BMW 218i vs Mercedes-Benz GLB200

What's the difference?

The badge might say one thing, but the 2 Series Gran Coupe sticks to the time-honoured template of being a compact yet comparatively practical three-box, four-door sedan, complete with a big boot.

More importantly, it drives and behaves like a BMW – which means sufficient-to-strident performance depending on grade, athletic dynamics and pleasing refinement on one hand, as well as a stiff price and a hard ride on the other.

A true BMW in name and nature, then..

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

The GLB is set to mix up the Australian premium small SUV landscape by launching something a little different to most of its competitors. It's bold and interesting to look at, which is a good sign for a brand that's spent the last few years going to great pains to homogenise the styling of its main models.

Importantly, it manages to look interesting and drive well, while living up to an ambitious practicality promise.

Whether consumers warm to it or not will largely depend on its standard specs in Australia, so stay tuned closer to its second quarter 2020 launch to see exactly how competitive Benz can make its not-so-small small-SUV...

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

BMW is calling the F74 a new-generation 2 Series Gran Coupe, and there have been obvious and even profound changes throughout and underneath, including to some of the sheetmetal.

But this is not an all-new car by any stretch, with the glasshouse, doors and roof amongst many other body items carrying over from the F44.

That now remarkably Kia Cerato-esque nose ushers in new LED lighting motifs and an updated kidney grille, but whether they sit easily with the rest of the car is debatable. Redesigned tail-lights, different colours and new alloys make up the majority of the exterior changes.

Betraying the latest 2 Series Gran Coupe’s newness claims are near-identical dimensions, with that redesigned front end and bumpers contributing to a 20mm increase in the F74’s 4546mm length, while revised suspension and damper settings help account for the 25mm boost in height (to 1445mm). The BMW’s 1800mm width and 2670mm wheelbase remain the same.

There’s a higher level of newness to be found inside.

The GLB is ugly... in a good way. I think so, anyway. It shuns the slick lines of the GLC, and Benz sedan family in favour of something unusual.

You'll notice straight away the chunky lines and upright front and rear fascias of the GLB, along with its light fittings that are wrong, but also right?

Then there's the shutline of the bonnet which rides across the top, creating a distinct off-set line, which is rudely interrupted by a jutting bit of chrome over the rear wheel arch.

It's almost so intentionally jarring that it feels like it's meant to conjure up visions of a mini G-Class. Benz says many of these design elements were internally dubbed 'squircles' due to their blending of angles and curves.

There's a lot to look at, and admittedly I wasn't initially a fan, but like many new design languages, you have to see it in the metal to appreciate it. I found it only became more endearing with time.

Just like the rest of the Benz compact vehicle family, the GLB has a new interior full of screens and round design elements. If you're a fan of the A-Class' interior you'll be a fan of this, too, although the GLB even ups the quality with some genuinely nice materials strewn about the place.

Special attention was paid to things like the little tubular metal fittings in the dash and doors, meant to represent grab handles and the LED lighting on higher spec cars reflected inside the air vents is always one of those wow factor items.

The dual 10.25-inch screen set-up is controversial. Some will love it, some will be begging for a set of analog dials.

Once you've adjusted to it though, it's relatively easy to use – with a couple of caveats we'll explore in the practicality section.

During the media presentation at its launch, BMW described the 2 Series Gran Coupe as being almost as large as a 1990s E46 3 Series, and it is in all major dimensions except wheelbase.

Plus, being a front-drive-biased/transverse engine proposition instead of rear-wheel drive should make it roomier than the F74’s iconic ancestor.

The sense getting in is that this is certainly not too low or cramped as per a more-traditional coupe, with plenty of space for legs and shoulders, while even the optional sunroof fitted to our 218 left us with headroom to spare.

The redesigned dash is a visual and operational treat, with crisp, clear instruments, a logically presented and intuitive centre display screen offering fast and easy operation, excellent ventilation and ample storage. Full marks here.

Better still, attaining the perfect driving position is possible for most people, on brilliantly supportive front seats. This is the stuff BMW does right.

Improvement suggestions for the next update? Some people may complain about the somewhat less-than-premium feel of some of the lower-lying plastic trim; not everybody will love the swatches of colour stitching (we love it); why does the steering wheel have to be so wide-of-rim? Side and rear vision is restricted by fat pillars, rising shoulder lines and a shallow rear window; and there is quite a bit of road noise that enters the cabin at speed.

Still, even the back seat is sufficiently spacious for most users, with the sole exception of taller folk having to negotiate a sloping rear roofline. If you’re below 180cm, this should be fine. Most amenities minus overhead grab handles are also fitted.

Further back, the boot is surprisingly accommodating, with 430 litres of cargo capacity that’s enhanced by a 40:20:40 split-fold backrest, and the aperture should be big enough for bulkier loads, but the lack of a spare wheel will be bad news for many buyers. The supplied tyre-repair kit is just not good enough.

But, you know what is good enough? The engines BMW builds, that’s what.

The GLB's thematic purpose in the Benz family is to be the practical option to the upcoming GLA's 'sportiness' and larger GLC's luxury. Although it's not that much smaller than the GLC, the GLB is packaged in a radically different way.

For one, it can be had as a seven-seater, and at this size there's not much that can compete in the luxury space. Again, that makes its closest rival the Land Rover Discovery Sport which is dimensionally similar and also offered with seven seats.

The next closest seven-seat competitors come in the form of the VW Tiguan Allspace and perhaps Skoda Kodiaq.

Audi and BMW don't quite have anything like it (despite fielding a Q2 and Q3 or X1 and X2 respectively... ), and that could well be the GLB's master stroke. It almost fills its own niche. Mercedes is heavy on the idea that this will be the perfect SUV in its line-up for growing families.

Like those VW group rivals, the GLB is a bit of a practicality wizard, too, able to make use of a huge 500-litre boot with the rear seats stowed, or 570 litres as a five-seater.

The second row is on rails, so you can either max legroom or max boot space respectively. I was genuinely surprised with how spacious the third row is.

The packaging is brilliant, I can fit in there, not only with my head completely upright (just touching the roof), but also with actual knee room! The second row seats are also designed as such that your feet can tuck under them, so you don't feel squashed.

Even with another adult in the rear row it's wide enough to not cause problems.

Keep in mind though, with all three rows deployed you'll almost be sacrificing 100 per cent of that massive boot. I couldn't even fit a basic duffel bag in the shelf of space left over.

The second row offers simply heaps of legroom for passengers, even with adults in the third row, and it's surprisingly wide and deep. I found the panoramic sunroof, fitted to some launch cars, ate into the headroom, although it was still more than enough.

Up front is upright, but comfortable in all grades, with the GLA 35 having the most comfortable seats, by far. There are a few trenches strewn about the place, decent cupholders and a centre console box which hosts USB ports.

Trim quality was a notch above the A- and B-Class across the dash, mainly thanks the the choice of materials in the GLB's design.

I do have a few minor issues with visibility though. The A-pillar is upright and, at times, takes up too much of your line-of-sight, especially when approaching corners.

In my seating position, the top of the steering wheel obscures bits of the digital dash, and vision out the back was okay but not stellar thanks to the GLB's almost flat rear window.

Benz' digital dash suite is capable of almost everything that Audi's benchmark 'Virtual Cockpit' does, although using it is a bit awkward, with many sub menus and odd touchpads for flicking through them on the steering wheel.

We don't know how much the GLB will cost when it comes to Australia, but Mercedes says to expect it to fall in a sensible void between its GLA (currently $44,700 - $94,382) and the GLC ($66,100 - $168,100).

Its traditional competitors will mainly be in the form of the BMW X1, and Audi Q3, although size and spec wise it's much closer to the Land Rover Discovery Sport (from $60,500) which can also be had with seven seats.

While standard inclusions on the Euro cars as tested here were decent, we expect they will increase for base Australian cars, along with a price hike.

Prices will largely depend on the choice of engine grade and out of the six options available globally, Australians will only be offered three petrol powertrains (Mercedes has decided against bringing the three diesel options to our market, citing a relative lack of demand).

Of course, option packs will transform each car, and there are many of them, but there are some revealing downfalls in the internationally specified cars. LED headlights, lane keep assist, and blind spot monitoring are part of an option pack in Europe. We hope these items, or at very least blind spot monitoring, is added to the standard features list for Australia.

Three F74 powertrain choices are available for Australia in 2025. And none even remotely reflect what their respective badges imply on the boot.

The 218, for instance, is not powered by a 1.8-litre engine, but BMW’s long-lived B38 1.5-litre three-cylinder turbo petrol unit. Making 115kW of power at 6500rpm and 230Nm of torque between 1500rpm and 4600rpm, drive is channelled to the front wheels via a seven-speed dual-clutch transmission (7DCT).

With a kerb weight of 1420kg, the 218 has a power-to-weight ratio of 81kW per tonne, helping it achieve the 0-100km/h sprint time of 8.6 seconds, on the way to a 230km/h top speed.

Not enough? The 220 features the ubiquitous B48 2.0-litre (not a 2.2-litre) four-cylinder turbo petrol engine/7DCT combo, pumping out 150kW at 6500rpm and 300Nm from 1450-4500rpm. Tipping the scales at 1525kg for 98.4kW/tonne, its 0-100km/h time is 7.3s and top speed is 250km/h.

Want more? Stretching to the M235 xDrive sadly doesn’t mean a 3.5-litre in-line six, but a modified B48 2.0L/7DCT duo, delivering 233kW at 6500rpm and 400Nm from 2000-4500rpm to all four wheels. Result? Weighing just 50kg more than the 220, it boasts a heady 148kW/tonne, for a 0-100km/h of just 4.9s and a 250km/h v-max.

As with all of the UKL2/FAAR transverse-engine front-to-AWD platform models from non-electric Minis through to sub-X3/3 Series BMWs, you’ll find MacPherson-style struts up front and a multi-link independent rear end out back.

If you’re reading this outside of Australia, you may notice that none of the current F74 models offer mild-hybrid tech, in contrast to their European counterparts. And don’t go expecting any manual gearboxes either, unfortunately.

The GLB has an almost confusingly extensive list of engine options. In Europe it's offered with three petrols and three diesels in either front- or all-wheel drive.

We'll only address the petrols as they are the only units destined for our market. The entry-level car is the GLB 200 which has Mercedes' familiar 1.3-litre four-cylinder turbo engine (120kW/250Nm) shared across the A- and B-Class, as well as various Renault models. In this case it's mated to a seven-speed dual-clutch automatic.

Next up is the GLB 250. The 250 is a 2.0-litre engine with significantly higher outputs (165kW/350Nm). It is offered only with Benz' '4Matic' all-wheel drive. It is offered with an eight-speed dual-clutch auto only.

Then there's the star of the petrol-powered show, the GLB 35 AMG. Powered again by a 2.0-litre engine, the AMG-tuned GLB ups the ante to 225kW/400Nm. It is offered with an AMG tuned eight-speed auto, and adds the 'Sport +' drive mode.

OK, so is the 2 Series Gran Coupe cheap to run?

BMW reckons the 218 and 220 will average 6.3 and 6.7 litres per 100km, which means combined average carbon dioxide emissions ratings of 143 and 152 grams/km respectively.

Filling the 49L fuel tank with 95 RON premium unleaded, that translates to around 775km in the 218, and 730km in the 220 between refills.

Predictably, the M235 xDrive uses more, at 7.7L/100km for a CO2 rating of 176g/km. That’s a distance of about 635km.

Over our launch run, which took us from Sydney’s Circular Quay to Wollongong, the 218’s trip meter was reading in the high 8s and about 10 for the M235.

Fuel consumption figures are as varied as the engine choices, the base GLB 200 will consume 6.2L/100km on the combined cycle, while the GLB 250 adds more than a litre to that number at 7.4L/100km, and despite its performance focus, the GLB 35 will supposedly do 7.6L/100km on the combined cycle.

Real-world figures will have to wait until we get our hands on Aussie-spec GLBs to do a fair week-long test. Stay tuned for that.

It is yet to be confirmed, but we'd be surprised if the GLB required anything less than 95RON mid-grade unleaded petrol.

Earlier, we mentioned that the 2 Series Gran Coupe is way more expensive than fine alternative sedans like the Mazda3 and Toyota Corolla.

And while that still stands, there is a remarkable solidity and refinement difference between those and the BMW that helps justify the premium. And nowhere is this more evident than from behind the wheel.

Sat on body-hugging seats and clutching that (too chunky) steering wheel, there is a sense of sporty occasion, backed up by quality trim and an aroma of expensiveness.

For a turbo three-cylinder car weighing 1.5 tonnes, the 218 does a lot with a little, offering spirited off-the-line acceleration and pleasingly lag-free throttle responses at lower speeds. You’d never call it fast, but it is a quick point-to-point urban mover. Only the unavoidable three-pot thrum lets you know you’re in the lowest mechanical spec. And, also, the delay at freeway speeds in building momentum when overtaking.

Which is why, for less than five per cent extra, the 220 with the 2.0-litre four-cylinder turbo would probably make a better buy. Sadly, that isn’t on sale yet in Australia, so we missed out on driving it during the Sydney launch. But in the scores of other BMWs and Minis we’ve tested this in, it’s a cracking little powertrain.

Whether the big leap (nearly $25K worth) to the M235 is worth it depends on how fast you drive and how much you value/need AWD. This is a terrifically muscular machine, since it provides rapid performance via a tidal wave of power, even with the lightest flex of your right foot. On-point and on-brand, this fun and fiery flagship possesses the grand-touring spirit that the rakish design and tech-heavy engineering promise.

To that end, in both the 218 and M235, the steering makes the driver feel connected to the car, resulting in precise and controlled handling. The driver-assist safety tech is beautifully calibrated and nuanced in its intervention, and the brakes are second-to-none.

What is also on-topic for a BMW is the firm suspension, despite the adaptive dampers fitted as standard equipment.

It isn’t stiff or overly uncomfortable, but bumps are certainly always felt, and they’re accompanied by fairly constant road-noise drone over some surfaces.

As such, you’re constantly reminded that dynamic athleticism is the priority here, rather than sumptuous comfort. We’ve experienced much worse from BMW, but a magic-carpet ride isn’t what’s in store for the 2 Series Gran Coupe owner.

So, what’s our verdict then? The 218 is a rorty little tryer that never fails to involve the driver, while the M235 ushers in an elevated level of acceleration, grunt and grip. We suspect that the 220 will be the Goldilocks-zone happy medium.

For (largely) better as well as for (occasionally) worse, these drive and feel like a BMW should.

Driving the GLB was surprising. It's comfortable! It doesn't seem to matter which grade you pick, either. In fact, the GLB 35 rides the best, with its ridiculous wheels overcompensated for by impressive active dampers.

Families will love the plush seats and ultra-compliant ride. Some Benz magic must have gone into the suspension calibration, but we think the ride is also helped along by the long wheelbase.

The position of the wheels also helps prevent the GLB from feeling too nose happy. You don't feel at risk of understeer at all, and this is probably due to the fact that the front wheels are actually quite far ahead of the A-pillar.

In terms of handling, the GLB is great. The steering is light, but direct in Comfort mode. Sport mode is more of a mixed bag, with the wheel feeling a bit too artificially heavy. In 'Individual' mode you can set it up to have the suspension and transmission set to Sport, with the Comfort steering.

Obviously the GLB 35 is a hoot in terms of power available. It's fun, if a little silly. I was surprised how sedate the exhaust is, even in Sport +, a show-pony the GLB 35 is not.

That goes for all grades, too. The cabin is generally well refined.

The 250 is the right car for most drivers, with plenty of power on tap, and a reasonably smart eight-speed dual-clutch. This transmission's major drawback was how annoying it was in Sport mode, sticking in gear and revving the engine out unnecessarily.

Surprisingly, we also had the chance to sample the base model 200. This car rode just as well as its higher-spec counterparts, and it was just as quiet, too, but the 1.3-engine took a long time to get to its sweet spot.

The extra weight of the GLB over the A-Class and B-Class was evident, and the seven-speed auto seems a little less intelligent and slick-shifting than the eight-speed on the other two grades.

There was a long waiting time for peak torque, meaning foot to the floor for several seconds before anything really happened.

That having been said, the 200 is still an attractive option to cut the cost of a GLB for someone who will mainly use it for city or urban driving.

Which leads to one of the GLBs drawbacks – it doesn't feel like a 'small' SUV behind the wheel. You feel every last bit of its dimensions when negotiating a three-point turn with its almost 12-metre turning radius or trying to navigate tight city streets.

Overall though, the GLB offered a surprisingly comfortable, quiet and even entertaining drive experience for an SUV.

Thanks to those kooky Germans and their love for high-speed freeways, every GLB will ship with high-speed auto emergency braking with standard pedestrian and cyclist detection.

It also gets lane departure warning (delivered by vibration through the steering) and a limited version of lane keep assist that works on solid lines and helps swerve away from oncoming vehicles.

Additionally via an option pack on the Euro cars we tested is 'Pre-Safe Plus' which adds blind spot monitoring, improved lane keep assist with lane change assist, and a system which uses a rear radar to detect incoming collisions and lessens the risk of whiplash.

We don't know what will be on Australian-specified cars yet, so stay tuned for an update.

The GLB has a total of six airbags, and in case you're wondering, the GLB's side curtain airbags are capable of protecting even the third row.

ISOFIX and top-tether chid seat mounting points are available on both the outboard seats in the second row, and in the third row in seven-seat variants – for a total of four child seat ready positions.

We'll have to wait and see what ANCAP rating the GLB scores (with standard safety equipment for this market to be confirmed), although it already wears a maximum five star Euro NCAP rating.

Here, however, is where BMW can do a bit better.

While the five-year/unlimited-kilometre warranty is where most premium brands are, it falls short of several Asian alternatives. Roadside assistance is for just three years and there is no capped-price servicing.

Service scheduling is also condition-based, meaning the vehicle will alert the driver when a service is imminent. This may not suit everybody, and we always recommend at least every 12 months or 10,000km, just to be on the safe side.

BMW does offer pre-paid service packs that take in basic maintenance for the first five years at $2369 or $3782, including brake-pad replacement, which works out to be about $475 and nearly $760 annually respectively. There is also a cap on mileage during that time frame: 80,000km.

Like Audi and BMW, Mercedes persists with a three-year/unlimited km warranty. If you believe BMW, they say consumers in this price bracket don't expect longer warranties, but it would be nice, no?

The first German to do it will win a distinct advantage, but for now the GLB's warranty promise is par for the course.

Service pricing has not been plotted out for the GLB in our market yet but expect to be able to package in several years at a fixed price on finance, as you can on other Benz vehicles.