Cool runnings
Alphabet-soup time. Later this year Mercedes will launch the EQE and EQS saloons, on a brand-new electric-only platform. But this crossover is an adapted version of the GLA. That brings advantages and drawbacks.
Advantages first. It’s got the regular small-Mercedes dash and seats, which are part of the reason those cars fly out the dealers. Also, the GLA is a handsome enough crossover on the outside, and the EQA takes most of the same tinwork. But its face wears the EQ-signature smoothed-off surgical mask.
The drawbacks are equally soon apparent. Combustion-car proportions mean a shorter wheelbase than ideal for an EV, so to fit in the battery Mercedes had to raise the floor. That cramps the foot room in the back, and the boot too is compromised.
The battery stores 66.5kWh of usable energy, whereas versions of the VW ID.4 and Ford Mustang Mach-E have 77kWh, go further, have more room and lower prices. That said, Mercedes says there will be bigger-battery versions of the EQA to come, as well as twin-motor AWD.
This one is FWD, and decent low-end acceleration is smoothly delivered. It has a deliberate and progressive set of cornering moves, letting you know what it’s doing, and in max-effort bends will react to power as well as steering. Well sorted brakes for an EV, too: the pedal allows plenty of regeneration before smoothly bringing in friction. An ‘auto’ radar-based regen setting slows you when the car in front brakes but otherwise lets you sail.
Costing from £40,495, this is a superbly quiet car, even for an EV. The suspension is a bit knobbly but it doesn’t annoy because the thumps are so muted. That sort of refinement is what makes it feel Mercedes-expensive.
It did 190 miles on a cold winter day with a significant portion of 70mph work. Our Kia
Soul long-termer’s 64kWh battery would take it about 20 miles more in similar conditions. But for long journeys the Mercedes has an advantage. I found it would keep pulling good power from a 150kW DC charger all the way to 100 per cent. Mercedes quotes 10–80 per cent in 30 minutes and I can believe it. Most EVs lag their charge-time claims.
So it shows the compromises in adapting an ICE platform, unless you don’t need big space or huge range. Its big draw is the hugely refined and reassuring feel-good ambience and electric drive suits it to a tee. It’ll satisfy the Mercedes fanbase. If not find new converts.
This is Hyundai reinforcing its hot hatch credentials. Back in 2017 we had the i30N, now we have the i20N. The template – stiff chassis, taut handling, average engine – has barely wavered at all. And nor has the design: a five-door hatch in signature Performance Blue with Tomato Red highlights. Only the size has changed, the i20N lining up in the supermini sector, where the only rival that counts is Ford’s Fiesta ST. That car is so good that it’s basically chased everything else away.
As we learned from the i30N, though, Hyundai doesn’t shy from a fight. So the i20N lines up directly against the £24,575 Performance Pack Fiesta. The Korean firm has gone to town on the development of its hot hatch. The chassis is stiffened at 12 extra points over the standard shopper, the suspension is dropped 10mm and fitted with new springs, dampers and anti-roll bar. The suspension turrets themselves have been reinforced, the (slightly fussy) 18-inch wheels carry more camber and cover bigger brakes, while the steering has been retuned. And all this before we get to the engine. What I’m saying is this is a comprehensive makeover by a company doing things properly.
And then Hyundai goes and claims it’s been “inspired by the i20 WRC” rally car, pointing out the similar engine (both use 1.6-litre turbocharged four-cylinder motors) and the fact both weigh an identical 1,190kg. Pure marketing guff. Which is a shame, because that weight figure, besides being a marketing convenience, deserves engineering congratulations. It’s over 70kg down on a three-door Fiesta.
Let’s follow the drivetrain now. It develops the right amount of power and feels brisker than its claimed 0–62mph time of 6.7 seconds. But there’s too much flywheel effect, which makes the engine reluctant to gain revs at the top end, and limits engine braking when you lift off. It acts like it’s got heavy internals, doesn’t have the energy, zing or snap that it ought to. There’s some piped in sound and exhaust tinkle, but it can’t hide the essential plainness of the engine.
The only gearbox choice is the sweet ’n’ satisfying six-speed manual – but the other side of that we have another controversial element, a proper mechanical limited slip diff. We rarely complain about these, because they enhance traction and improve your sense of connection with the road. But they also corrupt steering and can sometimes make the front end feel a bit unruly coming out of corners. Such is the case here. Now, the Fiesta ST needs the diff (which is less aggressive than Hyundai’s anyway) because it has more body roll, which unweights the inside tyre and makes it more likely to spin up. The diff keeps that under control.