Audi Q4 E-Tron vs Mercedes-Benz Glb250

What's the difference?

Audi is famous for sticking doggedly to front-wheel drive and quattro AWD, but clearly, when it puts its mind to it, the few RWD machines it has produced over its 116 years have been exceptional.

While not as exciting as the R8 or as supersonic as the e-tron GT, the Q4 e-tron is an impressive machine. Thoroughly engineered and thoughtfully designed to be a friendly, refined, comfortable, safe and capable family SUV, it deserves to be on your shortlist.

With a couple of choice option packages, the base 45 seems remarkably complete, but there’s plenty to enjoy in the hot-shot 55 quattro as well. Either way, Audi seems to be on a winner.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Well, Mercedes-Benz has done it again, finding (or creating, depending on your position) a niche and filling it. But unlike some others that preceded it, this example is a good one.

Despite its safety and handling shortcomings, the GLB 250 looks the part, is undeniably practical and serves up surprising performance, which means it's a winner in our books.

Whether talking about the SUV or Sportback, the Q4 e-tron is an excellent example of Audi’s recent design prowess.

Beautiful proportions, crisp surfaces, exquisite detailing and undeniable elegance are all present in spades. And the Sportback is a rare example of a graceful-looking coupe SUV, though it is not in the otherworldly Polestar 4’s league aesthetically.

However, where is the originality? You’d never know these are rear-motored and predominantly RWD vehicles. Yes, the Single Frame grille execution is amongst the best-yet from the brand, while the wheelarch ‘blisters’ are an (albeit questionable) homage to the seminal Ur-Quattro of the 1980s, but the Q4 e-tron could be any contemporary Audi SUV from the Q3 up. Its design is the opposite of daring.

Still, maybe the Q4 e-tron’s classy, relatable conservatism explains why the Brits made this car their second-best selling EV of 2024, representing everything that the number one Model Y is not.

Plus, with current global automotive interiors stalling behind over-illuminated and oversized screens full of greasy fingerprints, glitchy electronics and reflections of their frustrated operators, a bit of old-school Audi cabin presentation knowhow can only be a good thing, right?

These days, so many SUVs try to toe the coupe line by incorporating a sloped-back roofline –and yes, the same is predominantly true of those that call themselves traditional wagons.

That said, prepare yourself for a bit of a throwback, because the GLB 250 is about as faithful to the classic two-box design as it gets in 2020, which we absolutely love.

Up front, it's undoubtedly a Mercedes-Benz SUV, albeit with a much squarer appearance. Simply put, the GLB 250 looks butch.

We particularly love its simple LED headlights, classic grille and strong bumper, which make it look smart but capable.

Around the side, the GLB 250 is a typical small SUV with black plastic cladding covering its wheelarch extensions and connecting skirts.

The otherwise plain design is spiced up by a sporty set of alloy wheels (our test vehicle was fitted with 18-inch items with 235/55 runflat tyres) and an unusual kink in the glasshouse, around the C-pillar.

The GLB 250 is at its best at the rear, where it exudes presence, with the tough look punctuated by the droopy LED tail-lights and a prominent bumper, which houses a diffuser element flanked by dual exhaust tailpipes.

Inside, the GLB 250 quickly reveals itself to be a technological tour de force. And yes, if its cabin looks familiar, it's because its mechanical relatives (A-Class, B-Class, CLA and GLA) more or less have the same cockpit.

As expected, a pair of 10.25-inch high-resolution displays sit side by side proudly atop the dashboard, with one the central touchscreen and the other the digital instrument cluster.

Both are items powered by Mercedes-Benz's new-generation 'MBUX' multimedia system, which is arguably the best there is today thanks its speed and breadth of functionality and input methods.

The GLB 250 is properly premium where it counts. Sure, trainspotters will notice the black 'Artico leather' upholstery covering the steering wheel, seats, armrests and door shoulders is of the artificial variety, but it's inoffensive, unlike in some of its SUV siblings.

Soft-touch materials are used for the upper dashboard, leaving hard plastics for the lower sections, which is exactly what you'd hope for at this price.

While a black headliner lends itself to a dark cabin, brighter highlights come by way of the metallic trim used throughout, notably on the steering wheel, dashboard, doors and centre console. And let's not forget the sensational ambient lighting. It's very, very cool.

And mercifully, gloss-black accents are limited to the surrounds of the steering wheel, turbine-style front air vents, dual-zone climate controls and centre console. The less scratches and fingerprints the better, we say.

Unlike most of its German competitors (and the Volvo EX40), the Q4 e-tron is built on a dedicated EV platform known as MEB, and shared with other Volkswagen Group models, like the Skoda Enyaq and Volkswagen ID.4.

Consequently, the Audi feels a wee-bit narrow inside, as the MEB SUV family are on the smallish side for medium-sized SUVs. This is not a criticism, just an observation.

And there is no lack of interior space, either. Entry/egress is easy via large doors, there’s plenty of space for heads and shoulders and legroom is generous. All are an upshot of the EV-only platform.

Despite some obvious packaging links with the other VW MEB interiors, the dashboard is very Audi-esque in styling, layout, functionality and quality.

From the ‘Virtual Cockpit’ electronic instruments and crisp multimedia screen, to the feel of the buttons and logical, easy locations of the controls, the Q4 e-tron is completely and utterly on-brand. And that means high standards. Looks posh. Works well. Nice to touch. No bewildering endless screen-menu search and rescue frustration here.

Plus, the Audi is practical. We’ve already talked about ample room, but even the standard, non-sports seats cosseted and supported over a few hours of testing; different and unexpected levels of storage (including a nifty bottle holder ahead of the forward door jam – brilliant); superb ventilation and, especially in the Sportback 55 e-tron quattro sampled, a banging audio system, complete a suave and sophisticated interior experience.

Issues? No too many, really.

There is quite a lot of quality plastic material visible, which might offend some sensitive souls. There is some road-noise intrusion over coarse surfaces, perhaps reminding owners of the Q4 e-tron’s shared architecture; and rear vision in the Sportback is hampered by fat pillars and slim back glass.  

However, no spare wheel exists. Nada. Just the occasionally ineffective and always-infernal tyre inflation kit, that renders the tyre and kit useless afterwards and so makes for expensive replacements. And just because almost everybody else does it, this is not good enough for Australia.

The corollary of that is quite generous luggage capacity, with the Sportback’s 535 litres somehow beating the more-upright SUV’s 520L VDA capacity, though with the rear seatbacks folded that switches to 1460L and 1490L respectively. Both are gorgeously lush and quite practically shaped.

And what about the storage compartment up front?

Measuring 4638mm long (with a 2829mm wheelbase), 1834mm wide and 1659mm tall, the GLB250 is closer in size to the GLC than the GLA, making it a small SUV on paper only. And that only means good things when it comes to practicality.

For example, cargo capacity with the 50/50 split-fold third row stowed is strong, at 565L, but it can be increased to a massive 1780L with the 40/20/40 split-fold middle bench also out of action. If six or seven seats are in use, though, there's limited space to play with.

That said, the boot is still very well thought out, as evidenced by its massive aperture, lack of a load lip, and flat floor, which make loading bulkier items a lot easier. And yes, its load cover can actually be stored underfloor when not in use!

There are also four tie-down points, two bag hooks, a side storage net and a 12V power outlet to make things that little bit easier, while the rear seats can be operated from behind.

Speaking of which, let's cut straight to the point: Mercedes-Benz claims the third row can accommodate occupants that are up to 168cm tall thanks to the middle bench's ability to slide fore and aft by up to 140mm.

Therefore, my 184cm (6.0ft) frame is a little too tall, but I was still able to sit in the back, albeit not in complete comfort, with about a centimetre of legroom and negligible headroom and toe-room on offer.

The biggest challenge for any occupant is getting in and out in the first place, as the middle bench doesn't tumble forward for easy access. Needless to say, you're not going to look graceful here. Children can learn to deal with it, but adults won't be excited by the prospect.

So, the middle bench is where it's at, even when slid all the way forward. Behind my driving position, it provides about a centimetre of legroom, but this can be increased to a generous 8.0cm by sliding it all the way back.

Either way, plenty of toe-room is available alongside more than an 2.0cm of headroom – and that's with a dual-pane panoramic sunroof fitted.

The second row can accommodate three adults at a pinch, partly thanks to the short transmission tunnel that ensure there's just enough space for three pairs of fully grown feet across the two footwells. Children will be fine.

While we're on the topic, four ISOFIX and five top-tether anchorage points are on hand for fitting up to four child seats across the second and third rows, making the GLB250 a genuine option for families.

In-cabin storage options are numerous, with the central storage bin on the larger side despite housing a pair of USB-C ports, and the glove box is also pretty handy, even if it does have an odd shape. There's also a sunglasses holder in front of the rearview mirror.

The centre console's cubby doesn't lend itself to storage, though, as it's more or less taken up by two cupholders, another USB-C port and a wireless smartphone charger.

The front door bins can take one small and two regular bottles each, while their rear counterparts can carry one small and one regular apiece.

Second-row occupants are further treated to a fold-down armrest with another pair of cupholders, although they're of the retractable (flimsy) variety.

These passengers also have access to two USB-C ports, which fold out below a small cubby and a pair of air vents, which are located at the rear of the front centre console. There are also storage nets on the front seat backrests.

And don't make the mistake of thinking the third row misses out on the action, as two cupholders (one regular, the other small) divide the seats, which have their own USB-C ports and device straps to the sides.

Priced from $73,900 plus on-road costs, the GLB 250 sits in the middle of the GLB range, above the $59,900 GLB 200 and below the $88,900 AMG GLB 35.

Standard equipment not already mentioned in the GLB 250 includes dusk-sensing lights, rain-sensing wipers, power-folding side mirrors, aluminium roof rails and a power-operated tailgate.

Inside, satellite navigation with live traffic, Apple CarPlay and Android Auto support, digital radio, a 225W sound system with nine speakers, keyless entry and start, power-adjustable comfort seats with heating and memory functionality, auto-dimming mirrors and illuminated scuff plates feature.

As with most Mercedes-Benz models, the GLB 250 has a long and expensive options list, so the purchase price can blow out quickly if you're a little too keen.

That said, aside from some safety equipment we'll cover momentarily, there's really not that much missing to begin with, making the GLB 250 the sweet spot in the GLB range.

Either way, our tested vehicle was finished in $1490 'Mountain Grey' metallic paintwork, which is one of six extra-cost exterior colour options.

As mentioned, the GLB 250 is a unique proposition, so it's only comparable rival, the $67,852 Land Rover Discovery Sport P250 SE, is from the segment above, despite its similar size.

Unlike the Model Y, there's no storage up front. That space is instead reserved for auxiliaries and, in the 55 quattro versions, the second electric motor that drives the front axle for AWD.

In all versions, a permanently excited synchronous motor sits on the rear axle driving the rear wheels via a single-speed transmission.

Tipping the scales at 2145kg, the 45s produce 210kW of power, to offer a power-to-weight ratio of 98kW per tonne, while the 2235kg 55s’ 250kW output ups that to 112kW/tonne. Both Q4 e-trons deliver a healthy 545Nm of torque.

No slouch, the 45s manage the 0-100km/h sprint in a rapid 6.7s, while the 55 quattro’s extra motor chimes in when extra traction is required, shaving another 1.3s off that, for a 5.4s time. Top speed in both is limited to 180km/h.

Adding a bit more driver involvement, the 55s have variable ratio steering, while MacPherson-style struts up front and a four-link independent rear suspension setup out back help keep everything under control.

The GLB 250 is motivated by a peppy 2.0-litre turbo-petrol four-cylinder engine that produces 165kW of power from 5500-6100rpm and 350Nm of torque from 1800-4000rpm.

This unit is mated to an eight-speed dual-clutch automatic transmission that's solid on debut, while Mercedes-Benz's 4Matic all-wheel-drive system is also in tow.

Thanks to this combination, the GLB250 can sprint from a standstill to 100km/h in a brisk 6.9 seconds while on the way to its top speed of 236km/h. It also enables a maximum braked towing capacity of 2000kg.

Built on a 400V architecture, the Q4 e-tron uses an 82kWh Lithium-ion battery pack, offering a useable capacity of 77kWh. It only charges to 80 per cent full to help preserve battery life.

Now, driving most of the available versions over a 200km launch route from Adelaide airport to wine country, we averaged between 17.5 and 19.5kWh/100km, with the lighter RWDs obviously being the more economical of the drivetrains.

In ascending order, the official combined average figures are 16.9kWh/100km (Sportback 45), 17.4kWh/100km (45 SUV), 17.5kWh/100km (Sportback 55 quattro) and 18.1kWh/100km (55 quattro SUV).

Despite weighing about the same, the Sportback uses around 0.5kWh/100km less electricity than the SUV version, due to better aerodynamics.

That translates to about 15km of extra distance, with the Sportback 45 going the furthest, delivering a WLTP range of 540km. That’s followed by the 45 SUV, Sportback 55 quattro and 55 quattro SUV with 524km, 503km and 488km respectively.

To aid with recharging, the driver has three modes of battery energy recuperation via steering-wheel paddle shifters.

Plugged in at home, the battery needs about 40 hours to completely recharge, or over 12 hours using an optional 7kWh Wallbox. Maximum AC charging capacity is 11kW.

With a maximum of between 135kW (RWD) and 175kW (AWD) of DC charging capacity, however, 10-80 per cent charge using a 50kW DC public charger needs fewer than 70 minutes, or just 40 minutes if you find a 100kW station.

The GLB250's fuel consumption on the combined-cycle test (ADR 81/02) is 7.7 litres per 100 kilometres, while its carbon dioxide emissions are 173 grams per kilometre. Both claims are pretty solid.

In our real-world testing, though, we averaged 8.9L/100km over 180km of driving skewed towards country roads over highways. As such, it's a strong result, especially when you consider my lead foot.

For reference, the GLB 250's 60L fuel tank takes 95RON petrol at minimum.

Audi might be late to the affordable electric SUV party, but it’s certainly been worth the wait from behind the wheel, because the Q4 e-tron drives exactly how you would expect an Audi to.

The 45 in either body shape has ample oomph, as its impressive 6.7s 0-100km/h times prove, providing a decent amount of instant speed the moment you put your foot down. This is a smooth, strong and muscular performer.

The steering is nicely modulated and precise, for easy, flowing handling, even when the speed is taken up a few notches. Note that while it may seem a little light, it can be configured for a more dynamic feel.

However, slightly stronger single pedal braking would be appreciated. The Audi EV’s brakes do a great job stopping the car, but they do feel a bit on/off at first. Maybe even a bit wooden.

All the Q4 e-trons we drove on the launch around the Adelaide hills rode on steel springs. That said, and to our surprise, the suspension is more than comfortable enough, soaking up many of the bumps we encountered without breaking a sweat.

Plus, except on coarse bitumen, there's not much of any type of noise coming through inside the cabin. These are agreeably comfortable and refined cruisers.

Meanwhile, the 55 quattro version is a slightly different proposition, with measurably stronger acceleration across the board and more eager throttle response. Actually, even on bone-dry roads at the height of summer, there’s almost too much torque coursing through the axles, so just be wary of this EV’s considerable power.

Still, the twin-motor Audi feels like a relaxed yet brawny grand touring SUV, with plenty in reserve for fast overtaking and quick getaways. Even the RWD model provides exceptional roadholding and control, but that extra AWD grip when things become a bit slippery would certainly be a bonus.

Plus, kudos to the Germans for delivering user-friendly driver assist safety systems. Nuanced and largely unobtrusive, they keep you safe without driving you to distraction. China and Polestar in particular, are you listening?

On the flip side, you do feel the extra weight of the second electric motor (about 100kg more), and so it doesn't quite have the agility and alacrity of the standard 45 RWD machine.

Indeed, there isn’t quite the athleticism or connection of driver-focused alternatives (like BMW), but the Q4 e-tron rarely puts a foot wrong, either.

Impressively capable and dynamic, Audi’s more-affordable electric SUV has been worth the wait.

Families are sure to be pleased by the way the GLB 250 drives, because it can be summed up in one word - comfortable.

A lot of the credit has to go to the GLB 250's independent suspension set-up, which consists of MacPherson-strut front and trailing-link rear axles with adaptive dampers.

The ride is sensational, with the GLB just wafting along on the highway. Take it onto a coarse-chip road and this quality does suffer, but not much. That said, road noise does become more of a factor on lower-quality tarmac.

It's worth reiterating that our test vehicle was fitted with 18-inch alloy wheels, which are an inch smaller than the GLB 250's standard set that come with lower-profile tyres (235/50), so the chances are our glowing review doesn't apply across the board.

There were also some noticeable underbody creaks when navigating speed bumps and the like, but hopefully they're just specific to our test vehicle.

What will be more consistent, though, is the wind noise generated by the side mirrors at highway speeds. It penetrates the cabin and disturbs its serenity more than any underbody creak ever could, so turn up the sound system.

Handling-wise, the GLB 250 performs just as well as any other non-performance SUV with seven seats and a high centre of gravity, with body roll prominent when cornering with intent.

Put the aforementioned adaptive dampers into their sportiest setting and body control improves somewhat, but you'll still be conscious of the GLB 250's 1721kg kerb weight.

Either way, grip is quite good due to the all-wheel drive system, which works hard to keep things on track. Its front bias is apparent, though, with the GLB 250 running wide of its line at times.

While it's not the sharpest handler, the GLB 250 is far from awful, partly thanks to the electric power steering's variable ratio set-up.

This system goes from lock-to-lock with ease at low speed, making parking manoeuvres much easier to perform, while it's far more stable at high speed.

However, it's not the first word in feel despite being well-weighted… until you make the mistake of engaging the GLB 250's Sport drive mode, which adds too much artificial weight.

Speaking of sporty, the GLB 250 is surprisingly fun in a straight line thanks to its strong engine and transmission combination.

I particularly enjoyed the 2.0-litre turbo-petrol four-cylinder engine's mid-range, headlined by a useful 350Nm of max torque from 1800-4000rpm.

Once it comes and goes, though, it's a 'long' wait until 165kW of peak power kicks in from 5500-6100rpm, so best to up-shift early.

Doing so is very easy due to the new eight-speed dual-clutch automatic transmission, which serves up gear changes that are only smooth, but quick.

Engage Sport drive mode and the engine and transmission become that little bit sharper, with the former's throttle response improved, while the latter adopts more aggressive shift patterns.

That said, it's best to resist that temptation, as the GLB 250 is at its best when driven calmly, while it exudes family-friendly comfort.

ANCAP awarded the GLB range its maximum five-star safety rating in 2019.

Advanced driver-assist systems extend to autonomous emergency braking with pedestrian and cyclist detection, lane-keep assist, blind-spot monitoring, rear cross-traffic alert, traffic sign recognition, driver attention alert, tyre pressure monitoring, hill-descent control, hill-start assist, high-beam assist, park assist, a reversing camera and front and rear parking sensors.

What's missing? Front cross-traffic alert, steering assist and adaptive cruise control all form part of the $1990 'Driving Assistance Package', which was fitted to our test vehicle but should be standard for the money.

Other standard safety equipment includes nine airbags (dual front, front-side, curtain and rear-side plus driver's knee), anti-skid brakes (ABS), electronic brake-force distribution (EBD) and the usual electronic stability and traction control systems.

Audi’s warranty remains the same as before, at five years with unlimited kilometres, with the battery covered for eight years or 160,000km. Six years of roadside assistance is also included.

Service intervals are every two years or 30,000km. Nothing special here nowadays.

But the Q4 e-tron owner can buy a six-year service plan for a total of $2050, while gaining 12 months of free electricity at Chargefox stations. They can also purchase a JET Charge home installation charger from $800.

As with all Mercedes-Benz models, the GLB 250 comes with a five-year/unlimited-kilometre warranty, which is the gold standard for the premium market. It also comes with five years of roadside assistance.

The GLB 250's service intervals are every 12 months or 25,000km, whichever comes first. It is available with a three-year capped-price servicing plan for $2650, but its pricing can be reduced by $500 if paid upfront alongside the vehicle.