BMW X3 vs Mercedes-Benz GLC200

What's the difference?

If a BMW X3 is for you, then we have no quarrels with that. It’s a better all-round vehicle than the one it replaces and represents better value. And even though BMW mandates a hybrid driveline, there are still some significant choices within that framework.

By all means buy the M50 if you crave the rush of acceleration that almost 300kW can provide. And if efficiency is your altar of choice, then the plug-in 30e makes a lot of sense, too.

But even if you can afford either of those two more expensive variants, whatever you do, don’t dismiss the entry-level 20 model. At least drive it alongside the others and then make a decision based on all the facts, and not the assumption that entry-level equals the car you afford rather than the car you want.

It might be cheaper, but there’s absolutely no doubt that the 20 model is the one that shines and arguably makes the most of the opportunities BMW’s latest tech offers.

Sometimes less really is more.

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

The GLC200 is an accomplished family SUV and not a bad start to the range. I guess some folks will be upgrading from high-end Japanese and Korean SUVs, or defecting from another German,  and it's unlikely you'll be disappointed unless you have a particular aversion to the brand.

It's well-equipped, safe and, without options at least, competitively priced (for a Mercedes), if not especially cheap to service. 

It might be badged an X3, but this is no small vehicle. In fact, it’s bigger than the original BMW X5 (which set the tone for this entire market segment) with a length of 4755mm (4667mm for the first X5) and a width of 1920mm (1872mm). That said, it’s 25mm lower than the outgoing X3 in a move to emphasise its sportiness. Shorter it may be, but it’s also 16mm wider on the front track and 45mm wider on the rear than the outgoing model.

BMWs latest styling cues also appear in the new car, including the large, split-kidney grille that, for Australian-delivered cars, is also lit around its edges. The short overhangs that characterised the original X5 (and soon characterised this whole BMW genre) remain, and the T-graphic LED tail-lights round out the stylistic touches.

The other thing we noticed (and we’ve seen it on other cars recently) is a panoramic sunroof that doesn’t actually open.

While probably unintended, the sheer honesty of the GLC wagon's design is almost refreshing. Bonnet, doors, tailgate, it's obvious what this car is for. Simple surfacing, excellent build quality, the GLC says, "Here I am, fill me with people and stuff. I won't let you down." Nothing in this sector is particuarly out there (more's the pity), but compared to the Audi Q5's subtle prettiness and the BMW X3's creases and snarling front end, the Merc is a study in restraint. Apart from the pizza-dish-sized, grille-mounted logo. Ooh. I almost forgot the Alfa Romeo Stelvio, which is definitely a looker. But that kind of proves my point.

As part of last year's mild in-and-out update, the cabin scored a new touchscreen and control pad and little else. It's pretty much the C-Class's cabin, in vibe if not design. There is some nice wood - one of the few times you'll read me say that - with Merc's trademark texturing rather than nasty, over-polished (or obviously plastic) slabs of the stuff. I still don't like those cheap-looking Burmester speaker covers.

Cabin space is plentiful in the X3 with loads of room in the front, possibly thanks to the dashboard that is pulled back from you with only the twin screens and steering column offering themselves up to the driver. Even the air-vents are somewhat hidden. There’s good vision out and the seats themselves are lovely. The step into the cabin feels to be at just the right height, too; not too high, not too low.

Rear seating is good, too, although the X3 will always be better as a four seater than five thanks to the shape of the rear bench, but the glass roof opens the space up and there’s plenty of charging points and storage nooks. The sun blinds on the rear-side windows of the more expensive versions should be standard kit on every car sold in Australia.

We’ll take exception to the new gear-selector which doesn’t have a defined Park position and instead relies on applying the park-brake to engage Park. But the ambient light and contrasting cabin colours are a bit of a breath of fresh air.

There are levers in the cargo area to quickly fold the rear seats (60:40) at which point luggage space jumps from 570 litres in the mild hybrid cars to 1700 litres. The battery-pack of the 30e model means that luggage space starts at 460 litres and can be expanded to 1600 litres.

The latest version of BMW’s sometimes controversial iDrive operating system is simpler and easier to use than before and supported by a new operating system, but there’s still some familiarisation necessary. One improvement has been the addition of QuickSelect which works somewhat like the old favourites button system and gets around the need to drill into menus to access the functions you want.

A head-up display is a terrific addition, although where some displays are more tolerant of polarised sunglasses, the HUD in the BMW didn’t like mine and went dark at the most inconvenient angles.

None of the X3 variants feature a spare tyre of any sort. The 19-inch tyres on the base grade are run-flats, while everything else gets a repair kit for roadside emergencies.

If you want to tow, the good news is that all X3 variants can do so. But you will need to purchase the $2200 towing package which enables the X3 to haul a trailer weighing up to 2000kg with a maximum tow-ball down-weight of 200kg.

If you need all the space you can get in your GLC, the wagon is the one to go for. You start with 550 litres and with the rear seats out of the way, that expands to 1600 litres. 

Rear leg, knee and headroom are generous, but your third passenger won't be very happy straddling the transmission tunnel, or the miserly space left available for their backsides. Three small folks, sure, three teenagers, nope. Not for lengthy trips, anyway. There are air-con vents back there, though, and the armrest has somewhere to stow phones and slim things.

Front and rear rows get a pair of cupholders each for a total of four and each door will take a decent-sized water bottle. The centre console houses two USB-C ports and the port in with the cupholder is also USB-C.

The GLC200 kicks off at $67400, the entry-level, rear-wheel drive four-cylinder version. The starter spec comes with 19-inch alloy, a mere five speakers in your stereo, dual-zone climate control, around-view cameras, reversing camera, keyless entry and start, front and rear parking sensors, cruise control, sat nav, auto LED headlights, auto wipers, fake leather interior (not that there's anything wrong with that), auto parking, powered tailgate and run-flat tyres.

The new touchscreen hosts the modern MBUX media platform which is so much better than COMAND. That system's wacky controller was getting there, but it seems Mercedes wisely diverted attention to this new get-up. The sat nav is much easier to use, as is the whole interface, and it has Apple CarPlay and Android Auto for good measure. The new control pad is miles better, too, and the DAB+ interface is a vast improvement.

This car had just about everything loaded in, bringing the total cost to $83,900. Starting with the rather lovely (but expensive) Iridium Silver Metallic pain ($1600), Mercedes loaded on the Driving Assistance Package ($2600 - active lane assist, blind spot monitoring with active assist, active cruise), AMG Line (20-inch alloys, various mats and tints, sports wheel and pedals and side skirts), Vision Package ($5200 - head up display, sunroof and 13-speaker upgrade), Night Package ($700 - gloss finish window surround, body colour mirror caps, painted wheels) and Seat Comfort Package ($1300 - electric and heated front seats, power door mirrors, powered steering column adjustment).

Hybrid tech across the board is the key phrase here, with the base-model 20 xDrive fitted with a mild hybrid electric motor and battery pack that works in conjunction with the 2.0-litre, turbocharged petrol four-cylinder engine. Power is 140kW and torque 310Nm. Like most mild hybrids, the electric motor offers power regeneration during braking, a mellow (by EV standards) kick in the pants during take-off and acceleration and also acts as the car’s starter motor.

The performance flagship, the M50 xDrive taps into the same technical philosophy with a mild hybrid augmenting the turbocharged six-cylinder inline petrol engine. In this case, however, peak power is a hefty 293kW and torque maxes out at 580Nm.

The most technically adventurous X3 is the 30e xDrive which uses plug-in hybrid tech to offer a claimed 91km of electric driving, about twice that offered by the original X3 PHEV it replaces. When the same 2.0-litre four-cylinder petrol as fitted to the 20 xDrive, and the electric motor are humming along together, there’s 220kW of power and 450Nm for the taking. The PHEV X3 can run in purely electric mode at up to a claimed 140km/h.

All variants use BMW’s familiar eight-speed automatic transmission and in each case, drive is sent to all four wheels on a permanent basis. Interestingly, the 30e and M50 versions package their electric motor as part of the engine-transmission combination. The 20, meanwhile, places its electric motor externally, as part of the drive-belt rotating assembly.

The M50 model has an M button that unleashes the full performance with one touch, and features an electronically locking rear differential in the interests of high-speed turn-in.

Adaptive suspension that varies the degree of damping is also part of the package on each X3 variant.

The GLC200 carries a 2.0-litre turbo four-cylinder called M264. Sending power through all four wheels, you'll have 145kW and a healthy 340Nm at your disposal. Which is just as well, given it weighs 1800-odd kilos before options.

The GLC comes with a nine-speed automatic transmission, which you'd think would be better than seven or eight but isn't. In the 200, only the rear wheels are driven, you need to step up to the 250d or 300 to get all-wheel drive.

As you might expect, the PHEV 30e model is the efficiency superstar of the X3 line-up with an official combined test figure of just 1.6 litres per 100km and 38 grams of CO2 per kilometre. The four-cylinder 20 xDrive is not bad for its size at 7.5L/100km (and 171g), yet the bruising six-cylinder M50 version with all that performance is not too far behind with an official figure of 8.2L/100km (187g).

The 30e PHEV features a selectable battery-saving mode as well as the option of forcing EV-only running. It features a 19.7kWh battery and BMW claims it can charge using a three-phase, 11kW socket from empty to full in two hours, 15 minutes. It does not make use of fast-chargers.

Exactly how far you’ll travel in the PHEV model will depend hugely on how and where you drive. On long, open road journeys, fuel consumption won’t be much different to the others, but with just a 50-litre fuel tank, it’s range won’t be stellar. But in urban running where the batteries are being recharged for free as you brake, the difference will be significant. Meanwhile, with a 65-litre fuel tank in the mild hybrid grades, the theoretical range (based on the official fuel number) is 865km and 765km for the 20 and M50 respectively.

While BMW recommends premium fuel for maximum efficiency, it also says that each X3 variant will not be harmed by the use of standard ULP if that’s all you can get hold of.

On the ADR-approved combined cycle, Mercedes extracted 7.8L/100km. My week with the GLC didn't include any long stretches of consistent running, but I still managed 9.2L/100km, which is pretty decent going, except that it does demand 98 RON fuel.

Big heavy SUVS like this one haven’t always been too dainty on their feet. The extra bulk and height mean suspension has to be firmer, the big wheels and subsequent loss of tyre sidewall depth plays against ride quality and before you know it, the compromises have piled up and the driving experience has gone to hell.

This time, however, BMW’s claim that the X3 was designed from the start as an SUV and not converted from a sedan platform seems to hold water. There’s an overall greater sense of cohesion in the way the car steers and flows through corners and faster bends. The steering feel and feedback are a big part of that, too, and the whole seems at least as great as its parts.

The M50 is, predictably, a rocket with loads of accessible acceleration and a great noise while you’re enjoying it. That said, the 21-inch wheels and tyres don’t do anything for ride quality, but it remains an entertaining performance car in a familiar, ICE kind of way.

The plug-in is also perky with its 220kW on tap, but it’s less old-school and more techy. And while you can’t pick the point at which ICE hands over to electric and vice-versa, sensitive drivers will absolutely know that there’s a big dollop of electrical assistance when your right foot starts asking the tough questions. It definitely feels more overtly hybrid, though that shouldn’t be any kind of surprise, purely because that’s precisely the case.

Which brings us to the 20 entry-level grade. And while it’s going to be a controversial statement, this emerges as the most cohesive, rounded variant of the new X3. There’s something in the way the fizzy, bubbly (but very smooth) 2.0-litre four-cylinder provides more than enough urge, but never threatens to dominate the dynamics.

With less weight over the front wheels than the M50, and less weight overall than the PHEV, the 20 corners flatter, steers more intuitively and is simply more fun more of the time. Even on the optional 20-inch tyres, it rides better than the others, too, and might even be better again with the standard 19s other than the fact that those are run flats and we didn’t get try them.

I was pleasantly surprised at how sprightly this car is - the 2.0-litre spins up very nicely and is pretty smooth most of the time. The nine-speed transmission could probably be a bit more decisive, which is why I spent more time in Sport mode than perhaps was necessary. It certainly sharpened the transmission up a bit, but I think nine gears is probably too many, especially given Audi's and BMW's expertise with "just" eight.

For most drivers this won't be a problem - a less probing examination of the transmission's performance will find it quite capable, if occasionally clunky.

The last non-AMG GLC I drove was not a comfortable rider and I'm pleased to say that things have improved. They just haven't improved as much as you might want. Where the BMW X3 in particular is quite comfortable in its basic form, the GLC is firm to start with, then when you throw in the 20-inch wheels from either the Night or AMG packages, things get a bit bumpy on the suburban bash.

Apart from that, it's a very pleasant place to spend time. It's very quiet and composed and if the surface is right, will float along in traffic, helping to keep you calm. All the controls are nicely weighted and for the vast majority of owners, a well-specced GLC200 will do just fine, with no need for bigger engines or a loftier badge.

I would, however, like to see the end of those silly side steps. They'll get grotty in winter or the rain, which means when you slide out, your calves get grotty, too. Unpleasant and unnecessary.

All GLCs have nine airbags, ABS, stability and traction controls, traffic-sign recognition, around-view cameras, reversing camera, reverse cross traffic alert, blind-spot monitor, forward AEB, forward-collision warning and tyre-pressure monitoring.

As Mercedes did on this car, you can boost the safety gear with packages.

There are also three top-tether mounts and two ISOFIX points.

The GLC scored a maximum five ANCAP stars in January 2016.

BMW’s warranty on the X3 is the company’s usual five-year/unlimited kilometre deal. But in this case, there’s also a six-year/100,000km warranty on the high-voltage battery.

Also typical for BMW is the service interval which is not a set time or distance and instead is determined by how the car has been used. It’s called condition-based servicing and it’s nothing new at BMW.

There’s also capped-price servicing available. For the X3, the five-year/80,000km service package is $2475.

Like the other Germans, Mercedes needs to up its game. Three years/unlimited kilometres is fine, but really, when you're paying decent money and you've stepped up to a big-league brand you should expect big-league support.

If you pay upfront for a service plan, you'll cough up $2150. but if you pay as you go, it's a further $550, or $900 per service. That is quite stiff. You can go for a four-year package, which comes out at $2950, but then a five year package is $4950. Pay-as-you-go pricing does not apply for the fourth or fifth year, so if you plan on long-term ownership, might I suggest locking everything in with the upfront package?

An X3 will cost you $1850 over three years and a Q5 will cost $1710 for three years and $2720 over five, which is substantially cheaper than the GLC.