Mercedes-Benz G63 vs Mercedes-AMG GLC43

What's the difference?

The Mercedes-AMG G 63 isn't for shrinking violets. It's bold, fast, and loud, and in second-generation form massively improved dynamically and technically. It's a lot of money, but there's a lot to love, and here's hoping it stays around for decades to come.

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 original (W460) G-Glass, then known as the G-Wagen (or Geländewagen for cross-country vehicle), was launched in 1979 as an ultra-capable off-roader, soon favoured by armies the world over. Arriving here in 1982, its distinctive, slab-sided form remained unchanged over the best part of four decades.

At close to 4.8m nose-to-tail, more than 1.8m across, and a bit over 1.9m tall, the G 63 is now longer (+110mm), wider (+106mm), and fractionally lower overall (-13mm), but still pulls off a convincing impersonation of a bread box.

Merc-AMG confidently quotes a drag coefficient (Cd) of 0.55 for the G 63, which isn't as bad as a brick (around 2.0… I Googled it) although it is in the same league as a heavy truck.

But it's the car's unique, upright stance, complete with pumped wheelarches and old-school flat glass, that sets it apart and draws people in. Looking more like a take-no-prisoners, functional device than a luxury cruiser, I can assure you it attracts as many admiring looks and comments as a low-flying supercar wedge.

The new-gen G 63 features AMG's vertically slatted 'Panamericana' grille, and our test example was fitted with the optional 'Night Package' ($5900) adding a range of dark exterior details including tinted indicator lenses, dark tinted glass, black exterior mirror shells and spare wheel ring, other black trim pieces and painted areas, as well as 22-inch AMG forged alloy rims.

Also worth noting, Merc has retained the G-Class's solid metal door handles, complete with the mechanism's unmistakable 'click-clack' opening and closing sound. Nice touch.

Inside, the biggest change is the upgrade from a conventional dual-gauge instrument cluster and central media stack to a pair of 12.3-inch digital screens, forming a sleek widescreen display, and bringing the G 63 in line with other recent Merc offerings.

Similarly, the gearshift moves from a traditional console-mounted set-up to Merc's 'Direct Select' lever on the steering column (exactly where the indicator stalk is located in 90 per cent of right-hand drive cars).  And the standard flat-bottom, leather-trimmed 'AMG Performance' steering wheel is a racy addition.

Like the exterior door handles, another tip of the hat to the car's heritage is retention of the horizontal grab handle ahead of the front passenger on the dash above the glove box. Nice to have something to hold on to if the going gets rough.

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 G-Class has never been a particularly squeezy proposition for passengers or cargo, but an extra 40mm in the wheelbase adds even more breathing space.

Getting in is the first step, and it's a big one. At 183cm tall, in an athletic mood, I could grab the A-pillar and swing up into the driver's seat in one vaguely respectable movement.

But, those side steps aren't just for show, and at the end of a long day provide a handy staging camp between terra firma and the lofty pilot's chair.

Once on-board there's plenty of room up front, with adequate storage including a bin between the seats (now with a double door opening rather than a single hinged lid), a modest glove box, oddments space and two cupholders in the centre console, and bins with space for bottles in the doors.

There's a 12-volt power outlet in the front, second row and cargo area, while there are two USB ports in the centre console bin and a charging USB port in the second row.

In the back I could have donned a dusty Akubra and still had headroom to spare, with generous foot room, and a substantial gap between my knees and the driver's seat (set to my position).

A fold-down armrest incorporates a pair of cupholders (as well as a through-port to the cargo space for long items) and there are map pockets on the front seat backs as well as space for bottles in the doors. Two adjustable air vents in the rear of the front centre console, and another pair in the B-pillars also provide climate-controlled air to those in the rear.

With the rear seats upright boot volume is quoted at 454 litres (VDA); enough to easily swallow our three-piece hard suitcase set (35, 68 and 105 litres) or the CarsGuide pram, or a largest-suitcase-and-pram combo.

There are tie-down shackles in each corner of the floor, usefully bright lighting, a netted storage area on the passenger side (containing five fluorescent emergency vests), and folding the 60/40 split rear seat liberates even more space.

Unfortunately, gaining access to that load space is fraught with compromise. First, the single-piece rear door hinges vertically and opens from right to left. No problem when you've nosed into a shopping centre space, but not so great when you're parking nose-to-tail on the left-hand side of the road.

That means you typically have a small space between you and the car behind to get the door open, and when it is at 90 degrees, you're blocked from unloading things onto the footpath until you've shut the door.

As well as that, the door has a full-size spare (alloy) wheel and tyre attached to it. Good because a full-size spare is welcome, and bad because it makes the already bulky door even heavier.

Those keen on towing things will be pleased to hear the G 63 is rated to haul up to 3.5 tonnes of braked trailer and 750kg unbraked.

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 G 63's 4.0-litre (M177) all-alloy V8 is closed deck design using direct-injection and a pair of twin-scroll turbos to produce 430kW at 6000rpm and no less than 850Nm from 2500-3500rpm. That's 10kW/90Nm more than the 5.5-litre twin-turbo V8 it replaces!

To improve throttle response and optimise efficiency, the turbos are located inside the engine's 'V', improving air flow and shortening the distance from the exhaust side to the turbos, and in turn, from the turbos to the inlet side.

And the housings on the twin-scroll turbos are divided into two parallel flow channels connecting with separate ducts in the exhaust manifold, allowing fine management of the exhaust gas coming in and pressure going out. Result is more torque and even better response times.

Drive goes to all four wheels via a new 'AMG Speedshift' nine-speed, dual-clutch auto (replacing the previous seven-speed auto transmission) with paddle shifters and a multiple downshift function which will go to the lowest ratio possible as you keep squeezing the shift paddle.

The 'AMG Performance 4Matic' all wheel drive system is front/rear biased 40/60 (50/50 in the previous model), although if you want to head off-highway the G 63 still features three 100 per cent diff locks and low-range off-road gear reduction.

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.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 13.1L/100km, with the 4.0-litre, twin-turbo V8 emitting 299g/km of CO2 in the process.

Despite the fact cylinder management tech means the engine will run on four cylinders under light load, and start-stop (with 'glide mode') is standard, we managed 16.7L/100km (measured at the bowser) over a mix of city, suburban and freeway running. To be expected for such a big bus, especially one that constantly tempts you into squeezing the throttle just to hear the exhaust bellow.

Minimum fuel requirement is 98 RON premium unleaded, and you'll need 100 litres of it to fill the tank.

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.

Let's cut to the chase. The G 63's pure grunt overpowers its challenging aero profile to thrust this boom box on wheels from 0-100km/h in a claimed 4.5 seconds. And believe it or not, despite its greater length and width, it has enough power to punch a 240km/h hole in the air (maximum velocity is limited to 220km/h if you choose not to opt for the 'AMG Driver's Package').

The new electronic architecture brings with it the latest version of Merc's 'Dynamic Select' system with five driving modes adjusting the engine, transmission, suspension, steering and assistance systems right up to maximum attack Sport+ mode.

All 850Nm of peak torque is available between 2500-3500rpm and pinning the throttle anywhere in that band feels like lining up a runway and preparing to rotate for take-off.

The two-stage exhaust flap arrangement allows you to turn the noise up from growl to roar even at modest around town speeds, and the nine-speed transmission is sharp and positive, with the multiple downshift function (in manual mode) hilariously good fun.

The racy AMG sports seats are as grippy as they are comfortable, and the fat 295/40 Goodyear Eagle F1 rubber, wrapped around the optional 22-inch forged alloys, does a good job of keeping all that mass and momentum in control as the high riding G 63 careens around corners.

And speaking of mass, the job of hauling it from warp speed to rest sits with big ventilated discs all around (cross-drilled 400mm front/370mm rear), clamped by monster six piston calipers at the front and single piston at the back. They're progressive and reassuringly powerful.

So, the performance is as dramatic as ever, but when I think of previous Merc-AMG G-Class offerings, two main shortcomings come to mind... steering and ride.

The steering was like a laggy mouse, with a few beats separating input at the wheel from response at the front treads. And the damping came up short, with a bouncy ride par for the course.

Still sitting on a ladder-type frame, the new G's suspension was developed by Mercedes-Benz and Mercedes-AMG. And finally, it has a decent double-wishbone independent front-end, with a rigid axle at the rear and coil springs all around. Plus, a strut tower brace, Merc-AMG calls it a 'suspension bridge', now connects the front strut towers, increasing torsional rigidity.

Ride comfort, especially in the most compliant 'Ride Control' suspension setting and riding on the big 22s, is massively better. It's no limo. You'll still feel jittering over higher frequency imperfections. But it's way, way ahead of the first-gen version.

The steering system changes from a recirculating ball to rack and pinion, and is now variable ratio with electro-mechanical rather than purely hydraulic assistance. And it's also much improved. We're not talking about a Lotus Elise-style connection with the road, but the steering is clearly more predictable and responsive.

One thing that hasn't changed is an ocean liner-worthy, 13.6m turning circle. You'll need to plan ahead for U-turns and reverse parks, but enough parking cameras (including surround view) to please Cecil B DeMille are on hand to help.

It's like a whole new world with a familiar cover wrapped around a markedly improved package. But (there must be a but) visibility is still compromised by thick window and door pillars, and despite the new dash layout ergonomic efficiency is patchy, with some switches and knobs located in relatively awkward positions.

As mentioned earlier the G 63 features three 100 per cent diff locks and low-range off-road gear reduction. But forget breakover angles and wading depths. This 4x4 seeing off-road action is as likely as an Abbott 2.0 prime ministership.

Suffice it to say, this car wears the 'Schöckl' badge at the base of its B-pillar. And in case you were wondering, Schöckl is a 1445m mountain in Graz, the Austrian city where the G-Class is built (and big Arnie Schwarzenegger was born!).

In the second-gen G-Class's development, prototypes covered roughly 2000km over a five kay trail including gradients of up to 60 per cent and lateral inclines up to 40 per cent. So, despite its irrelevance, the off-highway box is ticked.

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.

Mercedes-Benz (and by extension Mercedes-AMG) offers a three-year/unlimited km warranty with 24 hour 'Road Care' emergency roadside assistance provide for three years.

Servicing is recommended every 12 months/20,000km and a capped price servicing plan is available at Silver and Platinum levels for up to five years/100,000km.

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.