Mercedes-Benz EQC

Prior to the launch of the EQC, its very first volume-produced electric model, Mercedes had been dabbling with automatic electrification since the turn of the century, first with an E-Cell version of the A-Class, then with various battery-powered smart models and more recently prior to 2019 with an 'Electric Drive' derivative of the first generation B-Class MPV featuring a drivetrain part-developed by Tesla. That American brand blazed a trail in the full-EV market over the early part of this century that the premium European makers were forced to follow, but Mercedes refused to be rushed, gradually establishing its own distinct, three-part strategy for electrification: by 2019, 'EQ Boost' mild hybrid technology was increasingly used as an integrated part of the company's combustion engines; 'EQ Power' plug-in hybrid models were available across the company's core product lines; and the brand announced that no fewer than 10 new full-electric 'EQ' models would be imminently launched as a result of a £9.2 billion investment.

These included full-electric versions of the A-Class, the B-Class, the V-Class and the S-Class, respectively badged 'EQA', 'EQB', 'EQV' and 'EQS'. But it was this large luxury SUV, the EQC, that kicked things off.

Unlike the other EQ models just mentioned, it was a distinct stand-alone product rather than a derivative of an existing model and as such, you'd expect it to have a purpose-built lightweight chassis - the kind of thing you'd find on two of its key rivals from this time, the Jaguar I-PACE and the Tesla Model X.

Instead, like a couple of other direct competitors, the Audi e-tron and the BMW ix3, the EQC trundled around on the heavier underpinnings of a slightly smaller, more conventional combustion-engined SUV - in this case the Mercedes GLC.

Partly, that was because the Stuttgart maker wanted to produce this EV model alongside the GLC at its German Bremen plant.

Future unique EQ products, we were promised, would be more bespoke and less compromised. But we began with this one, which claimed to be in every way a genuine Mercedes-Benz.

In a market you have to feel wasn't quite complete until it was entered into by the Three Pointed Star.

This first generation EQC sold until mid-2024, but its second generation replacement didn't arrive until mid-2025.

Would you know this to be a Mercedes? Possibly not.

What the company calls an 'avant garde and distinct look' simply appears somewhat generic from a distance, but up close, a more brand-specific design charisma shines through.

Size-wise, the EQC sits between the Mercedes brand's mid-sized GLC and large GLE SUV models.

It shares most with the GLC, though is 100mm longer but, like its main European rivals, can only take two rows of seats.  As usual of course, what's more significant is the stuff you can't see.

Some of it's quite sophisticated for this EV's period, principally the 384-cell 80kWh lithium-ion Deutsche Accumotive battery that weighs a substantial 652kg and sits in the floor between the axles.

And some of it isn't, primarily a steel structure and suspension set-up that was lifted directly from the GLC Mercedes SUV model so that this car could be produced alongside that one at the brand's German Bremen plant. Take a seat up-front and you'll find the usual widescreen cockpit with MBUX media connectivity that by this time was featuring in all modern Mercedes cars, in this case featuring two seamlessly-joined 10.25-inch screens.

But the overall cabin feel is subtly different that it would be in, say, a GLC or a GLE, thanks to ribbed silver trimming, blue and rose-gold detailing and trendy eco-minded materials.

An extra 'EQ' tile was added to the central infotainment screen and via this, it's possible to monitor things like charging current, departure times and energy flow, plus you can pull up a consumption histogram.

EQ-savvy intelligence was also added to the impressive 'Hey Mercedes' voice control system, so you can quiz it on battery status or ask where the nearest charging station is.

Over the shoulder vision isn't ideal, so you'll need the standard rear view camera and parking sensors), but the seats are supportive and there's plenty of cabin storage space. Back seat leg room is merely adequate for this class of car.

These certainly not quite as much room to stretch out as you'd find in rival models, but there's not a huge amount in it and the EQC is more spacious for three across this rear bench than is the case with a rival Jaguar I-PACE.

There'd have been even more room in this regard if this car hadn't been compromised by having to have a centre transmission tunnel, even though there's no centre transmission to house within it.

Which is of course another disadvantage of saddling an electric vehicle with underpinnings originally developed for a combustion-engined car.

As for headroom, well that'was slightly compromised by the swept-back silhouette and a floor raised to accommodate the battery pack beneath.

Still, we think that only very lofty folk required to spend very long trips here will be minded to complain very much.

And even they have the option of improving things by reclining the seat backs. Press the Mercedes Three-Pointed Star and the tailgate glides up to reveal a 500-litre trunk.

Predictably, that's fractionally less than you'd get in rival Audi, Jaguar and Tesla models, but the Mercedes boot is practically shaped, has a wide aperture and features a low loading lip.

There are deep recesses either side of the entrance, the left hand one being netted.

There's a 12v socket on the left hand cargo side wall, bag hooks on both sides and four silver tie down points, one in each corner of the floor. Unusually for an EV, you get a bit of underfloor storage space too - and the flap to access it is lockable.

Lift it and you'll find that though there's not enough space to house a spare wheel, you could store quite a bit here away from prying eyes.

The usual Mercedes fold-out shopping crate resides down here, an appendage which looks rather flimsy but actually turns out to be surprisingly useful.

There's also a little compartment via which battery attachment points can be accessed. The adjustable seat backs we mentioned earlier can be set in a slightly more upright position if it helps to get bulky suitcases in.

And the rear bench's 40:20:40-split means that the centre part of the backrest can be retracted for longer items like skis.

Neat catches are provided on the cargo bay sidewalls for when you want to completely flatten the rear bench, which then folds almost flush to the floor to free up 1,060-litres of capacity.

Prices start from around £22,550 (around £26,500 retail), which gets you a base 'Sport'-spec 400 model on a '19 plate.

You're much more likely though, to find one of the three 'AMG Line' trim levels ('AMG Line', 'AMG Line Premium' and 'AMG Line Premium Plus').

An 'AMG Line' EQC on an early '19-plate values from around £23,500 (around £26,500 retail), with values rising to around £32,100 (around £36,000 retail) for one of the last mid-2024-plated models.

All quoted values are sourced through industry experts cap hpi.

Click here for a free valuation.

The main issues this MK1 EQC faced are quite well publicised; poorly-sealed battery packs, damaged wiring, faulty crash sensors and potential water ingress in the headlight connectors.

There was a recall for a bolt in the front differential.

Apparently, the charging socket on the driver's side can cause problems when using a home charging cable, potentially triggering the boot sensor.

We've heard of malfunctions with the foot-activated boot sensor by the way.

And this EQC's heavy weight can lead to rapid tyre wear, especially at the front, so inspect the front rubber carefully.

On the test drive, check that power doesn't cut out in acceleration going overpot holes; that's been reported on some cars.

And the regenerative braking has been reported to disconnect unexpectedly on some cars - again whilst going over pot holes.

And there have been some reported malfunctions of the eCall system. Obviously, give the car a full charge to check that's working properly; and inspect the state of the charging cables, making sure they haven't regularly been driven over.

Check those huge, expensive-to-fix AMG alloy wheels for scratches and nicks.

Otherwise, it's the usual things here; interior trim and electrical issues were the most commonly afflicted things that came up in our survey.

Check for uneven panel gaps and paint flaws.

Inspect the electrics and the air conditioning functionality - it should blow our really chilled air.

Obviously insist on a fully stamped up service book.

(approx based on a 2020 EQC 400 4MATIC - autodoc.co.uk - Ex Vat) A pollen filter can be anywhere in the £7-£53 bracket, depending on brand.

Front brake pads start from around £28 and range up to around £85; rear pads start from £30-£83.

Front brake discs sit in the £94-£190 bracket; rear brake discs sit in the £90-£135 bracket.

Wiper blades are in the £7-£25 bracket.

You'll need in the £55-£89 bracket for a good water pump.

And a radiator is in the £128-£335 bracket.

Can this really be a two-and-a-half-tonne SUV? It doesn't feel like it as 62mph flashes by in just 5.1s and the EQC hurls itself at the horizon.

The car's 80kWh battery is of slightly lower capacity than the ones you'll find in its two biggest rivals from this period, the Jaguar I-PACE and the Audi e-tron quattro 55, but the powertrain here was tweaked for greater torque, so this Mercedes feels every bit as eager as its opposition.

There's 765Nm of it (about the same as you'd get in a Porsche Cayenne Turbo) and a total output of 408hp - or 300kW.

In keeping with its nominal positioning as an SUV, the EQC has 4WD - though that's rather nominal too, delivered as a by-product of having an electrical motor on each axle.

The front one is tuned for economy and drives the car on its own when range is a priority.

The motor at the back meanwhile, cuts in when power and speed are needed - or of course when there's a need for extra traction. As usual in an EV, driving modes proliferate; there are five 'Dynamic Select' settings and, via two steering wheel paddles, five further brake recuperation options.

All of which sounds confusing, but won't be if you merely let the car do its own thing and choose 'Max Range' from the 'Dynamic Select' menu and 'D Auto' brake recuperation.

Both of these programmes combine together with clever 'ECO Assist' software to maximise the distance you can travel between charges, which was WLTP-rated at 259 miles.

Recharging via an AC household wallbox takes around 11 hours, while at a DC quick charge station, you'll get an 80% charge in about 40 minutes.

Not quite so clever is the comparatively old-tech (and therefore rather heavy) chassis this car had to borrow from a conventional Mercedes GLC, which also meant that this EV couldn't offer the air suspension system that featured on most of its direct rivals.

Still, the damping set-up that was on offer turned out to be as nicely balanced between comfort and agility as a conventional multi-link steel-sprung arrangement from this period tends to get.

And refinement is class-leading, Mercedes having more carefully masked the wind resistance, tyre roar, suspension crash and drivetrain whine that tends to feature on competing battery-powered models.

The EQC might not have been as boldly innovative as, say, a Jaguar I-PACE or a Tesla Model X, but in some ways, it was a more appealing package.

After all, it offered a nicer cabin than the Jag and better build quality than was found in the Tesla.

And both of the other two key contenders in this segment from this period (the BMW iX3 and the Audi e-tron) offered a shorter potential operating range. So the EQC looks like a very complete package for the used market.

It doesn't have the handling prowess of an I-PACE or the streetside wow factor of a Model X but you might think this Merc to be an arguably more complete product than both these two rivals.

And we prefer it over all its competitors from this time when it comes to issues like refinement, media connectivity and drive technology.

Are there issues? Well the looks are a bit derivative.

And the decision to stick with an older-tech weightier chassis for this car is the major contributory factor to the way that it trails both the I-PACE and the Model X in terms of overall operating range. Might you forgive the EQC these failings and choose it as an alternative not only to its EV rivals but also to that combustion-engined used large luxury SUV you'd probably otherwise have been considering? We can see why you would be tempted to.