Aston Martin Vanquish vs Mercedes-Benz GLB

What's the difference?

The definition of luxury is having something you want, rather than something you need. And the Vanquish is definitely something you don’t need, but will desperately want once you’ve experienced it. It’s opulence on wheels, the kind of car you buy mostly because you can. Because owning a V8-powered Aston Martin wouldn’t cut it in your circle of friends. Or because you just want the very best things in life, cost be damned.

The new GLB is a worthy successor to the original. It has retained everything that made it such a unique proposition but improves where it counts - interior space and comfort, in-car and safety tech, standard features, powertrain, ride quality and, importantly, value-for-money.

The EV is the pick of the powertrains and while I didn’t get to drive it, the GLB250+ is the best value.

Servicing is expensive and the standard glass roof is a bugbear but if you can cope with those things, the boxy GLB is a terrific smallish family SUV.

While the engine is the unique heart of the Vanquish, the design is the first element that grabs your attention. Even for a brand renowned for its GT cars with imposingly long bonnets, the Vanquish stands out.

That’s because the designers deliberately added 80mm of space between the front axle and the A-pillar (the front windscreen pillar) to elongate the bonnet even more for what it calls a “rakish and indulgent” profile. 

The lines flow across the length of the Vanquish, from its trademark grille to its Kamm Tail, giving it a look that is somehow simultaneously classically Aston Martin - with elements of its multiple generations of GT cars - while also being contemporary. 

Some of the modern touches are derived from Formula One, as the brand looks to leverage its racing team, with bonnet louvres to help cool the engine without unsettling the air-flow too much.

Aston Martin’s Chief Creative Officer Marek Reichman calls the Vanquish “an iconic halo model” and explained the design was deliberately pushing “beyond the expected, rational, and thoughtful.” Which sums up this dramatic piece of automotive art quite nicely.

The original first-generation GLB was a standout when it comes to exterior design. It was boxy, upright and unlike anything else in the premium SUV segment. If you wanted a conventional Mercedes SUV you could opt for the smaller, bubble-shaped GLA or the larger, more sophisticated GLC.

But the GLB occupied its own space. Thankfully Benz has largely stuck with the script for the second-gen GLB, but they’ve modernised it.

Built on the new Mercedes Modular Architecture (MMA), the GLB is a full 98mm longer, has a 50mm longer wheelbase, is 27mm wider and 14mm shorter. And it does look noticeably lower to the ground compared to the old model.

While the square silhouette remains, Benz’s latest design direction is seen everywhere. The front end is more rounded now and has a large gaping low-set grille with an LED light bar running the width of the bonnet. It’s an acquired taste but I prefer the previous GLB face.

The rear is a much better angle for the GLB. Looking at it directly from the rear, it has pronounced shoulders that give it a lovely muscular look, and the curved tail-lights are a highlight.

Benz is leaning into its brand in a bid to stand out in an increasingly competitive global market. It’s doing this by using the iconic three-pointed star as a motif in the head and tail-light cluster, as well as the grille which is illuminated for some grades. I’m not sold on that element as it feels a bit over the top, but at least you won’t get confused about what brand of car it is.

Another design element I’m not sold on is the pop-out door handles. With car companies finding better solutions for handles, this seems out of touch.

Inside, everything feels upright. The integrated glass dash panel spans the width of the cabin, while brushed aluminium panels also feature. The signature Benz seat adjuster switches on the doors and the gorgeous air vent design have been upgraded successfully.

The three-spoke leather steering wheel in the GLB350 is a highlight - it’s the perfect width and well executed.

Overall the design is modern, tech focussed and very Benz.

Despite measuring nearly five metres long, the Vanquish is a surprisingly small car from a practicality perspective. Because the added wheelbase is ahead of the cabin, it remains strictly a two-seater, with no room for rear passengers.

There’s limited small item storage, too, aside from a couple of cupholders and a lidded console box. Although, on the plus side, the lack of rear seats creates room for some small shelves in case you need to store some loose items.  

It also has a surprisingly small 248-litre boot, which means limited storage for anything, including luggage, for a road trip in what would otherwise be a great road trip car.

As for the multimedia system, while not at the cutting edge (although Aston Martin will debut Apple CarPlay Ultra in its DBX model) the system works well for this type of car.

It’s unlikely too many under 25s will be grabbing this $700K luxury GT, so the fact the media system has a touchscreen and an array of physical buttons is a welcome detail.

As for the 1170-watt, 15-speaker Bowers & Wilkins sound system, it performs incredibly well, as you would probably expect. Like the car it has loads of power but excellent attention-to-detail with fantastic clarity, too.

The extra length and width means more cabin space which is more apparent in the rear. But there is ample space up front, especially headroom.

The centre console sits up a little too high for my liking but it means you have under console storage with two USB-C ports, and a rubber mat so your phone doesn’t slide around.

It’s got a really deep central bin, while door cavities will only hold smaller bottles. You also get a wireless charger and two cupholders.

There is only a handful of buttons - hazard lights, volume, voice command and drive mode selection - under the central air vents. All other functions are found in the multimedia screen.

Benz has been a standout in the past decade with its MBUX multimedia system and the latest version is responsive, relatively easy to navigate (once you’ve located the key controls), and the graphics look super sharp and cool. The digital instrument cluster is similarly excellent.

Hopping into the second row, the seat base is set higher than the front seats for stadium seating. The seats have some bolstering but quite a lot of lumbar support.

There’s ample space in the second row, thanks to 68mm more space from the back of the seat to the front seat and an extra 34mm of headroom compared to the old car. I have ample knee, head and legroom behind my 183cm (six-foot) tall driving position, although my head is about the same height as the top of the window frame which impedes a little.

Amenities include smallish map pockets, two USB-C ports and knee-level air vents, which is always good to see. There’s a deep but skinny bottle holder on either side and a fold-down centre armrest that sits up a bit too high but it’s wide and has two shallow cupholders and a neat little phone holder.

Each of the 40/20/40 split seats folds via a pull strap at the seat base and the good news is you can adjust the second row backrest a little. The base is also on rails so it can slide fore and aft.

That is how you lower the seats to get into the third row, which is strictly for children. Benz has made it slightly easier for littlies to get back there but it is not a space for taller humans. In fact, Benz recommends up to 171cm tall at most.

One gripe is that there is no sunshade or blind for the massive standard panoramic fixed glass roof. Benz says it is tinted and has a film to reduce UV light and heat, but I’d say a few hours driving in Australian summer will challenge that. Benz isn’t the only brand doing this, but at least you can buy an accessory blind for your Polestar or Tesla. The fact is, not everyone wants a glass roof, especially in Australia, so this feature should be an option.

The boot can swallow 145 litres with all three rows up, increasing to 480L with the third row stowed and 1605L will all seats lowered. This is all decent for a smallish seven seater but if boot space is a priority then maybe have a look at a GLC.

There’s a floor mat and cargo blind but sadly no spare wheel of any kind, just a tyre repair kit, which isn’t great.

The 2026 GLB line-up includes two mild-hybrid and two EV model grades, for now. We can probably expect a spicier AMG version down the track.

Things kick off with the GLB200 front-wheel drive mild-hybrid at $65,400, before on-road costs. This is $2200 cheaper than the previous 200.

Next up is the GLB220 4Matic, which is Benz speak for all-wheel drive. That costs $76,100.

The most affordable EV is the rear-wheel drive GLB250+ at $74,990 which is about $10,000 more than the base hybrid. It’s also about $14,000 more affordable than the previous equivalent EQB grade. Clearly Mercedes has seen the shift in the market and adjusted its prices accordingly.

The range tops out with the GLB350 4Matic at $86,200.

It’s tricky to compare the GLB to other mid-size SUVs as it occupies a fairly rare space given its boxy shape, two powertrain options and seven-seat layout.

A base BMW X3 mild-hybrid is $20,000 pricier than the entry GLB, while Volvo’s EX60 EV will start from $87,000. But they only have five seats each.

Interestingly, a Tesla Model Y L with six seats is $74,900 - just $90 cheaper than the GLB250+. You could argue, however, that Tesla is not a premium brand.

Standard gear in the GLB200 includes:

• Keyless entry and start
• 10.25-inch driver instrument display
• 14-inch central multimedia touchscreen
• Google Maps
• Digital radio
• Heated and power-adjustable front seats
• 360-degree camera
• Head-up display
• Black synthetic leather
• Ambient lighting
• Heated front seats
• Privacy glass from the B-pillar back
• Power tailgate
• Panoramic fixed glass roof
• Automatic climate control
• 19-inch alloy wheels

Step up to the GLB220 4Matic and you’ll also get:

• A ‘transparent’ bonnet
• Terrain mode
• Nappa leather sports steering wheel
• Suspension with adjustable damping
• AMG Line and Night Package styling
• 20-inch AMG multi-spoke alloy wheels

The GLB250+ EV comes with everything you get in the two mild-hybrid grades but also gets a seven-metre home/public charging cable.

The flagship GLB350 4Matic gains the Terrain mode and transparent bonnet of the other 4Matic grade, as well as a second motor and a bump in power and torque.

The tech offering is very impressive and makes up the majority of the standard features list. It’s an extensive list and there’s a lot more when it comes to safety features (see the Safety section). Thankfully Benz no longer offers stripped-out, bare-bones base grades. You could even suggest the GLB offers decent value-for-money. Who would’ve thought?

Being a Benz there are a few options packs including AMG Line for the base grade and a $4000 Premium Plus Package with Digital extras.

The engine is undoubtedly the star attraction of the Vanquish, with the twin-turbo 5.2-litre V12 being the last of its kind in the British brand’s line-up now that the DB12 has switched to an AMG-sourced twin-turbo V8. 

While that engine is arguably better with its excellent performance, smaller dimensions and lighter weight, the fact remains that for many of Aston Martin’s long-time buyers, it’s V12 or nothing.

It also helps that the V12 produces an extremely potent 614kW and 1000Nm, which is way ahead of the 611kW/678Nm the Ferrari 12Cilindri makes. So you get bragging rights at the golf club with your Ferrari mates.

The engine features a unique titanium exhaust and is paired with an eight-speed automatic transaxle that drives the rear wheels.

That is enough to propel the Vanquish to a top speed of 345km/h, making it the fastest production car the brand has ever produced, with a 3.3 second 0-100km/h time.

Both mild-hybrid versions of the GLB are powered by a 1.5-litre four-cylinder turbo-petrol engine with 48-volt mild-hybrid tech that includes a 1.3kWh lithium ion battery.

The front-wheel-drive GLB200 delivers 120 kilowatts of power and 250 Newton metres of torque for an 8.7-second 0-100km/h dash time.

The all-wheel drive GLB220 4Matic gets a power and torque boost to 140kW/300Nm for a 7.5-second 0-100km/h time. Both petrol grades use an eight-speed dual-clutch automatic transmission.

For the EVs, the rear-drive GLB250+ delivers 200kW/335Nm and hits 100km/h from zero in 7.4 seconds.

The GLB350 4Matic ups that to 260kW/515Nm and a 100km/h dash time of 5.5 seconds.

To say the Vanquish isn’t the most fuel frugal vehicle on the market is an obvious statement, but even its claimed 13.7L/100km is best described as optimistic.

That’s not surprising given its size and performance, but with an 82-litre fuel tank that’s a driving range of less than 600km, at best.

In the real world, during our time in the Vanquish, the car’s trip computer was indicating that we stayed in the high teens; although that featured limited freeway/extra-urban driving.

The GLB EVs uses a nickel manganese cobalt (NMC) battery with 85kW of usable energy.

Driving range and energy efficiency for the GLB250+ is a decent 570km and 15.5 kilowatt hours per 100km. The two-motor AWD GLB350 range drops slightly to 554km and uses 17.7kWh/100km

The EVs have four regenerative braking modes. After a long morning drive in the GLB350 I recorded 15.5kWh, which is solid.

The new GLB uses an 800-volt architecture supporting DC fast charging up to 320kW. Under the right conditions at a high-powered DC charging station, you can technically add up to 260km of range in 10 minutes, according to Mercedes.

AC charging capacity is available up to 22kW and there are four regenerative braking modes, as well.

When it comes to fuel economy in the mild hybrids, the GLB200 consumes 6.1 litres per 100km and the GLB220 sips 6.5L. This powertrain has the ability to use electric power to coast when cruising at highway speeds.

As cars go, few can match what the Vanquish offers. Even in my 20+ years of driving every type of car imaginable, the Vanquish stands out as being something distinct, bold and special.

Sitting behind the wheel, the bonnet looks like it stretches out to the horizon and you feel like you’re sitting on the back axle of the car. And yet, when you start driving, the Vanquish feels like it shrinks around you.

At normal speeds it feels like a classic grand tourer, relaxed, refined and easy to drive. Obviously it's a firmer ride than your average luxury car, but that’s a small price to pay for the breadth of capability this car offers. 

Because once you get out of the urban environment, the Vanquish becomes something else entirely. On a winding road this British beast is surprisingly agile for such a big car.

The steering feels direct and the front end responds with much more precision and poise than you should reasonably expect from a car with such an exaggerated bonnet.

No, it doesn’t have the dynamic aggression the more compact Vantage offers, but it manages to take elements of that car and combine it with the GT nature of the DB12 to give you the best of both Aston Martin’s coupes.

Of course, the catch is it’s much too fast for Australian roads and isn’t really designed to be a track day car, so in Australia - without autobahns or more liberal views on speeding - the Vanquish in many respects doesn’t make sense.

But that is arguably its driving essence, you buy it because you know what it’s capable of, even if you’ll rarely use it, and that is an absolute luxury.

I have driven the previous GLB250, which was a fun, punchy SUV. There’s no sporty second-gen variant yet, but if you’re after performance, check out the EV rather than the mild-hybrid.

I only drove the mild-hybrid briefly at the launch event so I’ll focus most of my impressions on the EV. The GLB220 4Matic is quick enough off the line, but there is some lag. Brakes are strong and the cabin is well insulted.

But for me, the EV is the clear pick.

Of the EVs I only drove the GLB350 4Matic as Benz didn’t have a 250+ available.

It’s very quick from a standing start, but not whiplash quick and that is perfectly appropriate for a family-friendly SUV. It delivers the power in a linear manner but when you put the foot down it is very responsive.

I couldn’t detect a massive difference between Comfort and Sport mode to be honest, but you get enough punch in Comfort.

The GLB is tall and top heavy so there is body roll but that’s fine for this sort of vehicle. You’ll notice the weight of this car if you push it into a tight bend at speed - it’s quite heavy and I felt a bit of lateral movement, but the traction control systems help keep the car in check. The grippy tyres help here, too.

Benz has worked hard to improve ride quality with the new-gen model and it shows. The drive route from Melbourne’s south-eastern suburbs to the Mornington Peninsula was littered with potholes, some that looked like they could cause serious damage. The GLB soaked up even some of the sharper holes like a pro. The ride at urban speeds is calm and measured.

The sound deadening measures have clearly helped as well as it is a much quieter cabin than its predecessor. All of this adds to the feeling that this GLB is a more refined, premium SUV than the old model.

I found the steering a little light and twitchy at the start of the drive but by the end of the day I noticed some heft to the feel, and it’s still direct.

The brakes in the EV are a little slower to respond than the mild-hybrid, which takes some time to get used to.

But overall, the drive experience is largely very positive.

The 2026 GLB is yet to be tested by Euro NCAP or ANCAP, but Benz says it should happen next year.

Benz has packed the GLB with standard safety gear from the base grade, including:

• Auto emergency braking
• Adaptive cruise control
• Blind spot assist
• Lane keeping aid
• Speed limit warning
• Brake assist
• Exit warning
• Emergency stop function
• Evasive steering function
• 360-degree camera
• Automatic parking

It also comes with Mercedes’ Pre Safe system that uses sensors to help protect occupants by preparing the cabin milliseconds before an unavoidable crash or rollover. It will tighten the seatbelts, shut any open windows or the sunroof, tighten seat bolsters, move seats to a safer position, and even emit a sound to prepare your ears all in a bid to protect occupants.

The 2026 GLB comes with eight airbags, including curtain airbags that stretch all the way back to cover the third seating row and a front centre bag.

The active driver assist systems (ADAS) are incredibly well calibrated and unobtrusive. No incessant beeping here. In fact I didn’t get beeped once on the launch drive. The most noticeable ADAS warning was a vibration in the steering wheel when I drove close to the lane marking, but it’s subtle.

Despite the extraordinary price tag the Vanquish is covered by a very standard three-year/unlimited kilometre warranty. It’s a surprising, and some might argue disappointing, short period of coverage for a car that is not only expensive but should have a long life.

However, it does redeem itself in some way by including the first five years of servicing into the cost of the car. Ferrari offers seven for its models, so Aston Martin is still behind the market, but included servicing feels right for a car costing nearly $1 million once you put it in traffic.

The GLB comes with Mercedes’ five-year, unlimited kilometre warranty, which is now the standard in the premium segment. The EV’s battery warranty lasts eight years or 160,000km, which is also pretty standard.

Services are required every year or 25,000km which is a decent interval.

Benz offers pre-paid service packages running for three, four or five years. The mild-hybrid is $3430 for three years, $4680 for four and $6300 for five years.

The EV is more affordable to service, costing $2525 for three, $3765 for four and $4440 for five years.

This is quite pricey compared to rivals. BMW’s iX3 is offered with a six-year pre-paid plan and it’s $2420. The Polestar 4 is free to service for the first five years.