BMW X4 vs Mercedes-Benz GLC200

What's the difference?

Okay, so the BMW X4 xDrive30i is neither an ass nor an elbow, to be fair, it's more of a bulky shoulder muscle, or two.

I can't say I'll ever love the X4, the idea of it is a bit too weird for me, but I can't help admiring the way it looks and the way it drives.

It's a bit like a sedan on steroids - or an SUV on a diet, depending on your perspective - but that doesn’t take away from the fact that it’s fun to drive, comfortable and retains just enough coolness, and just enough practicality, to make it worthwhile.

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. 

So here's the thing. Obviously I have a personal beef with the existence of vehicles like this, but my eyes cannot deny the facts - the X4 looks fantastic. It's muscular, imposing and smooth all at once. Unlike the X6, a bigger and less visually successful attempt to play the same styling tricks with an X5, it doesn't have a ridiculous rear view that looks like it shoulders and buttocks have been fused (although it's hard to miss just how small the rear window is).

Even more impressively, there's no denying it looks better than the X3 that gave birth to it, so I can easily see why someone in a BMW showroom could be drawn to it. At least until they sit inside.

If the exterior style and eye-catching Sophisto Grey metallic paint don’t make an immediate impression then your eyes will surely widen at the interior, resplendent with bold Tacora Red seats, Aluminium Rhombicle trim finisher and the kind of sleek, classy styling that BMW excels in. 

Both the adjustable ambient lighting on the doors (we were partial to lilac) and door projectors that shot out what looked like robot wings onto the ground every time we hopped out of the X4 at night walked a fine line between futuristic cool and “parked out the front of a nightclub entrance” chintz, but over time the scales tipped more to the former. 

The big differentiator between the X4 and X3, of course, is the sloped coupé roof, a design feature that may make the X4 look a little cooler, but at the expense of cabin space, but more of that in a moment.

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.

For a car that is very much a mid-sized SUV on the outside, the interior can feel a bit too snug, like you’re driving a compact car that’s tried on a suit a few sizes too big (for reference, I’m 175cm tall - above-average height drivers may find the snugness soon turns to claustrophobia). 

While comfortable - it is BMW we’re talking about, after all - there’s not an overly abundant amount of headroom available, a feeling that becomes more pronounced should you shut the big moon roof.

My two children felt slightly too close to “you’re annoying me” distance from one another, which is to say this isn’t really the kind of car you should be getting if you plan on regularly ferrying about passengers in the rear who are bigger than a child. But I really don't think many people with kids would choose the X4 over the X3.

Boot space also takes a hit when compared to the X3 (550 litres versus 525-litres in the X4 - I was surprised the difference wasn't larger - although that expands to 1430-litres with the rear seats folded down. 

The boot opening is also mouth-shaped, which makes packing in wide-load items more of an issue.

Cupholders are plentiful - two in the front, two in the rear, and bottle holders in each door - and there’s a decent-sized storage cubby in between the front two seats. 

The sloped roof, and big fat A pillars, also result in the X4 being a bit more pinched at the rear, which is not especially great for visibility, with the vehicle’s blind spots taking some getting used to.

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).

Now, prepare to be confused. In the past, the 3.0 in the xDrive3.0i nomenclature might have led you to believe you'd bought a BMW with a 3.0-litre straight six engine. But in this case, you have not, the 3.0 just means you have a more exciting version of the 2.0; a TwinPower turbo 2.0-litre inline four-cylinder engine, making 179kW and 353Nm that the xDrive system delivers to all four wheels. 

The claimed zero to 100km/h time of 4.9 seconds feels completely realistic as this engine has plenty of poke. Put it in the Sport setting and you'll get some serious shove. Indeed, the switch between Comfort and Sport is very noticeable and changes the character of the car entirely.

The transmission is an eight-speed conventional torque converter automatic gearbox that’s both smooth and responsive. 

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.

The X4’s 65-litre tank needs to be 95-octane at a minimum, and BMW’s claimed combined fuel consumption is 7.9 litres per 100km. The temptation to use its rorty little engine is going to push you higher, though - you chose the one with the 3.0 badge on it after all - and we averaged 10.9 litres per 100km in our week together, which was mainly city driving, to be fair. 

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.

The impressive trick that BMW continually pulls off with its SUVs is giving them the same sensual, muscular steering as its sedans, and an impressively similar ride and handling balance.

The steering is the highlight here, but it's also noticeable how planted to the road it feels.

The X4 speaks to its looks, in fact, by feeling sportier and more alive to drive than you'd expect an X3 to be.  

This is less an SUV for soccer mums and dads, and more a bastard love-child that’s into loud leather and bright neon - a CEO who dressed punk rock-lite on weekends, if you will. 

If those weekends are bereft of child taxiing and loading up the boot with several tons of kid stuff, then you’ll have a blast in the X4. 

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.

Despite all the brouhaha about other car manufacturers offering more generous warranty periods - seven years for Kia, for example - BMW has not shifted its stance, still offering its standard three-year unlimited-kilometre warranty. Frankly, it's just not good enough.

BMW also offer a Service Inclusive package for $2010 that covers owners for five years, or 80,000km.

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.