control touchpad between the front seats has gone now, so you’re either swiping and prodding the screen (which is nicely responsive) or talking to the car. That's embarrassing if you have passengers. And you lose the plot – literally – if listening to talk radio.

Lots of electric-specific display options show you where your energy has gone, and hint at how to use it more efficiently.

The petrol GLA is a surprisingly roomy small crossover. The electric EQA isn't, at least not in the back. The rear seat base is flat but the floor is high, pushed up by the battery. So your knees are unsupported and there's nowhere for your feet unless the front seats are raised.

The boot is shallow-ish too, and there’s only 340 litres under the parcel shelf. A recess under its floor takes the charging cables. There's no frunk for them.

# data.attributes.field_cars_inside.processed
For the dash and controls, there's not much to add to what we've said before about the various small Mercedes. The design is pretty wow, materials are plush and the night-time illumination jazzy.

The screens dominate, especially as every EQA has the full-sized pair. The former and useful control touchpad between the front seats has gone now, so you’re either swiping and prodding the screen (which is nicely responsive) or talking to the car. That's embarrassing if you have passengers. And you lose the plot – literally – if listening to talk radio.

Lots of electric-specific display options show you where your energy has gone, and hint at how to use it more efficiently.

The petrol GLA is a surprisingly roomy small crossover. The electric EQA isn't, at least not in the back. The rear seat base is flat but the floor is high, pushed up by the battery. So your knees are unsupported and there's nowhere for your feet unless the front seats are raised.

The boot is shallow-ish too, and there’s only 340 litres under the parcel shelf. A recess under its floor takes the charging cables. There's no frunk for them.

# data.attributes.field_cars_owning.value
The base spec is pretentiously titled Sport Executive, which squeaks in just under £50,000. It isn't bad provided you can stomach the little wheels, which help net the 342 mile WLTP range. You get the full double-screen system, LED lights outside and ambient within, and connected services. But you can't have that base trim on the 4Matic versions.

AMG Line Executive is a £2,260 cosmetics pack, adding nicer seats, 19-inch wheels and a subtle body kit. But it's also the entry ticket to the two higher packs. Premium (£3,000) gets keyless entry, a better stereo and the slightly fussy AR navigation system.

For another £3k there's Premium Plus which adds 20s, adaptive dampers, Burmester stereo (not as awesome as on the bigger Benzes, unfortunately), electric seats, head-up display and a glass roof. That all knocks about 10 miles off the range. So the test car was £58,010.

Safety is usually first at Mercedes. But the driving assist pack - which includes more active systems, and adaptive cruise - is £1,495 extra. Luckily you can have it on the base model and we would.

In the upper three trims, the 300 4Matic is only another £1,000, but while you might gain a motor you lose battery size and range. The 350 4Matic is another £1,500.

Talk efficiency and charging to me.

Efficiency isn't awful. On a non-motorway test drive we got 3.4mi/kWh out of the 250+ on big wheels, which means 240 miles. We had a long-term test one and stabilised at 3.5mi/kWh.

For long journeys, you need good fast charging. The EQA's headline figure of 100kW is surpassed by rivals, but in our experience this turns out to be a sustained draw and not a brief peak. So getting 10-80 per cent in roughly half an hour is realistic even in cold weather.

The on-board charger can take 11kW AC but that's three-phase, which you probably won't have at home. Still, a public post of that power will charge it flat to full in about seven hours.

Mercedes has a consolidated electric billing system that gives you access to several public networks with one RFID card or app. It includes BP Pulse and Ionity. For the first year you get access to a subscription tier that cuts unit cost.

The battery is guaranteed for eight years and 100,000 miles. The rest of the car gets three years unlimited. And like all Mercedes, 30 years breakdown recovery, with inevitable small print.

# data.attributes.field_cars_owning.processed
The base spec is pretentiously titled Sport Executive, which squeaks in just under £50,000. It isn't bad provided you can stomach the little wheels, which help net the 342 mile WLTP range. You get the full double-screen system, LED lights outside and ambient within, and connected services. But you can't have that base trim on the 4Matic versions.

AMG Line Executive is a £2,260 cosmetics pack, adding nicer seats, 19-inch wheels and a subtle body kit. But it's also the entry ticket to the two higher packs. Premium (£3,000) gets keyless entry, a better stereo and the slightly fussy AR navigation system.

For another £3k there's Premium Plus which adds 20s, adaptive dampers, Burmester stereo (not as awesome as on the bigger Benzes, unfortunately), electric seats, head-up display and a glass roof. That all knocks about 10 miles off the range. So the test car was £58,010.

Safety is usually first at Mercedes. But the driving assist pack - which includes more active systems, and adaptive cruise - is £1,495 extra. Luckily you can have it on the base model and we would.

In the upper three trims, the 300 4Matic is only another £1,000, but while you might gain a motor you lose battery size and range. The 350 4Matic is another £1,500.

Talk efficiency and charging to me.

Efficiency isn't awful. On a non-motorway test drive we got 3.4mi/kWh out of the 250+ on big wheels, which means 240 miles. We had a long-term test one and stabilised at 3.5mi/kWh.

For long journeys, you need good fast charging. The EQA's headline figure of 100kW is surpassed by rivals, but in our experience this turns out to be a sustained draw and not a brief peak. So getting 10-80 per cent in roughly half an hour is realistic even in cold weather.

The on-board charger can take 11kW AC but that's three-phase, which you probably won't have at home. Still, a public post of that power will charge it flat to full in about seven hours.

Mercedes has a consolidated electric billing system that gives you access to several public networks with one RFID card or app. It includes BP Pulse and Ionity. For the first year you get access to a subscription tier that cuts unit cost.

The battery is guaranteed for eight years and 100,000 miles. The rest of the car gets three years unlimited. And like all Mercedes, 30 years breakdown recovery, with inevitable small print.

# data.attributes.field_cars_stand_first
The Mercedes EQA’s had a nip and tuck. But it’s still a compromised car that lags behind its rivals

# data.attributes.field_cars_verdict.value
If you really want a Mercedes and have no need for leggy rear accommodation, the EQA will satisfy. The front cabin feels smart and expensive. This is the feelgood factor that'll satisfy Mercedes' fanbase.

The front-wheel drive version has competitive – but far from outstanding – range and charging. Mercedes also offers a good on-road charging discount for the first year of ownership.

But really the world has moved on. Rivals now exist that are more fun, roomier, rangier and cheaper. Or all of those things.

# data.attributes.field_cars_verdict.processed
If you really want a Mercedes and have no need for leggy rear accommodation, the EQA will satisfy. The front cabin feels smart and expensive. This is the feelgood factor that'll satisfy Mercedes' fanbase.

The front-wheel drive version has competitive – but far from outstanding – range and charging. Mercedes also offers a good on-road charging discount for the first year of ownership.

But really the world has moved on. Rivals now exist that are more fun, roomier, rangier and cheaper. Or all of those things.

# data.attributes.field_cars_verdict_against
Battery eats into rear space, active safety kit should be standard, rivals have more range

# data.attributes.field_cars_verdict_for
Cabin feels expensive, quiet and relaxing to drive

# data.attributes.field_cars_verdict_text
The world has moved on. Rivals now exist that are more fun, roomier, rangier and cheaper

# data.attributes.field_cars_what_is_it.value
This is Mercedes’ small electric crossover, given a light facelift. As before, it has the smooth plastic front end of a EQ model, but the steel body behind that is GLA, their conventional compact crossover.

Electric and aero optimisation brings the max range to 346 miles for the most efficient and biggest-battery spec. Oh, and you can now use it to tow a braked trailer. What was that we said about range? Trailering will torch it.

The visual facelift involves new wheels, star motifs on the grille – a repeating logo that's a bit Hermes scarf. Inside, there's a new version of the screen interface. Trim materials get a gentle go-over too.

When the EQA first appeared in 2021, it grazed the lush grass in a field empty of rivals. Now its fodder is being eaten bare by a herd of them. See the BMW X1, Audi Q4 e-tron, Volvo EX40, Lexus RZ, Genesis GV60 – and that's just the ones among the posh brands. A Tesla Model Y or Skoda Enyaq or Ford Mustang Mach-E or Peugeot e-3008 or Nissan Ariya will give you more size and range for less money.

The EQA started as a GLA, but took post-hoc surgical intervention to wedge in the battery. A bit of a Franken-EV. As we'll see, it shows. Especially if you're sitting in the back.

So what's the powertrain like?

The base model is officially called the EQA 250+ because the performance, at least at sub-motorway speed, roughly matches a GLA 250 petrol. A 190bhp permanent-magnet motor is hooked up to the front wheels. The + in the name arrived when the battery grew slightly in capacity.

That slab now stores 70.5kWh of useable energy, and in the small-wheel base-model version it's good for 346 miles WLTP, or 311 miles in the big-wheel spec we tested.

[node:field_onward_journey_card-themed]

Next up are twin-motor EQA 300 4Matic and 350 4Matic at 228 and 292bhp, adding an asynchronous (all-coil) motor in the rear. They have a smaller 66.5kWh battery and are less efficient, so for top-spec you're down to 260 miles.

Click on the Buying tab for our real-world range experience.

And what's it like as a family car?

Nice if you're in the front. The dash and furniture is basically as per a GLA. That means quality furniture. The big screens are graphically rich, although we're unconvinced the new interface, having lost its console touchpad, is much of an improvement.

On the move it's quiet and reassuringly stable. But for the one behind the wheel there's no fun to be had pushing it in bends.

A bigger problem with the EQA is beyond the scope of a mere facelift. Wedging a battery into a floor space not initially designed for it has stolen leg room from the rear and made the boot shallow.

# data.attributes.field_cars_what_is_it.processed
This is Mercedes’ small electric crossover, given a light facelift. As before, it has the smooth plastic front end of a EQ model, but the steel body behind that is GLA, their conventional compact crossover.

Electric and aero optimisation brings the max range to 346 miles for the most efficient and biggest-battery spec. Oh, and you can now use it to tow a braked trailer. What was that we said about range? Trailering will torch it.

The visual facelift involves new wheels, star motifs on the grille – a repeating logo that's a bit Hermes scarf. Inside, there's a new version of the screen interface. Trim materials get a gentle go-over too.

When the EQA first appeared in 2021, it grazed the lush grass in a field empty of rivals. Now its fodder is being eaten bare by a herd of them. See the BMW X1, Audi Q4 e-tron, Volvo EX40, Lexus RZ, Genesis GV60 – and that's just the ones among the posh brands. A Tesla Model Y or Skoda Enyaq or Ford Mustang Mach-E or Peugeot e-3008 or Nissan Ariya will give you more size and range for less money.

The EQA started as a GLA, but took post-hoc surgical intervention to wedge in the battery. A bit of a Franken-EV. As we'll see, it shows. Especially if you're sitting in the back.

So what's the powertrain like?

The base model is officially called the EQA 250+ because the performance, at least at sub-motorway speed, roughly matches a GLA 250 petrol. A 190bhp permanent-magnet motor is hooked up to the front wheels. The + in the name arrived when the battery grew slightly in capacity.

That slab now stores 70.5kWh of useable energy, and in the small-wheel base-model version it's good for 346 miles WLTP, or 311 miles in the big-wheel spec we tested.

Next up are twin-motor EQA 300 4Matic and 350 4Matic at 228 and 292bhp, adding an asynchronous (all-coil) motor in the rear. They have a smaller 66.5kWh battery and are less efficient, so for top-spec you're down to 260 miles.

Click on the Buying tab for our real-world range experience.

And what's it like as a family car?

Nice if you're in the front. The dash and furniture is basically as per a GLA. That means quality furniture. The big screens are graphically rich, although we're unconvinced the new interface, having lost its console touchpad, is much of an improvement.

On the move it's quiet and reassuringly stable. But for the one behind the wheel there's no fun to be had pushing it in bends.

A bigger problem with the EQA is beyond the scope of a mere facelift. Wedging a battery into a floor space not initially designed for it has stolen leg room from the rear and made the boot shallow.

# data.attributes.field_cars_what_we_say
Not fun to drive nor spacious in the back, the EQA is an EV bodge job. The interior's nice though

# data.attributes.field_cars_wildcard_text
Funky doors, weeny range. But a fun thing