Hyundai Palisade vs Mercedes-Benz GLC-Class

What's the difference?

The Palisade Calligraphy is a nice SUV to drive on road. It’s composed and refined, and as an eight-seater, it makes a sensible daily driver, especially for those of us with more than a couple of children.

My teenagers loved this Palisade because there were charge points for everyone – namely them – and that second row, according to them, is very comfortable.

It has a few niggles, but, while it’s not perfect, the Palisade Calligraphy does so many things so well that you are willing to forgive it its few quirks and AWD gives it a handy advantage over any of its 2WD rivals. 

The GLC43 will inevitably remain one of AMG's more popular models, given Australian apetites for performance cars and the popularity of the mid-size SUV segment.

While the GLC doesn’t move the game forward massively aside from its new engine - which is a huge plus for the SUV - BMW has a new generation of X3 on the way, which will undoubtedly feature a performance variant.

And keen drivers should keep in mind that Porsche’s impressive Macan SUV is available in sharp-driving variants like the GTS for not much more, or even an S for notably less. And chances are, they’ll be more satisfied on a winding or twisty road. However stock of the ICE Macan will run out soon.

But the AMG offers a balance between convenience, comfort, and performance that will suit plenty of customers, rather than excelling in one particular area.

This is a nice looking SUV in a generic, non-offensive way.

The Calligraphy is in the top ranks of the Palisade range, so, in terms of design you'd expect it to be a bit easy on the eye and it is, especially the exterior, from the big grille all the way back.

Our test vehicle’s colour looks a lot like black to me. Hyundai calls it 'Robust Emerald' and I started to not strongly dislike it after a few days.

The interior has a real premium look and feel to it with Nappa leather accents and expanses of soft-touch surfaces adding to that prevailing overall impression.

This is a cleanly designed space – it's really quite easy on the eyes – and it's comfortable to be in. Bonus: the build quality is great, it all feels so well put together. 

This Palisade is also a prime example of a car maker effectively blending high-tech displays and controls into a cabin in a low-key way – nothing really seems out of place here and everything is easy to locate and operate.

The AMG GLC43, as you’d expect, has a few immediate give-aways that it’s no regular GLC300.

The vertical grille slats, the lower part of the apron featuring covered-up intake-style designs, and a different set of 20-inch AMG wheels are the easiest things to spot.

But the aforementioned Night pack, which adds black trim to the performance SUV, as well as the quad-exit exhaust tips instead of dual-exit on the GLC300 might be the most quantifiable way to explain the differences to the uninitiated.

In terms of dimensions, the GLC43 is now 67mm longer for the SUV, or 43mm longer in Coupe form. Both have an 11mm wider wheel track, and a 15mm longer wheelbase.

Inside, it’s quite similar to the 300, save for the AMG steering wheel and elements like the contrast stitching in the leather upholstery.

While other - especially more luxury-focused - Mercedes models have moved to a new interior design language with features like the Superscreen or Hyperscreen spanning the dash, the GLC’s interior still looks and feels suitably premium, and hasn’t dated much since being introduced.

The same can be said for its exterior, following relatively small changes over the still good-looking previous generation.

Once you've spent any time in the Palisade Calligraphy cabin, you get to realise just how comfortable it is. 

The driver and front-passenger seats are very comfortable and very supportive, and these are both power adjustable. The driver’s seat is 12-way power-adjustable so you can precisely dial in your position.

There are so many handy features to the interior that if you can find something that's missing, I want to hear about it. 

There are plenty of storage spaces and cupholders* and lots of charge points, including a USBs up the front and two USB-Cs for each row’s passengers.

* Hyundai reckons there are 17 cupholders throughout the Palisade interior but I didn’t count them so we’re taking the company's word for it.

The second row is quite spacious and on the right side of comfortable and the passengers have access to sufficient controls including climate control. 

The outboard seats are heated and there are controls for the fan on the back of the centre console. There are USB-C points on the inside edges of the front seats for the second-row passengers, a couple of cupholders either side as well as sun shades on each second-row window.

That’s helpful if you're trying to get your little ones to sleep, or at least prevent the sun from blasting them in the eyes. 

In terms of child restraint points in the second row, you have three top tether points and two ISOFIX anchors and in the third row you have two top tethers and one ISOFIX location. 

The third row is the domain of children, or two adults if you don't like them. There's not a lot of room. I racked the second row forward just a bit to give me some much-needed knee room.

There are a couple of cupholders either side in the third row and passengers there do have access to air vents. This is sufficiently comfortable for children, but it's a no-go zone for adults. 

With all three rows in use, there is a claimed 311 litres of cargo space in the boot area, which doesn’t mean a lot until you can see what fits in there, for better or worse.

Now, normally in a Family review, you might expect to see groceries and maybe a pram in the rear cargo area as an illustrative measure of what you can or cannot fit in there. Well, that’s not my style.

This is an AWD vehicle, and I drive on dirt roads as part of any AWD test, so I wanted some items from my vehicle-recovery kit onboard, including a set of four MaxTrax (vehicle-recovery boards, if you don’t know already), an air compressor (to re-inflate a punctured or intentionally deflated tyre), a first-aid kit, and a tyre-puncture repair kit.

All of these things fit easily into the rear cargo area with the third row up and theoretically in use.

That listed cargo space increases to 704 litres with the third row stowed away.

Then, with the second and third rows down you’re at 2447 litres.

Kerb weight is 2070kg and GVM is 2755kg, so you have a little bit of wiggle room in terms of how much you can pack onboard. A full-size spare sits under the body at the rear. 

The GLC’s interior feels more spacious than in its predecessor, and its ergonomics have been improved a little with the removal of elements like the touchpad control for the multimedia.

The software itself is quite easy to use on the touchscreen itself, removing the need for a physical control, and it’s rather customisable. 

Users are able to even adjust what order the drive modes appear in, and change what the two AMG Dynamic Select control dials on the steering wheel display or change.

The wheel itself is comfortable to hold, but its two-tier rows of controls and the lack of distinct physical buttons is a downside.

There is however plenty of storage, the central cubby and glovebox have space for all your assorted bits and pieces, and the door cards are able to accommodate even the biggest of bottles.

In terms of seats and comfort, the GLC’s cabin doesn’t feel cramped at all, with the seat itself supportive and adjustable to an impressive extent.

Space in the second row is comfortable rather than massively generous, but feels more spacious thanks to plenty of light via the sunroof.

The Coupe’s rear seat also does a decent job of accommodating average-heighted adults.

Behind that, 620L of boot space in the SUV and 545L in the Coupe are 40 and 45 litres more than the previous models, respectively.

Kicking off from $136,400 before on-roads for the SUV or $146,900 for the SUV Coupe, the AMG GLC’s pricing puts it roughly against the likes of the BMW X3 M40i or the Porsche Macan GTS, formidable rivals for sure.

To bring more than just its AMG bite and bark, the GLC43 comes with a reasonable list of kit, mostly borrowed from the GLC300 - the original launch variant of the mid-size Mercedes SUV.

That means it comes with a reasonable list of features like an 11.9-inch multimedia touchscreen with the brand’s MBUX software, a head-up display over the 12.3-inch driver display, a large sunroof, wireless phone charging, heated electrically adjustable front seats, wireless Android Auto and Apple CarPlay and a Burmester 3D sound system.

In terms of design and materials the GLC43 features a leather interior upholstery with an AMG Performance steering wheel in Nappa leather, but it’s mostly the exterior where the design departs from the GLC300.

An AMG exterior styling pack and the Night Package are both standard - for the first time on the SUV in Australia - and mean black trim highlights, a set of 20-inch AMG multi-spoke light-alloy wheels and the Urban Guard Vehicle Protection Plus package are standard.

The optional $6900 Performance Ergonomic Pack adds AMG Performance front seats, which hold front occupants in place a little more snugly, and add a Nappa leather/Microcut microfibre wrap to the steering wheel.

Aside from the different body style, the main difference between the wagon SUV and Coupe is that the aluminium roof rails are absent for the latter.

Another first for the GLC is the inclusion of rear-wheel steering, which enables the rear wheels to turn 4.5 degrees opposite to the fronts at low speeds for extra manoeuvrability, or 0.7 degrees in the same direction when travelling above 100km/h for extra stability - I’ll come back to this later.

Our test vehicle has a 2.2-litre four-cylinder, common-rail, turbo-diesel engine sending 147kW (at 3800rpm) and 440Nm (at 1750-2750rpm) to all four wheel via an eight-speed automatic transmission. 

This Palisade has an AWD system called 'HTrac' (Hyundai Traction) and it operates on a similar principle to most other AWD systems in city-going SUVs, and that is it directs power to the appropriate wheels to optimise traction. 

This vehicle also has multiple drive modes – 'Comfort', 'Sport', 'Eco' and 'Smart' – for on road and 'Sand', 'Mud' and 'Snow' for when you go off-road.

These off-road drive modes are absolutely no substitute for 4WD, but they are fine for when conditions get slippery, for example, if there’s a little bit of rain on the bitumen or the dirt track becomes slightly muddy.

This is where the AMG version of the GLC really outshines the ‘standard’ GLC300, and starts to justify the extra ask over its $103,370 sticker price.

Like the GLC300, the AMG GLC43 has a turbocharged 2.0-litre four-cylinder petrol engine, which is paired with a nine-speed automatic transmission sending drive to all four wheels.

But unlike the 300, the AMG GLC43 borrows its engine from the likes of the AMG A45S, the M139 engine which puts out 310kW and 500Nm thanks to some seriously impressive engineering - and a lot of turbo pressure.

AMG’s one builder, one engine policy (they call it “One Man, One Engine”) means each engine in a GLC43 has been built by a sole expert engineer who has been certified to a high degree.

A 48-volt ‘mild-hybrid’ system is also present in the GLC43, which helps keep the turbocharger spinning (at up to 175,000rpm) to be more responsive, eliminating turbo lag.

The nine-speed auto is also slightly higher-tech than the GLC300’s, a wet start-off clutch replaces the traditional torque converter, which AMG says is lighter and more responsive - also featuring a double de-clutch function for faster shifts.

The AMG Performance version of the 4MATIC all-wheel drive system permanently diverts power to all four wheels with a 31 to 69 per cent front-rear distribution.

Mercedes-AMG claims the GLC43 is able to hit 100km/h from stand-still in just 4.8 seconds.

For reference, the old GLC43 (with a turbocharged inline six) made 287kW/520Nm and was a 4.9sec to 100km/h car.

Fuel consumption is listed as 7.3L/100km on a combined cycle. On this test, I recorded 9.0L/100km. 

The Palisade has a 71-litre fuel tank. So, going by that on-test figure, you could expect a driving range of almost 800km from a full tank.

But remember you’ll be carrying more people and gear onboard so fuel economy will be affected accordingly.

Mercedes-Benz says the AMG GLC43 consumes 9.7 litres for every 100km travelled in an SUV, or 9.9L/100km in the Coupe version, We were unable to properly test both of these figures on the launch.

Both have the same 62-litre fuel tank, and require premium RON 98 fuel.

CO2 emissions are rated at 219g/km for the SUV and 223g/km for the Coupe.

On test, after an hour of driving the GLC43 quite dynamically, the fuel consumption displayed on the trip computer sat around 15L/100km, so regular driving is sure to return a figure closer to Mercedes’ claim.

This is an easy driving wagon. It's nice and comfortable, it's refined, it's always composed and it's always controlled and it's just an all around nice drive from the engine and the auto, which are a really good pairing. 

As mentioned earlier, kerb weight is listed as 2070kg and this Palisade has an 11.8m turning circle, so it’s not an insubstantial vehicle to steer around.

It’s not very dynamic, not very lively, but it has a nice consistent feel to it all – and being composed and consistent is important with something that's intended as a people mover, as a family vehicle because that's what you want. 

Ride and handling are well sorted out and, though there’s a touch of firmness to the suspension, ride quality is smooth in general terms. 

There are the paddle shifters on the steering wheel if you want a little bit more input into shifting up and down in the automatic transmission, but it’s rather clever so you can just let it do its job as it does that nicely. 

There are four on-road drive modes – Comfort, Eco, Sport and Smart. Smart tweaks vehicle characteristics such as engine output, transmission settings and braking to suit your driving style, and depending on which of the other modes you select, it will adjust those characteristics and/or more to suit the terrain or the conditions you’re driving in. 

And while this Palisade is impressive in terms of performance and driving characteristics, there are a few niggles. 

Acceleration is a bit laggy and it takes a heavy right boot to get the Palisade moving at pace.

Some of the driver-assist tech is often abrupt and intrusive. The traffic-sign recognition (or speed limit assist) is clunky. It detects and reacts to signs that don't apply at that time of day, say school zone signs, or it picks up on signs that don't apply to that section of road.

So, it's forever chopping and changing between speeds you should be at and speeds you shouldn't. You can adjust those settings or switch them off in the Hyundai app via the touchscreen multimedia system, but those settings return as defaults when you next start the vehicle. 

Now for some dirty talk. The Palisade Calligraphy is an all-wheel drive SUV wagon that does sufficiently well on terrain that would be moderately challenging for a 2WD vehicle. 

Our light-duty test track is sandy and there are some very shallow wheel ruts – nothing serious – and this Palisade handled all of the minor challenges well.

Ride quality over some of the lumpier sections was good. It's a bit on the firm side as you'd expect because this is a SUV designed for the suburbs not the Simpson, but it is perfectly reasonable on a very easy dirt track in dry conditions. 

And that’s the good thing about an AWD over a 2WD vehicle; you have that extra degree of traction, especially if you get into a traction-compromised situation such as a slippery wet bitumen road or a slightly muddy, but otherwise well-maintained, gravel route. 

This Palisade has three terrain driving modes – Sand, Mud, and Snow – which each adjust throttle response, engine output, and the automatic transmission, among other things, to ensure you keep moving safely with controlled momentum. 

If you’re planning to use your daily driver / family mover as a towing platform it’s handy to note that the Pailsade’s towing capacity is 750kg (unbraked) and 2200kg (braked).

A long drive loop that consisted of limited sections of tight twisty roads meant getting to know the GLC in an intimately dynamic sense proved tricky, but what stands out about the mid-size SUV from Affalterbach is how much its ability in cornering belies its size.

The rear-wheel steering makes a big difference for the otherwise sizeable SUV, and even though the it weighs 1976kg (53kg more than before; the Coupe is 94kg heavier than before at 1998kg), the 4MATIC all-wheel drive keeps the GLC’s purchase on the road in check.

Suspension is relatively stiff for a family SUV even in Comfort, though adjustable, as one of the many aspects able to be customised through the multimedia screen menu or even steering wheel dials.

Steering itself can be adjusted, though is probably fine to leave in Comfort depending on personal preference.

But the hero of this - and any - AMG is the engine, and the M139 works surprisingly well in the big GLC.

Where it turns the A-Class hatchback into a proper supercar fighter, it makes the GLC a relatively muscular yet responsive family hauler.

The 310kW and 500Nm outputs are probably the sweet spot in terms of the GLC43 not feeling like there’s too much for anyone to handle, while still being quick enough to keep a keen driver happy.

On calmer roads, highways and gentle winding country roads, the GLC is comfortable enough with everything set up in the appropriate drive mode, though don’t expect to feel immensely refreshed after hours behind the wheel - it’s still set up for relatively dynamic driving.

Noise and road surface imperfections make their way into the cabin to some extent, though it’s not egregious, while one of the cars on test had a small creaking sound present in the dash, set off by road bumps and corners.

It has 10 airbags, plus a fairly standard (for its class) suite of safety tech including active features like pedestrian warnings, active lane-keep assist, driver attention reminders, parking sensors and cameras for surround-view monitoring, and collision warnings and mitigation.

Of course, the standard features like ABS, stability control, brake assist, auto emergency braking and lane departure warning all feature.

The rear seats feature ISOFIX and a 40/20/60 split fold.

The current GLC has been awarded five stars by ANCAP and scored well in both adult and child occupant protection.

Every Palisade is covered by a five-year/unlimited kilometre warranty and roadside assistance is complimentary for the first 12 months, renewed annually (for the life of the vehicle) if you have your Palisade serviced at an authorised Hyundai dealer. 

Service intervals are set at every 12 months or 15,000km, whichever occurs soonest, and pre-paid plans are available over three, four or five years.

The latter costs $2445, which equates to $489 per service. Not cheap but not outrageous. 

Mercedes-Benz Australia’s warranty is a relatively standard five-year/unlimited kilometre offering, level with rivals like BMW.

Servicing intervals are every 25,000km or 12 months, whichever comes first.

Mercedes’ servicing costs can be covered in packs and for the first three services of a GLC43 SUV it will cost $3445, four for $4552 or five for $6935. These prices are as listed in December 2023, and are subject to change.