Audi Q5 vs Mercedes-Benz GLC-Class

What's the difference?

Ever since returning from the launch of the new Audi Q5 I've been looking at old ones and thinking how lumpy and dumpy they look by comparison. The new Q5 will be an adornment to our roads in styling terms, it's a tour de force of interior design and its engines might well be the last barking gasp of its kind. So it's definitely worth a look if you're in the mid-size SUV space. And you don't want an EV yet.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Like I said right from the start, this new, hybrid version of the AMG GLC63 is technically superior to the model it replaces in every meaningful way. It is faster, more powerful and more fuel efficient and therefore a better performance SUV than the model it replaces.

Is it a better model than the one it replaces? Ultimately that will come down to how much stock you put into the soundtrack and your feelings on an AMG not powered by a V8 engine.

Because if you can see past that, then the AMG GLC63 is an absolutely fantastic performance SUV. Not only does the new powertrain make it faster in a straight line, but the chassis is very well-balanced, making for an engaging driving experience.

For those who can look past the smaller engine they will be rewarded with an incredibly fast and rewarding-to-drive member of the AMG family.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Other than the closely related Porsche Macan, and maybe an Alfa Romeo Stelvio, it's hard to think of a better, smoother looking SUV than this new Audi Q5, with its revised Singleframe grille flanked by vertical air curtains, that look a bit like gills.

Audi claims the Q5 has "perfect proportions", which is bold, but it certainly looks sleek rather than bulky, with a nice silhouette and dynamic rather than Mumsy appeal.

The rear is particularly attractive with a three-dimensional light strip that ties it all neatly together. It's a more refined, sharper look than the Q5 it replaces.

Inside, of course, Audi has either taken its interior to another level of futuristic fabulousness, or put too many bloody screens in, all of which are too big, depending on who you ask. And how old they are. Kids will love it, however.

Interestingly, while every car company ever claims that its cabin has a cockpit feel, focusing on the driver, the Q5 really does. So much so that there's a raised edge in the centre console that quite noticeably cuts the driver off from the passenger. In the other front seat you do feel a bit removed, as if you're meant to leave the driver to it, which might be why you get your own screen to play with.

The GLC63 is unmistakably an AMG from the moment you first lay eyes on it. That’s thanks to the AMG-specific elements, starting with the grille with vertical strikes and the AMG crest on the bonnet; which is now a signature item for the performance sub-brand.

The GLC63 is also fitted with the Night Package II design kit; this adds a darkened grille and black chrome badging to further enhance its visual appeal.

The AMG-specific alloy wheels and more aggressive stance do mean the GLC63 stands out from the rest of the GLC range, helping it look fast even when it’s standing still.

Audi is talking up the little things with the new Q5, like the fact that there's a much larger storage space under the centre armrest now - and it's true, you can lose your car key in it - plus numerous other storage areas, and an inductive and cooled charging tray so your phone won't get cooking hot and shut off, with 15 watts of power.

In exciting news for screen addicts/children, Audi is also very excited about its uprated USB-C ports, which can charge at up to 60 watts through the two in the front, while the rear passengers also get two more, rated at 100 watts. Which sounds like a lot, Audi says it's enough to run your laptop.

The new Q5 also gets a very useful adjustable rear seat, which can be slid lengthways and tilted, providing either more passenger space and less boot room or vice versa. With the rear seat down you get 1473 litres, but thanks to the new sloping rear design you get slightly less room in the Q5 SUV, with 520 litres behind the second row. The SQ5 gets even less at just 470 litres.

Another handy feature is that the snappy luggage cover can be stowed in a special designed compartment under the boot floor. Clever.

Inside the GLC63 is clearly a derivative of the rest of the range, with its C-Class-inspired design and layout, but there’s enough AMG-specific elements to ensure it looks and feels special. This starts with the AMG steering wheel, which comes not only with a thick rim wrapped in Alcantara, but also some AMG special dials to adjust the various performance settings for the powertrain, suspension and transmission.

Then there are the AMG-specific seats, which look good and offer good support for the driver and front seat passenger. The rear seats offer decent space for what is a mid-size SUV, with room enough for two adults or teenagers or three smaller kids.

Those in the back aren’t particularly well looked after though, with only rear air-con vents and small door pockets but no USB charging ports or other small item storage.

The boot is 590 litres, down from 620L in the rest of the range, thanks to the addition of the rear-mounted electric motor. There’s also no room for the temporary spare the rest of the GLC range gets and instead you have to make do with a puncture repair kit.

The power and torque figures aren’t the only numbers that have risen sharply, with the GLC63 clearly impacted by a double whammy of inflation and the usual new-car price rise.

The GLC63 now starts at more than $191,814 for the SUV and $198,415 for the Coupe, which represents a nearly $30k increase over the old V8-powered model, which was priced at $164,600 just two years ago. Even for luxury car buyers that’s a big jump, especially when you’re trying to convince people of the merits of the four-cylinder powertrain. 

That also means it's more expensive than all of its key competitors, including the BMW X3 M Competition, Maserati’s Grecale and the outgoing, petrol-powered Porsche Macan GTS.

To help explain some of this price increase Mercedes-Benz Australia has opted for a high level of standard specification for local cars. Standard equipment includes 21-inch alloys, AMG composite braking, a panoramic sliding sunroof, a unique AMG steering wheel, power-adjustable sports seats in Nappa leather, a head-up display, dual-zone climate control, wireless smartphone charging and a Burmester 3D Sound system.

Also included is the AMG Track Pace suite, for those who want to unleash their GLC on the racetrack.

There’s also a limited run, AMG Edition 1 Package available too, for an additional $12,900. On the outside you get Manufaktur graphite grey magno paint, foiling with colour gradation and large AMG logo on the sides, an AMG Aerodynamics Package, unique alloy wheels with Edition 1 and AMG branding, yellow brake calipers and an AMG fuel filler cap in silver chrome with AMG lettering. 

Inside there’s AMG Performance seats, AMG Nappa leather in black with yellow contrasting stitching, AMG illuminated door sills,  carbon-fibre AMG trim highlights, yellow seat belts and a unique AMG Performance steering wheel wrapped in carbon-fibre and microfibre.

Does it seem strange to anyone else that a company so focused on reducing emissions through promoting EVs is still offering diesel engines? The reason, of course, is that so many Europeans still want them, because fuel is so damn expensive there, and yet Audi Australia says it will also offer them here.

That's where the range now starts, with the TDI diesel version coming standard with all-wheel drive, or Quattro, with outputs of 150kW/400Nm. Like every car in the new Q5 range, it uses a seven-speed dual-clutch gearbox, which is excellent.

Every Q5 also uses MHEV technology to reduce emissions and increase performance, which means it gets a 48-volt electrical system to support its combustion engines. This system means you start up, in most conditions, in silent electric mode, and you can even manoeuvre and park the car using only electricity, most of the time.

The electrical system is connected to a Powertrain Generator which provides additional torque of up to 230Nm, and a mere 18kW of extra power. Every little bit helps I guess.

Basically, it's a mild hybrid, meaning you get a mild amount of help, and the full plug-in hybrid Q5s are coming soon. Later this year.

Stepping up from the diesel you can have a 2.0-litre TFSI four-cylinder petrol engine, with either front or Quattro all-wheel drive and making 150kW/340Nm.

The range-topping all-wheel-drive SQ5 gets a very enjoyable 3.0-litre six-cylinder TFSI petrol engine with 270kW and 550Nm. It feels like more kilowatts, honestly.

This is what lies at the heart of the AMG GLC63’s success or failure. As I mentioned at the beginning, the previous generation’s 4.0-litre twin-turbo V8 has been replaced by an F1-inspired plug-in hybrid powertrain.

But don’t think that means AMG is suddenly focused on efficiency over performance. When AMG says the powertrain is inspired by the brand’s success in Formula 1 racing, what it means is the battery and electric motor provides a significant performance boost to support the internal combustion engine, not just save fuel.

To that end the combination of the turbocharged 2.0-litre four-cylinder petrol engine and the rear-mounted electric motor produces an impressive 500kW and 1020Nm. That’s a massive jump over the 375kW/700Nm made by the outgoing V8.

The MHEV technology is supposed to provide some boost to fuel economy but the figures aren't super exciting. You'll be getting a claimed 5.9 litres per 100km from the 2.0 TDI diesel, or 6.5L/100km from the 2.0 TFSI petrol.

The V6 is going to cost you more at the pump with a claimed figure of 8.1 litres per 100km. You might want to wait for the PHEVs.

Mercedes makes no secret that the battery is designed for performance, not saving fuel. It only has a 14km EV range but can recharge quickly on the move to provide a power boost when needed.

But despite all that, the GLC63 is actually significantly more fuel efficient than the old V8, using a claimed 7.3L/100km, which is a massive 4.9L/100km improvement over the old model. Although, on our day-long test drive we didn’t manage to come close to that claimed figure and instead saw returns around 11L/100km, albeit after a lot of spirited open-road driving.

While the new Q5 might feel classier, techier and generally more expensive and Q7/Q8-like on the inside, it's pulled off an even more impressive feat in the chassis department, which no doubt owes a lot to the entirely new PPC platform, because it feels more like a powerful Q3 to drive than the Q5 of old.

That's not a comment on interior or load space, it's just that it feels smaller and more spritely on the road. It turns in better, holds its line better and resists gentle understeer right up to the point where you wonder whether your co-driver has lost his mind or is trying to kill you both.

Seriously, the SQ5 can properly get up and boogie in Sport mode (Audi says one of the things it's proudest of with the new car is how much more noticeable the range of difference is between the relaxed, or 'Balanced' and 'Comfort', modes and the more aggressive ones) and you really have to be going beyond sensible to find the edge of grip.

The SQ5's V6 also makes the kind of noises that now sound weirdly wonderful in an Audi, when so many of the new offerings are electric. Choose to shift the gears yourself and this can be a properly involving machine, and quite impressive for an SUV.

What separates it from the kid of fun you could have in its cousin, the previous Porsche Macan with petrol power, is the steering. It's not terrible, and it is sharp, but it just lacks a bit in the feel and muscle department. Being generous you'd say it's easy to drive but you just know that if this had an R badge the steering would be so much better, and closer to Porsche and BMW.

The diesel TDI model does not make glorious noises, and the whines and groans it does make - which seem loud by Audi standards, it's usually very good at quietening its diesels down - do not encourage you to shift gears yourself or drive it in a sporty fashion. It is a workhorse variant, with plenty of torque, and for a certain kind of customer who cares not for sportiness or excitement I'm sure it's a fine option.

One thing I did not expect to be doing on an Audi Q5 launch is clambering up and over a rock strewn mountain on properly rutted and rough gravel tracks, but that was an option here so I took the 2.0 TFSI on the optional off-road adventure and I must say I was both surprised and impressed.

The Q5 is not a mountain goat, or a Land Rover, but despite feeling like I was doing the gardening in a shiny suit, I managed to traverse a track that felt too serious and intense for a soft roader, and did so with ease and in comfort. The air suspension raises the Q5 a full 45mm in Off-road mode, so ground clearance was no problem - nor did I encounter any boulders - but the way the Quattro system dealt with the dirty stuff was impressive.

Overall, I can see that this TFSI model is the sweet spot in the range in terms of value and performance, and it really is all the Q5 you could need. It never feels underpowered, unless you've just stepped out of the SQ5, and you get all the benefits of the chassis and handling upgrades.

Personally, though, I'd have the SQ5 just for the rorty V6 noises alone. It feels like something new, but also the end of something wonderful.

Anyone who still believes in the adage ‘there’s no replacement for displacement’ hasn’t driven a modern turbocharged and hybridised engine. The GLC63 is a demonstration of the metaphorical and literal power of modern technology, combining an extremely efficient and potent internal combustion engine with an electric motor to make enormous real-world performance.

To be blunt, the GLC63 feels like a rocketship out of corners, launching with a ferocity and relentlessness the old V8 simply can’t match. It shouldn’t come as a surprise, a mid-size SUV with 1020Nm was always going to have plenty of performance, but even so it’s a shock to the system every time you give the GLC63 full throttle. Officially AMG claims it takes just 3.5 seconds to run 0-100km/h and has an electronically limited top speed of 275km/h - mighty impressive figures for a five-seat mid-size SUV.

To help get all that torque to the road, AMG deploys torque distribution technology that allows for it to be split an even 50/50 front/rear all the way to 100 per cent to the rear tyres.

Other technologies deployed to enhance its handling include AMG Ride Control suspension with adaptive damping and rear-axle steering. There’s also eight AMG Dynamic Select driving modes and four AMG Dynamics settings (Basic, Advanced, Pro and Master), so it’s a complex vehicle that is designed for the enthusiast.

While it’s easy to drive around town, once you get out on the open road you can really get a sense of the GLC63’s performance potential. Beyond just its powertrain the suspension offers good body control and the rear-axle steering helps it feel agile and responsive. 

It’s not perfect though. At times the complexity of the system does lead to some hesitation when you put your foot down. It certainly lacks the linear power delivery of the old V8 and makes for a slightly trickier driving experience at times.

As for the sound, which is one of the biggest elements missing from the V8, Mercedes has added AMG Real Performance Sound, which features a pressure sensor in the exhaust that picks up on the engine note and plays it through the speaker system. It certainly helps make for a louder, more noticeable engine noise, but it still sounds more like an A45 than the previous GLC63 and for many would-be buyers, that’s a major turn-off.

The GLC63 comes standard with a comprehensive suite of safety features including 'Distronic' (Mercedes’ name for adaptive cruise control), 'Active Lane Keeping Assist', 'Blind Spot Assist', 'Traffic Light Assist' and 'Adaptive Highbeam Assist'. It also includes Mercedes’ 'Pre-Safe' accident anticipation system - which pre-tensions the seat belts and will even play a white noise to protect your ears if it senses a crash is imminent.

A parking system that includes a 360-degree camera and active parking assist is also included.

The GLC range was awarded a five-star ANCAP rating in 2022, which pre-dates the latest testing protocols, so doesn’t provide a like-to-like comparison for vehicles tested after that date.

All Audis are now covered by a five-year, unlimited-kilometre warranty, up from its recent offering of three years, which is better, but could be better still.

There's no news on what servicing arrangements will be because the new Q5 doesn't lob until Q3, but in general the brand will let you prepay your services, required annually, for the first five years, with the regular Q5 currently billed at $3140 and the SQ5 billed at $3170.

The GLC63 is covered by Mercedes Australia’s usual five-year/unlimited kilometres warranty.

As for maintenance, Mercedes offers service plans, spanning three to five years. Three years will cost you $5025, $6455 for four years and five years is priced from $7180. Servicing intervals are 12 months or 20,000km, whichever comes first.