Mercedes-Benz GLA45 vs Mercedes-AMG GLC43

What's the difference?

A performance SUV should be an oxymoron and is no doubt a niche product. Is it a high-riding hot hatch? Or a mega-potent small SUV?

Turns out the Mercedes-AMG GLA 45 S is a bit of both and delivers the thrills of a performance car without any of the packaging or comfort-related issues.

While it is getting a little expensive at over $100,000, its blend of space and pace is hard to beat.

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 most obvious tell that the GLA 45 S is something a little special is the Panamericana front grille, an ode to the 1952 Mercedes 300 SL, which is found on all of the German brand's hot models.

But if that wasn’t enough to give it away, the reworked bumper with larger intakes, red-painted brake calipers, lower ride height, black exterior trim and 20-inch wheels should help.

Coming round to the rear, if the AMG and GLA 45 S badges aren’t enough to give away this car’s sporting intent, the quad-exhaust tips and diffuser are sure to give any tailgaters pause.

Our car also came with the optional 'Aerodynamics Package', which adds front fender flicks and a massive roof-mounted rear wing for an even racier look.

If you think the GLA 45 S looks a bit like a jacked up hot hatch, you aren’t far off. Overall, we reckon Mercedes has done a great job at translating the aggressiveness of its A 45 hatch to the larger, higher-riding GLA.

Without the aero package optioned, you might even call it a bit of a sleeper, and it’s certainly more subdued in styling compared to its Audi RS Q3 rival.

In fact, the GLA 45 S might be too subtle for such a hot SUV, at least for our tastes.

Whereas the A 45 S and CLA 45 S get bulky fenders and a hunkered-down, aggressive stance, the GLA 45 S could just blend into the sea of SUVs seen out on the streets, especially without the aerodynamics package added.

Your mileage will vary though, and for some, the subtler looks will be a positive.

Anyone who has sat in a recent small Mercedes should feel right at home in the GLA 45 S, and that’s because it shares much of its interior design with the A-Class, CLA and GLB.

As mentioned before, the 10.25-inch centre screen takes care of multimedia duties, but there are also clicky and tactile buttons underneath for climate controls.

Key to the interior design though is an all-digital instrument display, which is laid out on the high-definition 10.25-inch screen.

With two screens facing you, you might think it’s a bit of information overload, but you can tweak each display to show the information you want.

The digital instrumentation might not be as intuitive as Audi’s 'Virtual Cockpit', but the layout and design of the interior is easy to use and offers owners plenty of customisation to get it right.

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 new-generation GLA 45 S has grown in all dimensions compared with its predecessor, making it much roomier and more practical than before.

For reference, it measures 4438mm long, 1849mm wide, 1581mm tall and features a 2729mm wheelbase, but still sports a roomy cabin for four adults, especially in the front seats.

Storage options include decent door pockets that will accommodate large bottles, a deep centre storage bin, smartphone cradle that doubles as a wireless charger, and two cupholders.

Being a small SUV, the rear seats also afford plenty of room for occupants, with more than enough space for head, shoulders and legs – even with the front seat adjusted to my 183 cm (6'0") frame.

There are decent door pockets, air vents, and USB-C ports that should keep passengers happy on long trips, but the GLA 45 S doesn’t have a fold-down armrest or cupholders for the rear seats.

The boot, however, is where the GLA 45 S really starts to make a case for itself compared to the A 45 S.

The boot boasts 435 litres of volume, and can expand to a massive 1430L with the rear seats folded – making it about 15 per cent bigger than the A 45 S – while the higher load height should make loading and unloading groceries a bit easier. 

A downside of the GLA’s tech-focused interior, though, is that all the USB ports are now USB Type-C, meaning you’ll likely have to carry around an adapter to use your old cables.

Mercedes is generous enough to include one with the car, but given most device chargers are still USB Type-A, it is something to be aware of. 

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.

Powering the Mercedes-AMG GLA 45 S is a 2.0-litre turbocharged petrol engine, outputting a staggering 310kW/500Nm.

This means the new car jumps up 30kW/25Nm compared to its predecessor, explaining (at least in part) the price jump.

The GLA 45 S is also the top-spec version globally. The 285kW/480Nm GLA 45 which is available overseas would be more directly comparable to the old car.

The engine is also the most potent production 2.0-litre on earth, and is shared with the A 45 S and CLA 45 S.

Paired to the engine is an eight-speed automatic transmission, which sends drive to all four wheels via Mercedes’ '4Matic' system.

As a result, the GLA 45 S will accelerate from 0-100km/h in a frighteningly quick 4.3 seconds, and carry on to an electronically limited top speed of 265km/h.

This is 0.4s slower than its A 45 S sibling, in part due to its heftier 1807kg weight.

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.

Official fuel consumption figures for the GLA 45 S are pegged at 9.6 litres per 100km thanks in part to an engine start/stop system.

We managed 11.2L/100km after a few days of testing around Melbourne’s inner city and winding country back roads, but those with lighter feet will no doubt come closer to the official figures.

A performance SUV that can ferry kids and groceries, out accelerate  nearly everything else on the road, and sip around 10L/100km? That’s a win in our book.

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.

If the bespoke styling wasn’t enough of a giveaway, all it takes to realise you are behind the wheel of something special is to turn on the GLA 45 S.

The prodigious engine is fantastic in the A 45 S and CLA 45 S and is no different here.

With peak power coming in at a heady 6750rpm and maximum torque available from 5000-5250rpm, the GLA 45 S likes to rev and makes it feel a little like a naturally aspirated engine in character.

Don’t get us wrong, once the boost becomes available, you will feel that shove into the back, but it’s great that Mercedes has made the engine perform a little more predictably.

Paired to the engine is a smooth shifting eight-speed dual-clutch automatic transmission, which is one of the better versions I've experienced.

Many DCT bugbears, such as jerkiness at low speeds and clunkiness when putting into reverse, aren’t apparent here, and the transmission is up to the task when puttering around town or when driving spiritedly.

Speaking of which, the GLA 45 S’ different drive modes will easily change its character from tame to wild, with available options including ‘Comfort’, ‘Sport’, ‘Sport+’, ‘Individual’ and ‘Slippery.’

Each mode will tweak the engine response, transmission speed, suspension setting, traction control and exhaust, while each can also be mixed and matched in the ‘Individual’ drive mode.

However, a missing feature for the GLA 45 S that is found in its A 45 S and CLA 45 S siblings is a drift mode.

Sure, how many small SUV owners are going to take their car to a track to make use of it, but it still would have been nice to have the option.

With three levels of suspension setting, though, the GLA 45 S offers enough variability to be comfortable around town and soak up the bumps thanks to its long suspension travel, while also switchable for a more involved, driver-focused feel.

The GLA 45 S might never corner as hard or fast as its A45 S sibling, but being an SUV brings its own unique set of plus points.

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.

Like all new Mercedes-Benz models, the GLA 45 S comes with a five-year/unlimited kilometre warranty with five years of roadside assist – the benchmark in the premium car space.

Service intervals are every 12 months or 20,000km, whichever occurs first, and the first five services are available to purchase for $4300.

This actually makes the new GLA 45 S cheaper to maintain over its first five years than the outgoing car, which costs $4950 over the same time period.

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.