Lexus IS350 vs Mercedes-AMG GLC43

What's the difference?

The new-look Lexus IS takes several steps forward over its predecessor - it’s safer, smarter, sharper to look at and still pretty well priced and equipped.

It is feeling its age inside, and the competition has moved on in terms of engines and EV tech. But even so, if I was buying a 2021 Lexus IS, it would have to be the IS350 F Sport, which is just the most fitting version of this car, though the IS300h Luxury does have plenty to like for the money, too.

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.

You either get the Lexus look or you don’t, and I think this latest version is possibly more agreeable than the IS in years gone by.

That’s partly because the brand has finally done away with the odd spider-eyes twin-section headlights and daytime running lights - now there are more traditional headlight clusters, which look a lot more resolved than before.

The front end still features a bold ‘spindle’ grille, which gets different treatment depending on the grade, and the front, to my eye, looks better than before but still very much stuck in its ways. 

At the side you’ll notice the giveaway windowline hasn’t changed, despite the chrome trim line having broadened as part of this facelift, but you can tell the haunches have muscled up a bit, with the new IS now 30mm wider overall, and the wheel sizes are 18s or 19s, depending on the grade.

The rear accentuates that width, with an L-shaped lighting signature now spanning the entire re-sculpted boot lid, giving the IS a pretty tidy rear end design.

Overall dimensions for the IS are 4710mm long, making it 30mm longer nose to tail (on an unchanged 2800mm wheelbase), while it now spreads across 1840mm (+30mm) and is 1435mm tall (+5mm).

The exterior changes really are impressive - I think it is a more purposeful but also more pleasant looking car now than it ever has been in this current generation. 

The interior? Well, there’s not a whole lot to talk about in terms of design changes, aside from the repositioned and larger media screen - which sits 150mm closer to the driver because it’s now a touchscreen with the latest smartphone mirroring tech. Otherwise it’s a carryover affair, as you can see from the interior pictures.

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 interior design of the IS, as mentioned, hasn’t changed dramatically, and it is starting to feel old compared to some of its contemporaries.

It’s still a nice place to be, with comfortable front seats with electric adjustment and heating across all grades, and cooling on many variants, too. 

The new 10.3-inch touchscreen media system is a nice unit, and means you can essentially do away with the silly trackpad system that still resides near the gear selector, so you may still end up bumping it accidentally. And the fact the IS now has Apple CarPlay and Android Auto (though neither are wirelessly connectable) does further its appeal on the multimedia front, as does the standard 10-speaker Pioneer stereo - though the 17-speaker Mark Levinson unit is an absolute blinder!

The centre stack below the media screen retains a CD player, and still has the electromagnetic temperature adjustment sliders as well. That part of the design is dating it just as much as the transmission tunnel console area, which looks a bit out of touch by modern standards, though still incorporates a pair of cup holders and a reasonably large centre console bin with soft armrest padding.

The front doors feature trenches with bottle holders as well, while in the rear doors there is still no drink storage - a carryover annoyance from the pre-facelift model. However, the middle seat in the back doubles as an armrest with pop-out cupholders, and there are rear air vents too.

Speaking of that middle seat, you wouldn’t want to sit in it for long, as it has a raised base and uncomfortable backrest, plus there’s a huge transmission tunnel intrusion eating into leg and foot space.

Outboard passengers also miss out on toe room, which - for my size 12s - is an issue. And it’s hardly the roomiest second row in this class for knee room and headroom, as my 182cm frame was a touch squished behind my own driving position.

Children will be better catered for in the back, and there are two ISOFIX anchorages and three top-tether attachment points for baby seats.

The boot capacity varies on the model you buy. Choose an IS300 or IS350 and you score 480 litres (VDA) of cargo capacity, while the IS300h has a battery pack that robs it of some boot space, with 450L available. 

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.

The engine specs depend on the powertrain you choose. And at a glance there’s no variance between the earlier version of the IS and the 2021 facelift.

That means the IS300 model still runs a 2.0-litre turbocharged petrol motor producing 180kW of power (at 5800rpm) and 350Nm of torque (at 1650-4400rpm). It has an eight-speed automatic transmission, and like all IS models, it is rear-wheel drive (RWD/2WD) - there is no all-wheel drive (AWD/4WD) model here.

Next up the spectrum is the IS300h model, which has a 2.5-litre four-cylinder Atkinson cycle petrol motor teamed to an electric motor and nickel metal hydride battery pack. The petrol engine is good for a 133kW (at 6000rpm) and 221Nm (at 4200-5400rpm), and the electric motor produces 105kW/300Nm - but the combined total maximum power output is 164kW, and Lexus doesn’t provide a maximum torque figure. The 300h model runs a CVT automatic transmission.

The big horsepower offering here is the IS350, which runs a 3.5-litre petrol V6 engine, producing 232kW of power (at 6600rpm) and 380Nm of torque (at 4800-4900rpm). It runs an eight-speed auto.

All models have paddle-shifters, while the two non-hybrid models have seen tweaks to the transmission software that is said to “estimate driver intentions” for better enjoyment. 

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.

There’s still no diesel model, no plug-in hybrid and no full electric (EV) model - which means that while Lexus was at the forefront of electrification with its so-called “self-charging” hybrids, it is falling behind the times. You can get plug-in versions of the BMW 3 Series and Mercedes C-Class, and the Tesla Model 3 plays in this space in full-electric guise.

As for the fuel-sipping hero of this trio of powertrains, the IS300h is said to use 5.1 litres per 100 kilometres on the combined cycle fuel test. In reality, our test car’s dashboard showed 6.1L/100km across a mix of driving.

The IS300 with its turbocharged 2.0L engine is next best for fuel use, claiming 8.2L/100km. On our short launch drive of that model, we saw 9.6L/100km on the dashboard.

And the full-fat IS350 V6 petrol claims consumption of 9.5L/100km, while on test we saw 13.4L/100km.

The emissions for the three models are 191g/km (IS300), 217g/km (IS350) and 116g/km (IS300h). All three are Euro 6B compliant. 

Fuel tank capacity is 66 litres for all models, meaning your mileage range for the hybrid model could be considerably longer.

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.

With the engine at the front and drive to the back, it has the ingredients for a pure driver’s car, and Lexus made a bit of a big deal about the new-look IS being more focused thanks to chassis adjustments and track width improvements - and it does feel a pretty nimble and tied-down car in the twisty stuff. 

It is competent at stitching together a series of corners, and the F Sport models are particularly adept. The adaptive suspension in those models includes both anti-dive and anti-squat tech, which is designed to make the car feel solid and flat on the road - and it does, thankfully without feeling twitchy or uncomfortable, with good suspension compliance even in the most aggressive Sport S+ drive mode.

The 19-inch wheels on F Sport models are fitted with Dunlop SP Sport Maxx rubber (235/40 front, 265/35 rear) and there’s plenty of tarmac tenacity.

The grip from Luxury-spec models on 18s could be better, with those Bridgestone Turanza tyres (235/45 all around) proving not quite the most enthralling. 

Indeed, the IS300h Luxury I drove felt very different in character to the F Sport IS300 and 350 models. It was surprising how much more of a plush-focused model the Luxury grade feels, and likewise it wasn’t as impressive in dynamic driving due to the tyre grip and less-enthusiastic drive mode system. The non-adaptive suspension is a touch more jittery too, and while it’s not to the point of discomfort, you might expect better for a car on 18s.  

Across all models the steering is accurate and direct enough, with predictable response and decent feel to the driver’s hands for this electric power steering setup. The F Sport models have even further retuned steering for “an even sportier drive experience”, though I found at times it could feel a little numb for rapid changes of direction. 

As for engines, the IS350 is still the pick. It has the best zest, and feels the most fitting powertrain for this model. It sounds good, too. The auto transmission is pretty clever, there's easily enough pulling power, and it's probably going to be the last of the non-turbo V6s in Lexus's line-up when this cars life-cycle is up.

The IS300's turbo engine was the most disappointing, lacking some urge and constantly feeling bogged down by turbo lag, transmission confusion, or both. It felt underdone in enthusiastic driving, though in dull day-to-day commuting circumstances it came across as more acceptable, though the remapped transmission software was far less impressive in this application than in the IS350.

The IS300h was a lovely, quiet and refined experience all around. It’s the one you should go for if you don’t really care about all that go-fast stuff. The powertrain is proven, it accelerates with nice linear delivery, and at times it’s so hushed I found myself looking down at the instrument cluster to see if the car was in EV mode or if it was using the petrol engine. 

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.

On paper, Lexus’s ownership offer isn’t quite as enticing as some other luxury car brands - but it has a strong reputation for blissful ownership.

The Lexus Australia warranty period is four years/100,000km, which is better for duration than Audi and BMW (both three years/unlimited km) but not as accommodating as Mercedes-Benz or Genesis, each of which offer five-year/unlimited km warranty.

The company has a three-year capped price servicing plan, with maintenance every 12 months or 15,000km. The first three visits cost $495 each. That’s okay - but Lexus doesn’t offer free servicing like Genesis, and nor does it offer prepaid service plans - for three to five years for a C-Class, and five years for Audi A4/A5, for instance.

There is complimentary roadside assistance for the first three years, too.

That said, the company has its Encore ownership benefits program that allows a number of experiences and deals, and the service team will collect your car and return it, leaving you with a loan car if you need it.

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.