Category Archives: Crossover Reviews

Crossover Reviews, Electrics

2023 Toyota bZ4X XLE FWD

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All-electric crossover features a funky name, and interior …

Electric vehicles are growing in number, range, and pricing options.

That’s all well and good, but not all feel like a big step forward. When that feeling comes from a Toyota, it simply feels odd. It’s especially weird since Toyota and Subaru, two long-time winners in design and function, worked together on their kissin’ cousins, the bZ4X and Solterra, respectively.

I haven’t driven Subie’s Solterra, so judgment of that must wait, but the red and black bZ4X I tested during a chilly February spell left me, well, cold.

Where to start?

Well, the name is atrocious. No one in their right mind will even remember it as it’s so muddled, especially with a lowercase “b” while the rest is uppercase. Toyota says bZ4X stands for … hold on now … below Zero (get it?) as emissions are zero, but I’m pretty sure they can’t be below. The 4 indicates this is close in size to Toyota’s popular RAV4, and X means crossover. Got it? Stop giggling!

Assuming you’ll never tell anyone what your new vehicle’s name is, then consider its range. Electrics mostly have ranges of 280-310 miles now and often are AWD and those still  manage 250 miles of range. The Toyota (I won’t pound that alphanumeric cluster into your gray matter) is rated at 252 miles, so right at the edge of that range bubble, but note that this is a front-drive model.

Note too that Ford’s Mustang Mach-E, Volkswagen’s ID.4, Hyundai’s Ioniq5 and Kia’s EV6, all have greater range.

Not to pile on, but I never saw more than 201 miles of range when charging this in my garage with 120 power. But I charged for 30+ hours once when the batteries were at about 2/3 capacity and got just 40 miles of range. Frequently the digital screen would initially register 240 miles or so, but by the time I’d backed from my driveway, it dropped to 201 miles. My driveway is NOT 39 miles long.

Toyota says its compact crossover will fully charge from a low level in 9.5 hours on a Level 2 (240V) charger, or from a low level to 80% charge in 30 minutes on a fast charger (150kW, or more). It says going from near zero to full takes 50 hours on a common 120V outlet such as mine. My experience shows that to be optimistic in winter.

Add to that a few glitches, such as the regenerative braking boost pedal not working all the time. This is the button on the console that allows the driver to use one-pedal driving. That means you use the accelerator primarily and then there is boosted regenerative braking to slow the vehicle as you let off said accelerator. It recharges the battery more quickly than just driving like a gas-powered car and coasting to stoplights, etc.

It did work, just not all the time and would give a screen message saying it was disabled.

Then there was another message about the digital phone not connecting that continually popped up on the large infotainment screen. It offered two choices, retry for a hookup, or cancel. I hit cancel and the message would disappear, for about 2 minutes, then pop up again, and again, and again. First world problem, but annoying as all get-out and distracting.

There were some other issues, but we’ll get to those as I need to tell you, dear reader, how this Toyota drove. I wish I had better news.

Watch Mark’s video review: Toyota bZ4X Electric Crossover review by Mark Savage – YouTube

Certainly acceleration is good, as in all electrics. If you tromp the accelerator the Toyota jumps to life and quickly exceeds highway speeds. The power is smooth and quiet via the automatic tranny and power is rated at 201 horsepower. Fine!

But ride is stiff and choppy, sort of what one might expect from a short-wheelbase car, not a crossover on a 112.2-inch wheelbase. Handling is just OK, but feels heavy in turns. Naturally there’s a low center of gravity here with batteries located in the chassis, but a RAV4 feels much more nimble by comparison.

Couple that with a somewhat hollow or unmuffled sound to the interior which could be noisy at times. Additional sound deadening material is called for to dampen the noise level.

The Supersonic Red ($425 extra) and black exterior was fine, the black trim over the wheel wells being a bit more extreme than on most crossovers, so helpful in differentiating this model from other Toyota crossovers.

The driver’s instrument pod is tough to see as the wheel blocks the view.

Inside though, well, the design is early Jetsons like it’s trying too hard to be futuristic and that’s without a steering yoke like Tesla offers. That yolk IS available here, but this gray and black interior featured a regular steering wheel and textured cloth seats. All seats are manual.

The driver’s instrument pod is mounted high and far back in front of the tilt/telescope wheel that extends only at a low angle, all the moveable steering column’s hard gray plastic exposed, but matching the instrument pod’s hood. With a yoke one could probably see all the pod’s digital screen, but with this wheel short drivers will have to lay the wheel basically in their lap to fully view the screen.

A lot of storage under the bridge console, but hard to retrieve items from below.

Then there’s the giant long console that acts like a bridge over a monster open bin. Great for storage, but hard to retrieve any item as the console is wide creating an awkward angle to reach in, at least for a driver less than 6-foot-1.

Next to that, and in front of the passenger is a carpet or seat cloth-covered dash with no glove box. One assumes Toyota designers figure a family will use that big storage area beneath the console. I put the three driver’s type manuals in the door pocket to avoid them sliding back and forth in that bin, which they did initially.

Overhead too is a fixed-panel panoramic sunroof, good to let in light, but it can’t be opened. The shade to cover it is powered though.

This twin sunroof is just that, it’s fixed so won’t open.

Seats are well contoured and comfy, but again, manually adjusted. Dash buttons and the touchscreen are easy enough to use and there’s a wireless charger atop the console, but has a flip up cover to enclose it. That cover’s edge sort of gets in the way when retrieving a phone.

The Toyota will certainly carry four adults comfortably, and five will fit if needed. Storage room behind the split rear seat is good too, but there’s no power hatch, and this has a heavy hatch. For power one must move up to the top Limited trim level. This was the XLE and there are only two trims.

The Limited adds a 9-speaker JBL sound system, heated rear seats, a digital key, 20-inch alloy wheels, heated and cooled front seats, fake leather seating, an 8-way powered driver’s seat, 360-degree camera and the powered hatch. Range drops to 222 miles on Limited, Toyota says.

Cost jumps from a very reasonable $43,215 for the XLE model to $49,995 for the Limited. AWD (the Subaru system) is available as a $2,080 option and electric power is increased to 214 horsepower. The test vehicle settled at $44,409 with just its three options.

For the record, the Subaru version of this vehicle, the Solterra, comes standard with AWD, but starts at $46,220 to account for that.

Toyota also includes its fine Safety Sense 3.0 suite, even on this entry-level trim. It includes pre-collision warning with pedestrian detection, smart cruise, lane departure alert with steering assist, automatic high beams, and road sign assist. There’s also blind-spot monitoring and rear cross-traffic alert. That’s a benefit.

Note too that the weather package here adds $500 to the cost, but includes the all-important heated steering wheel and heated front seats.

It seems the bZ4X (sorry) was kept quite basic and given some odd design tweaks to keep it as low in cost as possible, plus allow this FWD model to slot in below its Subaru counterpart. I applaud the effort to keep costs down, but its interior styling and functionality is less than I’d expect from Toyota.

FAST STATS: 2023 Toyota bZ4X XLE FWD

Hits: Good acceleration, moderate cost for electric. Panoramic sunroof, big screen, heated and supportive front seats, heated wheel, solid safety systems, wireless phone charger.

Misses: Range limited to 201 miles in cold weather, stiff ride, heavy feel in turns, fairly noisy interior, sunroof doesn’t open, manual seats, no glove box, regenerative braking boost mode did not always work, no power hatch, odd dash, odd driver instrument pod, odd repeat digital messages on screen, and odd name.

At least the electrical outlet is easy to get at.

Made in: Japan

Power: Single electric motor (150 kW), 201 hp/196 torque

Transmission: Automatic

Weight: 4,266 lbs.

Wheelbase: 112.2 in.

Length: 184.6 in.

Cargo: 27.7-56.9 cu.ft.

MPGe: 131/107

Range: 252 mi/201 observed

Base Price: $43,215 (includes delivery)

Invoice: N.A.

Major Options:

XLW weather pkg. (heated steering wheel, heated front seats), $500

Supersonic Red paint, $425

Carpeted floor, cargo mats, $269

Test vehicle: $44,409

Sources: Toyota, www.kbb.com

Photos: Mark Savage

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Crossover Reviews

2023 Mazda CX-5 2.5 Turbo Signature AWD

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Perfect sized CX-5 Turbo continues to excel, remain a bargain …

Only a year separated me from my last review of Mazda’s top-seller the CX-5, a snazzy looking compact crossover, but only a week separated me from testing its new stablemate, the CX-50.

There’s going to be confusion in the marketplace with such similar names, er numbers, but maybe that’s Mazda’s plan. Confusing the newer CX-50 with the lineup’s hit may be marketing genius. Maybe!

Yet to me the CX-5, is simply a near perfect size for urban adventures on crumbling city streets and yet it’s a delight on the highway too. That’s because it’s fairly light, is agile and at its upper trim levels it’s speedy due to its turbocharged engine.

And … this is no small thing … the Mazda CX-5 simply looks better than most of the competition, a sporty aggressive snout, slick looking tail and the best color available on a mainstream car today, Soul Red Crystal Metallic. That’s a bright metallic red reminiscent of the Candy Apple Red of my youth. It lights up the car and makes it shine in any parking lot, even on the dreariest of days.

Soul Red costs $595 extra and I can think of no better value for an option these days, at least visually. No fancy wheels or blacked out grille even comes close.

But crossovers are a dime a dozen to be sure, so why, beyond looks, do I love this compact crossover like it’s my grandkid?

Add performance and value to looks, plus an interior that leans heavily toward luxury with a quiet and soft leathery feel from the steering wheel to the seats to the dash. CX-5 also packs plenty of comfort and safety equipment and drives like a sports sedan, nearly.

Value sometimes seems like a dirty word in today’s auto market that favors luxury makes and size over affordable monthly payments. But Mazda wins here with a base price (including delivery) of $27,975 for the 2.5 S model. Note too that all CX-5s come standard with AWD.  

At that entry level you’ll get a standard non-turbo 2.5-liter I4 with 187 horsepower, but that’s better than much of the competition’s base models. Move up to the 2.5 Turbo though and the CX-5 will scamper up to highway speeds. All models use a fine 6-speed automatic with a Sport mode, and Off-Road setting too if you take the fishing boat or camper into a county or state park

That boosted engine creates 227 horses on regular fuel and if you can afford premium, well, it’ll pound out 256 horses. Torque is 310 lb.-ft. on regular gas and 320 with premium. Zero lag as that turbo kicks in quickly, such as entering a highway at 70+ mph. Top speed is rated at 130 in this top-level Signature model and Car and Driver magazine says this will do 0-60 mph in 6.1 seconds. That’s plenty quick for a family hauler!

Watch Mark’s video: https://youtu.be/iSRViqdxZfc

Gas mileage is nothing special, rated at 22 mpg city and 27 mpg highway by the EPA. I got just 22 mpg in about 60% city driving and some aggressive highway ramp runs. That’s what I’d managed in the same basic vehicle a year earlier.

Handling is precise and sporty as this crossover is easy to push into tight turns and feels as stable as many sport sedans. AWD helps of course, but balance in the Mazda is excellent.

Engineers worked to further smooth the ride in last year’s model and that remains the same for 2023 delivering a composed ride that actually felt better than the longer wheelbase CX-30 that’s tuned more for off-roading. Braking is strong with vented front discs and solid rear discs.

Mazda delivers plenty of standard safety equipment too, including smart cruise control, blind-spot monitor, lane keeping assist and warning, along with the 360-degree camera and cross-traffic alert. And a major plus, the lane departure can be turned off via a button on the lower left dash, meaning you don’t need to fight the system when in construction zones or dodging pot holes that require you to straddle a lane marker.

Mazda also touts something it calls G-Vectoring Control Plus that helps put power to the appropriate wheel in cornering to aid control. You’ll never notice, but as stated earlier, the CX-5 corners particularly well.

Inside this Mazda continues the car maker’s ways of creating quiet and luxurious feeling materials that seem to hit beyond their weight. For instance the fake leather seats have a softer feel than some real leather, plus the dash and door armrests feel soft. They are not the typical textured plastic found in lesser crossovers.

There’s also chrome trim on the air vents and along the doors and dash. The console is trimmed in gloss black and the lower steering wheel hub is chrome.

The turbo model also comes with a sunroof, heated steering wheel along with heated and cooled front seats, heated outer rear seats, plus dual climate controls, and a Bose stereo with 10 speakers. A wireless phone charger under the center stack is also standard and a much better location than in the newer CX-50, which was awkwardly located partially beneath the center armrest/storage box lid.

Again there’s a 10.3-inch screen as in the CX-50. It’s wide so easy to see and not so tall as to block visibility out the windshield. Sadly, as in the CX-50, it’s not a touchscreen, but is controlled via a dial on the console. Not a fan as it’s clunky to adjust while driving. There is a volume knob on the console though, which is handy, plus volume buttons on the steering wheel hub. That wheel needs to be a flat-bottom design though!

I like the seats as they are supportive and the driver’s is powered. Nice lower back and hip support here. Rear seat room is fine for two, but tight for three and the CX-5 has a tad more headroom than the longer CX-50, although that model has more legroom. Know your rear seat passengers’ body styles for proper fit. Those rear seats also partially recline, which could help quiet rowdy family members on a long trip as they could easily nap.

The hatch is powered and there’s reasonable storage space behind the rear seat, just not quite as much as some others in this class offer. Still, it’ll hold suitcase for four and if there are just two or three on the trip those rear seats fold flat to create a larger cargo area.

While pricing starts at roughly $28 grand this top tier Turbo Signature model listed at $40,925, plus the cool red paint job to end at $41,520. That’s well below the average new car price of $45 grand.

For comparison’s sake, Subaru’s Forester starts at a bit lower price, as do the Kia Sportage (tested recently) and its cousin, the Hyundai Tucson. While the market leaders Toyota’s RAV-4 and Honda CR-V begin about the same price as this snazzy Mazda. Those later two offer hybrid models too, while the Mazda does not yet.

Crossover intenders really need to drive a CX-5 with the turbo to remind themselves what driving fun feels like.

FAST STATS: 2023 Mazda CX-5 2.5 Turbo Signature AWD

Hits: Stylish inside and out, excellent turbo power, responsive handling, composed ride, plus AWD standard. Spectacular color, interior feels luxurious, wide screen, sunroof, heated steering wheel, heated/cooled front seats, dual climate controls, 360-camera, smart cruise and safety systems, Bose stereo, comfy supportive seats, power hatch, and wireless charger. High-value, fun drive.

Misses: Still not a fan of console-controlled info screen. Could use flat-bottom steering wheel.

Made in: Hiroshima, Japan

Engine: 2.5-liter SkyActiv-G I4, turbo, 227 hp (256 hp/310 torque w/premium gas)

Transmission: SkyActiv-drive 6-speed, automatic w/Sport mode

Weight: 3,867 lbs.

Wheelbase: 106.2 in.

Length: 179.1 in.

Cargo: 31-59.3 cu.ft.

MPG: 22/27

MPG: 22 (tested)

Base Price: $40,925 (includes delivery)

Invoice: $39,380

Options:

Soul Red Crystal paint, $595

Test vehicle: $41,520

Sources: Mazda, www.kbb.com

Photos: Mark Savage

#Mazda

Car Reviews, Crossover Reviews

2023 Mazda CX-50 2.5 Turbo Premium Plus

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New crossover bigger than CX-5, aimed more for off-road use …

What do you do when you’re a smaller auto manufacturer, but you have one big hit in the hot crossover market?

Make another slightly larger version of it, right?

Welcome to Mazda’s world. The Japanese car maker has constantly been putting stylish and superb handling vehicles on the road, but other than the MX-5 Miata sports cars, the others rarely garner many buyers. That is until the Mazda CX-5 hit the market and gave compact crossover buyers a sportier looking and handling option, yet below luxury pricing.

Bingo, CX-5 moves to the top of Mazda’s success list.

Well, it’s still making the CX-5, but Mazda imagined if could be even better, well, at least bigger. So now comes the CX-50 (don’t be confused), which is about six inches longer, rides on a four-inch longer wheelbase, weighs 50 pounds more, and will tow 3,500 pounds, up 1,500 from the slightly smaller CX-5.

Mazda also followed the lead of every other crossover/SUV maker and raised CX-50’s ride height to enable marketers to tout it as more off-road worthy. OK, I know some folks bang ditches, mash mud and straddle boulders, but really?

No, the CX-50, even with 8.6 inches of ground clearance is meant for towing a small camper or boat to a state park camping site, not going axle deep in mud. It’ll do that and even has an off-road setting on its M-Drive toggle on the console. That also includes Sport and Comfort modes, the latter of which you’ll be using 99% of the time.

Funny though, we had an 8-inch snow dump while I was testing the CX-50, and I found the standard AWD was only partially effective and not nearly as helpful as my wife’s Subaru Outback AWD. I could still spin the tires and slip-slide around corners. I even toggled into Off-Road mode to see if that might help. If it did, it was barely noticeable. That said Mazda says its AWD system is designed to keep the vehicle moving even if a front and back wheel are off the ground. I didn’t try that.

Don’t go all mental on me now. Driving the CX-50 is a blast on dry or simply wet pavement. This being the 2.5 Turbo Premium Plus model it was loaded with goodies, most importantly the 2.5-liter SkyActiv-G four-cylinder with a turbo that kicks in quickly and delivers punchy performance. Horsepower is 227 normally, but can jump to 256 if you opt for 93-octane premium fuel.

Watch Mark’s video: 2023 Mazda CX 50 review by Mark Savage & Paul Daniel – YouTube

I like this powerplant even better in Mazda’s smaller CX-30 crossover as it gives it almost a tall sports car feel. But acceleration is quite good here as the CX-50 rushes up to highway speeds and the six-speed automatic handles all that power just fine.

Handling too is a Mazda hallmark and continues here. Steering feels heavy and precise so there’s no play in the wheel and the suspension lets you push it harder into a corner than you might most compact crossovers.

But anticipating that its customers will be bouncing around the off-trail rocks and mud a bit, Mazda has stiffened the CX-50’s suspension as compared with its popular predecessor, the CX-5. That may help off road, but in town where pot holes and chippy pavement are the main obstacles, the ride is overly firm. Some riders may opt for the CX-5 just for that reason, despite the longer wheelbase here.

Braking is fine and safety equipment is well represented too. For instance there’s a blind spot monitor, front and rear parking sensors, a 360-degree monitor, rear smart braking that come in the Premium Plus trim. Other standard safety equipment includes lane keeping and departure assist, rear cross-traffic alert and rain-sensing wipers.

A beautiful near luxury interior graces the CX-50.

Even if Mazda didn’t nail the exterior styling, as it always seems to with an aggressive beak-line nose, its interiors are top shelf, often feeling like they belong in at least entry-level luxury vehicles. It spoils riders in this pearl white (Wind Chill) tester with reddish-brown leather-trimmed seats and black accents. These are extremely well shaped and supportive, although a tad hard. That color is also used for accent stitching in the black door panels and across the black dash. Quite spiffy.

Other trim is chrome such as on air ducts and the steering wheel’s hub is loaded with satin chrome buttons so is a bit less reflective.

A wide screen atop dash, but too bad it’s not a touchscreen.

Everything is easy to see in the CX-50, especially the large 10.25-inch screen embedded neatly atop the dash, not looking like a bolt-on iPad as in many vehicles. But it’s not a touchscreen. Mazda insists, as other makes used to, that a knob on the console is the best way to get at info, nav, and radio functions while driving. It is not!

The system remains way too confusing to use unless the vehicle is parked and you have some time on your hands.

Otherwise the button array for the dual climate controls are easy to use as are the heated and cooled seat controls. Sadly the heated steering wheel button hides under the driver’s side temperature knob, so that requires a bit of care to engage. Likewise the wireless phone charger is tucked into a gap at the front of the split center armrest. Not so hard to put the phone in, but awkward to get out.

Good legroom in row two, plus a big sunroof creates a bright cockpit.

This interior has more legroom in the second row seats than the CX-5, a plus, but slightly less headroom. Long-legged, but short torsoed riders rejoice! Storage space remains fairly generous behind that split seat, which will lower to boost cargo room. Yes, there’s even a spare tire under the cargo floor. I know some vehicles have abandoned that practice, a tough lesson if you don’t know until you need it. The rear hatch also is powered and includes a wiper.

Overhead are Mazda’s first twin sunroofs and a powered shade. Bravo. While this trim level also includes heated rear outboard seats, a plus for Wisconsin buyers, and a fine Bose 12-speaker sound system with the volume knob on the console, or controlled via buttons on the steering wheel.

In addition to a touchscreen the Mazda also could use a flat-bottom steering wheel to reflect its sporty nature and allow for more knee room when the driver exits the crossover, mostly important for vertically challenged drivers.

Pricing remains a pleasant surprise, same with the CX-5. A base 2.5 model that uses the same engine, but sans turbo, goes for $28,825 with delivery. Horsepower is 187 and the digital info screen is smaller at 8.8 inches.

Move up to a turbo model and you’ll start negotiating at $38,425 and the tested Premium Plus lists at $43,575. It added only the pearl white paint for $395, but go with Soul Red, it’s way cooler. Total cost here was $43,970, a bit below average new vehicle pricing.

There are 10 trims, so one for each toe or finger, but a Meridian model aims even more strongly at the off-road market and comes standard with all-terrain tires and 18-inch alloy wheels. It lists at $41,620.

CX-50 offers a slim, handsome tail. Not all crossovers do!

I was a bit disappointed in the gas mileage around town, managing just 22.6 mpg although to be fair it was fairly cold and snowy during this drive. The EPA says to expect 23 mpg city and 29 highway, right in the wheelhouse of other AWD compact crossovers. Also, in a purely highway drive I managed 28 mpg.

Note to readers: Mark will be testing Mazda’s CX-5 again very shortly, so watch to see how that compares with this newer CX-50. Plus watch for his annual Zoomie top vehicle awards coming next Sunday.

FAST STATS: 2023 Mazda CX-50 2.5 Turbo Premium Plus

Hits: Stylish, excellent turbo power, responsive handling, plus AWD standard. Interior feels luxurious and roomy, wide screen, twin sunroofs, heated steering wheel, heated/cooled front seats, heated rear seats, dual climate controls, smart cruise and good safety equipment and cargo space, Bose stereo, comfy supportive seats, power hatch, wireless charger.

Misses: Not a fan of the console-controlled info screen, this needs touchscreen. Ride is over firm, but well-controlled. AWD still allowed squirrelly feel in snow and modest MPG. Could use a flat-bottom steering wheel and the wireless phone charger is awkwardly located.

Made in: Huntsville, Alabama

Engine: 2.5-liter SkyActiv-G I4, turbo, 227 hp/310 torque (256 hp, w/93 octane gas/320 torque)

Transmission: SkyActiv-drive 6-speed, automatic w/Sport mode

Weight: 3,907 lbs.

Wheelbase: 110.8 in.

Length: 185.8 in.

Cargo: 31.4-56.3 cu.ft.

MPG: 23/29

MPG: 22.6 (tested), 28.0 (hwy. test)

Base Price: $43,575 (includes delivery)

Invoice: $42,517

Options:

Wind Chill Pearl (white) paint, $395

Test vehicle: $43,970

Sources: Mazda, www.kbb.com

Photos: Mark Savage

Car Reviews, Crossover Reviews, Electrics

2022 Mercedes-Benz EQB300 4Matic

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EV puts a spark in new electric EQB wagon, er, crossover …

Automakers are doing buyers no favors with their insistence on introducing nonsensical alphabet soup when “naming” their vehicles.

German automakers are among the leaders in blending alphanumerics and the latest electric-powered wagon, er crossover, is a prime example, the Mercedes-Benz EQB300. Rolls right off the tongue, no?

To understand this is an electric vehicle one must know that Mercedes is now labeling its EVs as EQs, got it? So this is an electric B series, as in the GLB, which is the gas-powered wagon of the same design. Danke Herr Mercedes.

Know too that for 2023 Mercedes offers three EQBs, the 250, the 300, and 350. At least those ascending numbers are easy to figure in that each signifies more standard features and power that the one below it. The upper two also feature AWD, known to Mercedes as 4Matic, as standard. The base EQB250 is front-drive with just 188 horsepower from its single electric motor.

The 300 and 350 each pack dual electrics to power the front and rear wheels.

The 300 boasts 225 horsepower, while the 350 delivers 288 horses and, according to Mercedes, they will do 0 to 60 mph in 7 and 6 seconds, respectively.

I can attest that the EQB300 is a hoot that’ll scoot. Power delivered via the single-speed transmission is silky smooth and instantaneous. There was even a bit of chirp to the 18-inch tires, and secure traction once we got a little slop on the roads thanks to that AWD. But I can’t emphasize enough the fun of tromping the accelerator and being pushed back into the well-shaped black suede and leather seats, neatly trimmed in red stitching.

The car feels light too, despite its 4,718 pounds, but some of that is due to the low center of gravity it possesses with its heavy battery load cradled in the chassis. Handling is quick and precise. I liken the feel to that of a MINI.

Ride too is well-controlled and comfy as the Benz rides on a 111.3-inch wheelbase and uses McPherson struts and a wishbone arrangement for the front suspension and multi-link in back. Eyeballing the EQB’s petite countenance I expected a harsher ride, but this was pleasant if not plush.

Watch Mark’s video: 2022 Mercedes EQB Suv review by Mark Savage – YouTube

On the practical front there’s a 243-mile range if fully charged and I got 60 miles of range in an overnight charge on my ancient 110/120-volt garage outlet. Bravo! For plug-in hybrids it’s usually just 25-30 miles on such a charge. The Benz is a winner on fast charging and reportedly will do a 10% to 80% charge in 31 minutes on a fast charging system, when you can find one.

To my mind this one is practical for city and moderate travel, say to Madison and back.

For the record the higher powered EQB350 offers just 227 miles of full charge range. Electric range, as with gas engines’ mpg, is reduced substantially the more power their powerplants deliver.

The EQB300 is rated at 104 MPGe in city driving and 98 on the highway, again, you’re expending more power at higher speeds.

But this short wagon is smartly arranged and will haul four people in comfort or two and a load of cargo. In fact, even with the rear seat in place it’ll carry 22 cubic feet of goods, which is more than most mid-size sedans. Power up the hatch and drop those rear seats and that grows to 62 cu.ft., plus loading is easy as this vehicle isn’t a high rider, sort of like a MINI Countryman. Mercedes offers an optional third row, but no, please don’t.

A third-row seat is optional, but please don’t! Good cargo space without it!

As boxy and utilitarian as the exterior is, EQB’s interior is unexpectedly snazzy. There are those previously mentioned sharp seats, and they are well contoured and heated ($500 extra). But the dash is downright flashy with three round brushed metal air vents mid-dash and two more, one on each end of the dash for great looks, and air flow.

The dash and doors feature a diamond-patterned metallic trim and the door pulls and releases are a brushed metal. A fine red lighted piping frames the console, door panels and dash trim too. Sharp, and it complements the red stitching on the seats, dash and steering wheel, which wisely features a flat bottom, just $360 extra.

Overhead are dual sunroofs ($1,500 option), the front being larger than the rear. Seat power controls are located on the door panels too, so easy to reach and adjust.

The digital instrument panel blends into the info screen mid-dash, both just a smidge over 10 inches. And that touchscreen is easy to use and understand, although there’s still a touchpad on the console if you prefer that method. I don’t. It’s redundant.

I do though like that the climate controls are all toggles under the touchscreen, so are easy to adjust on the fly, as are the heated seat buttons mounted by the power seat control panels on the doors. Smart!

In case the default Comfort drive setting is not sufficient for the driver, three other modes are offered, Eco, Snow and Sport. In Sport the EQB nearly takes flight as the acceleration is so frenetic. I liked it, and that too is a toggle, which is simple to use even when wearing gloves. Hey, it’s Wisconsin!

Handsome door panels and easy seat adjustments here!

Naturally the safety systems are standard and prolific, including active brake assist, park assist, high-beam assist, driver attention assist (not touchy at all), blind-spot assist, stability control, and a rearview camera.

What’s missing? No wireless charger, heated steering wheel or cooled seats, and I’d lose that touchpad on the console.

Price is a bit steep too considering the vehicle size and middling looks. The base EQB250 starts at $53,400, the 300 at $57,545, and the 350 model at $61,200. Again those are all 2023 prices with delivery. The test EQB was a 2022, so slightly less, listing at $55,550 with delivery.

Add in the options and it hit $61,650, and that included $800 in unspecified credits. Maybe Mercedes felt bad it was adding $250 for the charging cable and $750 for the gray paint. I mean how else does one charge the vehicle without a cable? And sorry, gray paint is extra?.

The big add-on was the AMG night package that includes an AMG diamond black grille, and high-gloss black elements on the grille, window trim, and outside mirrors. Cost is a strong $2,890. Never mind!

But if smooth power, sporty handling and comfy ride are high on the shopping list for your first EV, you’ll do well to consider an EQB.

FAST STATS: 2022 Mercedes Benz EQB 300 4Matic

Hits: Super quick, excellent handling, controlled ride and AWD. Dual sunroofs, heated seats, cool dash and seat styling, climate control toggles, seat controls on door, quick overnight charging on 110/120 line, easy touchscreen and 4 drive modes.

Misses: Price, overall range, no wireless charger, no cooled seats or heated wheel. Touchpad on console is unnecessary backup system.

Aero-style wheels with star spokes and an MB emblem!

Made in: Hungary

Motors: Dual electric, 225 hp/288 torque

Transmission: Single-speed automatic

Range: 243 miles

Weight: 4,718 lbs.

Wheelbase: 111.3 in.

Length: 184.4 in.

Cargo: 22-62.0 cu.ft.

MPGe: 104/98

Base Price: $55,550 (includes delivery)

Invoice: N.A.

Major Options:

Mountain gray metallic paint, $750

Charging cable, $250

AMG sport steering wheel, $360

Augmented video, $350

Panoramic roof, $1,500

Speed limit assist, $300

Heated front seats, $500

AMG night pkg. (AMG body styling, AMG diamond black grille, high-gloss black elements on grille, window trim and exterior mirrors), $2,890

Credits: -$800

Test vehicle: $61,650

Sources: Mercedes-Benz, www.kbb.com

Photos: Mark Savage

#Mercedes-Benz