Jaguar F-Pace vs Mercedes-AMG GLC43

What's the difference?

The F-Pace has been gifted new styling, new engines and more practicality making it an even better SUV than it already was. You could seriously pick any of the grades and be happy with your purchase. Then there’s the question of the engine…

Jaguar says there’s a few more years left in the combustion engine yet, but we know exactly how many years – four, because the company has gone on the record announcing it will go fully electric by 2025. The question for you is – how will you ring out the end of an era – with a four-cylinder petrol, a six-cylinder turbo diesel, an inline turbo six petrol or a cracking V8? 

The sweetspot in the range is the R-Dynamic SE 400, with just enough luxury and more than enough grunt.

With over 2.6 million GLCs sold globally over two generations since 2008, Mercedes could not afford to get the new one wrong.

And, with all the improvements and advancements that the latest version has made, it should come as no surprise that the X254 is finally the medium-sized luxury SUV the series should always have been. Addressing most of the previous iterations' limitations, it's a substantially quieter and more refined proposition, as well as good to look at, be inside and drive.

Of course, the final verdict will depend on how it drives on Australian roads, and it won't come cheap, but our first taste here in Spain of the new GLC 300 is very encouraging.

If you're in the market, you may as well get in the queue, because it's probably going to be big!

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

The very first F-Pace arrived in Australia in 2016 and even after all these years and the arrival of more rivals I still think it’s the most beautiful SUV in its class. The new one seems to look a lot like the old one, but the styling updates have kept it cool.

If you want to see instantly how the design of the F-Pace has evolved from the original to the new one, be sure to watch my video above.

Short story is, this new F-Pace has been given a pretty major styling overhaul inside and out.

Gone is the old F-Pace’s plastic beak. That sounds weird but the previous F-Pace’s bonnet stopped short of the grille and a nose cone had been fitted to cover the rest of the distance. Now the new bonnet meets a larger, wider grille and its flow from the windscreen down isn’t disturbed by a large join line.

Also more pleasing to the eyes is the badge on the grille. The snarling jaguar head is now larger and no longer mounted on a terrible looking large plastic plate. The plate was for the adaptive cruise control radar sensor, but by making the Jaguar badge bigger, the plate was able to be house in the badge itself.

The headlights are slimmer, and the tail-lights have a new design which looks futuristic, but I miss the styling of the previous ones and the way they dipped into the tailgate.

Inside, the cabin has been made over with a giant landscape screen, new chunky climate control dials, a new steering wheel and the rotary shifter has been replaced by a regular upright one which is still small and compact, with cricket ball stitching. Again, take a look at the video I’ve made to see the transformation for yourself.

While all F-Paces have a similar look, the SVR is the high-performance member of the family and stands out with its giant 22-inch wheels, a tough body kit, quad tailpipes, a fixed SVR rear wing, and bonnet and fender vents.

For this update the SVR has been given a new front bumper and larger cooling vents flanking the grille. But it’s more than just tough looks, the aerodynamics have been revised to decrease lift by 35 per cent, too.

What hasn’t changed are the dimensions. The F-Pace is a mid-sized SUV measuring 4747mm end to end, standing 1664mm tall and with the mirrors out is 2175mm wide. That’s not huge, but make sure it’ll fit in your garage.

The most interesting thing about the new GLC's appearance is how hard Mercedes-Benz's designers worked to make it look so close to the preceding model, whilst still managing to look both handsome and comparatively fresh in the flesh.

Stare at the X254 long enough (or park old alongside new) and you'll notice scores of differences – sleeker headlights and a more hexagonal grille up front, a smoother and slightly elongated profile, and slimmer taillights headlining cleaner rear-end styling.

It's worth noting that while the new GLC is no wider than before, it's both longer (by 60mm) and lower (by just 4mm), with a 15mm wheelbase stretch and fatter tracks (+6mm/23mm front/rear respectively), to subtly improve proportions.

This is a handsome SUV and should sell by the boat-load on looks alone.

The F-Pace was always practical with a big 509-litre boot and great rear leg and head room for even me at 191cm tall, but the cabin re-design has added better storage and usability.

The door pockets are larger, there’s a covered area under the floating centre console and in a victory for common sense and practicality the window switches have been relocated from the window sills to the armrests.

This is along with a deep centre console storage area, and two cupholders in the front and another two in the rear fold-down armrest.

Parents will be happy to know that all F-Paces come with directional air vents in the second row as well. And there are ISOFIX outboard child-seat anchors and three top-tether restraints, too.

A lot has changed in the new GLC… but then again, not so much so that it would alienate existing customers or fans of the midsized SUV. It's also a lot like the latest C-Class.

So, we're talking similar larger screens (12.3-inches in front of the driver and a driver-orientated 11.9-inch touch display in the centre), as well as the latest-gen MBUX system that now gains more contemporary graphics, faster responses and more natural operation – particularly the voice-control tech.

For some buyers, the move to higher-quality trim and materials is a huge step in the right direction too. There's a newfound expensiveness that no Mercedes SUV at this price point has ever seemed to possess.

It's all part of the progressive evolution of the previous GLC's interior that loses none of the old strong points: great ventilation, excellent storage and brilliant front seats being the definitive items that carry through, albeit improved where necessary in their own ways.

Traditionalists will also likely appreciate the old-school Benz touches – namely the eternal door-mounted electric seat switches and column-mounted gear shifter.

While the GLC's 2888mm wheelbase is slightly longer than before, all that extra interior space is located from the back of the front seat to the rear wheel arch, benefitting the rear-seat occupants. That said, a lack of room is definitely not a problem for people sitting up front, since there's heaps of seat travel as well as ample space for head and shoulders.

Along with how pleasing the driving position is, owners of the new GLC should appreciate how much easier and more intuitive everything is to use, compared to before. It's now far less intimidating and much more user friendly.

For instance, with just a simple scroll of a button, the instrument dials can be altered to various completely different styles to match your mood. A favourite is the elegant minimalist version that brings an analogue clock to the fore, just like you'd find in a 1970s Mercedes W116 S-Class; Das ist sehr cool!

And, of course, you'll find superb audio sound quality, a digital radio, plenty of USB ports for your devices, Apple CarPlay/Android Auto connectivity and a wireless smartphone charger. The brilliantly high-resolution MBUX multimedia screen's menus are simple to recognise and use, and most without the need to get lost in a sea of sub-menus. It's all very smart, fancy and effective.

Our test GLC 300 in Spain was fitted with the optional Airmatic air suspension system and 19-inch wheel package, and this combo makes the cabin seem quieter and more isolated than any previous iteration ever managed to be.

Moving to the rear seat, I'm sat behind myself in my usual driving position, and there's plenty to like here. There's ample space, very comfortable seats, a greater sense of luxury and quality compared to before. Additionally, most expected amenities are present, including deep door bins, face-level air vents, overhead lighting, grab handles, coat hooks, map pockets and a folding centre armrest with sliding cupholders.

About the only disappointment is that the rear backrests do not slide or recline should you be in the mood for a quick snooze.

Finally, the gesture-actuated electric tailgate opens up tall and wide, to reveal a usefully large load area.

One of the most useful advances in the new GLC is its cargo capacity boost: at 620 litres VDA, that's an additional 70L over the old model in European spec, and rises to a very reasonable 1680L with the rear backrests folded (if desired, remotely, of course), making it a better family car than before.

Because the GLC is months away from its Australian debut, Mercedes is staying mum about pricing.

However, like with most things in life, there's both good and bad news on that front.

Only one model will be available at launch – the GLC 300 – and it will cost north of $100,000. Maybe substantially so, considering the closely-related C300 sedan kicks off from $90,000 before on-road costs. M-B says over 60 per cent of buyers of the outgoing SUV chose that grade anyway, so that's what remains for now.

No cheaper GLC 200 or 250 grades will be offered for the foreseeable future, just the much faster and more expensive AMG versions for the 2024 model year. If you want a cheaper Mercedes SUV, there's always the GLB. And there's no sign of the PHEV plug-in hybrids either.

So, what's the good news? Final specs are yet to be revealed, but it seems that – like the latest C300 that was launched earlier in 2022, the new GLC 300 will be chock-a-block full of standard equipment.

Expect to find electric seats, automatic parking, multi-zone climate control, remote tailgate actuation, an AMG Line body kit, adaptive cruise control, auto high-beam LED headlights, keyless entry/start, a 360º camera, fingerprint scanner ID tech for the new media display, leather trim, privacy glass and 20-inch alloy wheels.

Of course, there will also be a full suite of safety items, including Active Blind Spot Assist, Active Brake Assist with Cross-Traffic Function, Active Emergency Stop Assist and Active Lane Keeping Assist, among heaps more features.

Plus, the 2.0-litre four-cylinder turbo petrol engine gains a 48V mild-hybrid system, to slash emissions and cut fuel consumption compared to before.

Furthermore, you'll be able to option your new GLC up with endless additional accessories like Airmatic all-wheel air suspension, rear-wheel steering, a new panoramic sunroof design and what might be the best LED active lighting system on the market. They won't come cheap though.

It's tricky making a call without knowing pricing and/or final specifications.

But the new X254 represents the very latest in Mercedes design and engineering, so is as fresh as you'll get in its segment. Plus, spec for spec, the well-equipped GLC 300 will likely be around the same price or only slightly costlier as an equivalently-optioned-up X3 or Q5, if the similar strategy deployed by the C300 is anything to go by.

However, how the German SUV lines up against cheaper notable rivals like the Lexus NX from Japan or Volvo XC60 from Sweden (via China) remains to be seen. Additionally, all of these luxury branded midsizers seem conspicuously expensive when impressive mainstream alternatives like the Toyota RAV4 and promising Mazda CX-60 cost so much less.

Jaguar’s engine names sound like forms you have to fill in when you apply for a home loan.

The P250 is a 2.0-litre four-cylinder turbo petrol engine making 184kW and 365Nm; the D300 is a 3.0-litre six-cylinder turbo diesel producing 221kW and 650Nm; while the P400 is a 3.0-litre six-cylinder turbo petrol with outputs of 294kW and 550Nm.

The P550 is a supercharged 5.0-litre V8 producing a colossal 405kW and 700Nm.

The SE grade gives you the choice of the P250, D300 and P400, while the S only comes with the P250 and the SVR of course is powered only by the P550.

The D300 and D400 are new engines, both are straight sixes and replace the V6 engines in the old F-Pace. Superb engines, they are also found in the Defender and Range Rover.

Jaguar calls the D300 and P400 mild hybrids, but don’t be misled by the terminology. These engines are not hybrids in the sense that an electric motor is working to drive the wheels along with a combustion engine. Instead, a mild hybrid uses a 48-volt electrical system to help take the load off the engine by helping it start and running the electronics such as climate control. And yes, it does help save fuel, but not stacks.

There’s plenty of grunt from all these engines no matter which you choose, they all have eight-speed automatics and all-wheel drive.

You are also very likely looking at the last combustion engines to go into an F-Pace. See Jaguar has announced that it will only sell electric vehicles beyond 2025.

Four years and that’s it. Choose wisely.

Being C-Class based, the GLC employs the company's MRA2 architecture that also underpins a host of other current larger Mercedes models. In this case, it has an all-new four-link front suspension and a completely redesigned multilink independent rear set-up.

As with the sedan, all GLCs for this generation ditch the sixes and V8s for direct-injection four-cylinder-only powertrains – including the coming Mercedes-AMG high-performance versions.

Like the old one, the new version uses a 1999cc 2.0-litre petrol engine, but with a massive amount of changes that chase efficiency improvements. This time it pumps out 190kW at 5800rpm and 400Nm between 2000-3200rpm. The 0-100km/h time is now down to 6.2 seconds, on the way to a 240km/h top speed.

It drives all four wheels (using Mercedes' 4Matic system) via a nine-speed torque-converter automatic transmission, while the 48V mild-hybrid system, dubbed EQ Boost, uses an integrated starter-generator and lithium-ion battery that, providing an additional 17kW and 200Nm of electric boost at low engine speeds.

So, while it doesn't ever run purely on electricity, the electrification tech certainly either brings more punch or takes the load off the petrol engine, depending on how you're driving it.

By the way, 4Matic is a permanent variable all-wheel drive system, while the optional four-wheel steering system offers a rear steering angle range (just like the Honda Prelude of the late 1980s), of up to 4.5 degrees, reducing the turning circle by 90cm to 10.9 metres in this case.

Under 60km/h, the rear wheels steer in the opposite direction to the front wheels for better agility and discernibly tighter parking manoeuvrability, while over 60km/h they steer in the same direction, for added higher-speed stability.

Clever.

It doesn’t make sense that Jaguar has announced that it will be going all electric by 2025 yet doesn’t offer a plug-in hybrid in its Australian line-up, especially when there is one available overseas.

Jaguar says it doesn’t make sense either, but by that they mean business sense, in bringing one to Australia.  

So, for fuel economy I’m marking the F-Pace down. Yes, the D300 and P400 use clever mild-hybrid tech, but it doesn’t go far enough to reducing fuel use.

So the fuel consumptions, then. The official fuel consumption for the petrol P250 is 7.8L/100km, the diesel D300 will use 7.0L/100km, the P400 is stated to sip 8.7L/100km and the P550 V8 petrol will drink 11.7L/100km. Those figures are "combined cycle" numbers, after a combination of open and urban driving.

Final Aussie figures for the GLC 300 won't be available for a while, but with the new mild-hybrid tech, expect as much as a whole litre/100km cut in fuel consumption.

For the record, the European version has an anticipated WLTP combined consumption figure of between 7.2 and 8.2 L/100km.

These figures translate to averages of between 167 and 186 grams per kilometre of carbon dioxide emissions. Keep in mind, however, that these Euro-6 emissions rated engines require 98 RON premium unleaded petrol to deliver their best.

The trip computer readout during our drive in Spain, by the way, was between 8.7 and 9.2L/100km, but these are hardly representative of Australian driving conditions.

My two test cars at the Australian launch of the new F-Pace were the R-Dynamic SE P400 and the R-Dynamic S P250. Both were fitted with the road noise cancellation system which comes with the optional $1560 Meridian stereo and reduces the level of road noise coming into the cabin.

Which would I rather? Look, I’d be fibbing if I didn’t say the SE P400 with its smooth inline six that has seemingly endless shove, but it’s $20K more than the S P250 and neither engine is low on grunt and both handle and ride almost identically.

That ride has been improved in this new F-Pace with the rear suspension being retuned so that it’s not so firm.

Steering is still on the sharp side, but body control feels better and more composed in this updated F-Pace.

On the twisty and quick country roads I tested the S P250 and SE 400, both performed superbly, with responsive engines, great handling, and serene cabins (thanks to the help of the noise cancelling tech).

The second part of the test was driving both in city traffic for the best part of an hour each which isn’t pleasant in any car. The now wider F-Pace seats were comfortable and supportive, however, the transmission seamlessly swapped gears and even rolling on 22-inch wheels in the SE and 20-inch alloys in the S the ride was excellent.  

Some 15 years ago, Australians completely missed out on the original GLC (then dubbed GLK), and so when the second-gen version launched in 2015, expectations were high.

Sadly, not all were met, either. Despite attractive design, sporty steering, (generally) strong performance, great seats and an attractive interior, the outgoing X253 series did not ride with enough comfort, transmitted too much road noise through inside and seemed to use sub-par cabin materials for a Mercedes.

The 2019 facelift improved things somewhat, but overall, the old GLC fell short of the German brand's "Best or Nothing" claim. It clearly wasn't.

Now there's an all-new one, and it is very clear that the boffins at Benz have heeded the criticisms levelled at the previous GLC.

For starters – and please keep in mind that this is on Spanish roads and wearing 19-inch rather than the 20-inch wheels that are expected to be made standard on Australian-bound versions – the GLC 300 4Matic with Airmatic air suspension we drove seemed much quieter and more comfortable to ride in than before. No longer does the GLC's suspension feel too hard or unsettled. This is a big win for owners.

We're also grateful for the reduced road and tyre noise coming in, though on some coarser bitumen the Mercedes still wasn't as hushed as we'd have liked. Still, that's progress.

Speaking of which, and as a result of these newfound refinements, the GLC's entire driving experience just seems more… upmarket and in keeping with brand expectations.

While the 2.0-litre four-cylinder turbo engine does not sound quite as evocative as Mercedes' classic straight-six equivalents, the performance and responses are certainly on point.

Acceleration is instant and strong through the gears, the ultra-slick auto transmission is brilliantly calibrated to feel as unobtrusive as possible, and there's more than ample power in reserve should you need some immediate overtaking oomph. No doubt that 48V electric boost comes in handy here. Whether in Eco, Comfort or Sport, and despite weighing in at nearly two tonnes, the 300 has the muscle and sophistication to warrant that famous Mercedes number.

We're especially impressed with how the Benz can coast silently off-throttle in electric mode in certain conditions.

One of the chief engineers told us that, although everything has been altered or changed for this new generation, the old electric power steering tune remains much the same, because it combines agility and calmness at speed. We tend to agree. Cornering is easy, with brilliantly composed and controlled handling on offer.

We should add that our GLC (as per all the vehicles on the Spanish global launch) was fitted with the optional four-wheel-steering system, and this certainly made our test SUV seem almost hatchback-like in its nimbleness.

If you're into box ticking, then the new GLC 300 really ups the ante compared to before. Quieter. Smoother. Lovelier to behold. Nicer to ride in. Check, check, check and check.

Of course, the big unknown remains pricing and features.

The latest C-Class shot up by around $15,000 over its predecessor earlier in the year, and we're expecting similar gains for the GLC 300, particularly as the medium SUV market hardly needs any incentives right now. Coupled with the unavailability of an entry-level 200, it means that buyers will certainly have to pay for the privilege of getting into the palpably better Mercedes midsizer.

Still, we're quite impressed about how well the GLC 300 drove in Spain.

The GLC has not been crash-tested by EuroNCAP or its Aussie affiliate ANCAP as yet, so there's no star rating to divulge.

Mercedes says that the GLC's safety concept "… is based on an intelligently designed body with a particularly rigid passenger cell, selectively deformable crash structures and situational interaction between the seat belts, belt tensioners and airbag systems."

It includes 10 airbags (with dual-front combined pelvic/thorax airbags, front centre airbag, rear side airbags, window airbags and driver's knee airbag), Autonomous Emergency Braking front and rear (including for cyclists and pedestrians), adaptive cruise control with active stop/go, a 360 degree camera, Active Parking Assist, drowsy driver monitor, Active Lane Keeping Assist, Blind Spot Assist, ABS anti-lock brakes with Brake Assist, Adaptive Brakes with Hold function, brake drying and Hill Start Assist, electronic stability control, traction control, dusk-sensing LED lights, rain-sensing wipers and runflat tyres with tyre pressure warning.

While not yet confirmed as standard, the GLC300 is also expected to feature the Driving Assistance Package Plus, with bundles in Active Blind Spot Assist, Active Brake Assist with Cross-Traffic Function, Active Emergency Stop Assist, Active Lane Change Assist, Active Lane Keeping Assist, Active Steering Assist, and Active Stop-and-Go Assist.

There's also the PRE-SAFE side accident anticipation and protection system.

For the Australian market, the GLC should also feature two ISOFIX child seat restraints as well as three top tethers for straps.

At the launch of the new F-Pace Jaguar announced that all of its vehicles would be covered by a five-year unlimited/kilometre warranty, a step up from the three-year coverage it used to offer.  

Service intervals? What are they? The F-Pace will tell you when it needs maintenance. But you should sign up for a five-year service plan which costs $1950 for the P250 engine, $2650 for the D300, $2250 for the P400 and $3750 for the P550.

Mercedes-Benz was one of the first luxury manufacturers in Australia to offer a five-year warranty – matching most other mainstream makers, though not Kia and some other brands that have seven or more years – offering a decent level of coverage and protection.

Mercedes-Benz offers a five-year, unlimited kilometre warranty with roadside assistance. Service intervals are 12-monthly or at every 25,000km, whichever occur first.

We're also expecting a capped price service plan, as well as a choice of pre-purchase service plans to save a bit of money.

Full warranty and service cost information will be announced closer to the GLC's launch.