BMW 8 Series vs Mercedes-Benz GLB

What's the difference?

With dramatic looks, a luxurious spec, and impeccable quality, the BMW M8 Competition Gran Coupe remains supremely well controlled as it delivers eye-widening performance and amazing dynamics. But there’s an ‘edge’ to the experience you need to be ready for. If I was determined to head for the Aussie ‘fast lane’ in a BMW 8 Series Gran Coupe I’d opt for the M850i and pocket a lazy $71K (enough for a cheeky M235i Gran Coupe to add to your collection).

The Mercedes-Benz GLB is an oddball. While it isn’t my definition of beauty, it's a surprisingly capable and spacious small-to-medium SUV.

The entry-level GLB200, while comfortable, feels a bit underdone in the engine department. Therefore the mid-spec GLB250 with the more-powerful 2.0-litre turbo and mild-hybrid assistance plus all-wheel drive grip is the better pick.

Want to start a vigorous car enthusiast discussion (more a verbal punch-up)? Simply ask whether a four-door car can be a coupe.

Traditionally, the answer is no, but over time numerous automotive brands have applied that description to cars with more than two doors, including SUVs!

So, here we are. A four-door ‘Gran Coupe’, and the M8 Competition version retains the smoothly tapering turret and frameless side glass that help give selected BMW four-door models the same swoopy, coupe look.

At close to 4.9m long, a fraction over 1.9m wide, and under 1.4m high, the BMW 8 Series Gran Coupe has a firmly planted, low-slung, wide-track stance. Always a subjective call, but I for one, think it looks stunning, especially in our test car’s ‘Frozen Brilliant White’ matt paint finish.

In an era of comically oversized BMW grilles, things are relatively under control here, with a bright black finish applied to that ‘kidney grille’, as well as the huge front bumper air intakes, front splitter, front fender vents, exterior mirrors, window surrounds, 20-inch rims, lip spoiler on the boot, rear valance panel (incorporating a functional diffuser), and quad exhaust tips. The roof’s black, too, but that’s because it’s made of carbon-fibre.

Overall the M8 Competition Gran Coupe is a compelling combination of strong, confident character lines along the bonnet and lower flanks, with tightly wrapped curves following the high hip line, and more organically irregular, yet distinctly BMW shapes in the head- and tail-lights. 

The interior is a beautifully balanced design with a broad centre console sweeping up to the middle of the dash and wrapping around to focus on the driver, in typical BMW fashion.

 The multi-adjustable sports front seats are immaculate, with high-end quilting in the centre section matching a similar treatment in the doors. The dark grey (full) leather trim is offset by carbon and brushed metal trim elements for a cool, calm and focused feel.

Crack the bonnet open and a spectacular ‘BMW M Power’ carbon cover dressing the top of the engine is guaranteed to impress friends and family.

This isn’t the prettiest car ever. It has the Mazda CX-8 or CX-80 effect where you can tell a smaller car has been stretched and extended to create more interior space. It just looks a little awkward as a result.

The rear section of the GLB in particular is much higher and boxier than the GLA which makes it look rather back-heavy. Thankfully roof rails are standard which toughens the look somewhat.

The facelift that was introduced in 2023 brought an updated front bumper, as well as tweaked LED headlight and tail-light signatures. The changes aren’t wildly different from the original car that launched in 2019 but it’s still fresh enough.

Inside is where this car is starting to look its age. While Mercedes-Benz was one of the first to introduce a wraparound screen set-up combining the digital instrument cluster and touchscreen multimedia system into a single unit, many have copied this and it no longer looks unique.

It doesn’t help that the dual 10.25-inch screens are small now in comparison to newer rivals. It’s standard for a digital instrument cluster to be closer to 12.3-inches in diameter now.

A main interior change with this facelift included the removal of the touchpad controller on the centre console. In its place is now a shallow storage area which doesn’t really serve a purpose.

There’s also a new AMG-style steering wheel as standard which has fiddly gloss black touch sliders that get grimy upon use.

While the changes are welcome, the ageing roots are still present. You can’t escape the blingy touches that just end up looking cheap and tacky.

A key example of this are the air vents which have obnoxious interior ambient lighting in them to try and make the cabin look cool.

I’m also not a huge fan of the star pattern trim on the dashboard and the swathes of stainless steel-looking inlays.

Of the M8 Competition Gran Coupe’s 4867mm overall length, 2827 of it sits between the front and rear axles, which is a pretty healthy wheelbase for a car this size (and 200mm more than the 8 Series two-door coupe).

Space up front is generous, and one upside of a four-door, rather than two-door coupe, is you’re not struggling quite so much for space to get in and out when parked next to other cars.

Once inside, there’s plenty of storage up front, with a large lidded box/armrest between the front seats, twin cupholders in the centre console, as well as another covered area for wireless phone charging and extra bits and pieces in front of that. Long door pockets provide space for bottles, and the glove box is a decent size. There’s 12V power as well as USB sockets for media connection, with charging outlets in support.

At first glance you’d swear the rear seat was designed as a two-seater only, but when push (literally) comes to shove a centre passenger can squeeze in, legs straddling the rear console.

In terms of legroom, at 183cm (6’0”) I could sit behind the driver’s seat set for my position with knee room to spare, but headroom is another matter, with my noggin making solid contact with the soft Alcantara headlining. It’s the price you pay for this car’s racy profile.

There’s a neatly trimmed storage box and two cupholders in the fold-down centre armrest, plus door pockets with enough room for small bottles. The rear console houses dual climate controls, twin USB power sockets, and a small oddments tray, as well as buttons for the optional rear seat heating fitted to our test car ($900).

The 440-litre boot is a bit like the car itself - long and wide, but not very high. The rear seat split-folds 40/20/40 if you need more space, and the boot lid is automatic with a hands free function. But don’t bother looking for a spare of any description, a tyre repair kit is your only option.

Up front the driver’s seat is comfortable, offering electric adjustability and lumbar support, extendable thigh support and heating. Some extra bolstering on the seat base would be nice though as it’s a little flat for my liking.

While the glossy piano black touch sliders on the steering wheel aren’t the most intuitive, I love holding this leather-wrapped wheel as it straddles the line of being thick enough but not too thick. BMW should take note…

The thin stalks behind the steering wheel are a joy to use and have a nice thwack to them. I appreciate the column-mounted gear selector as this frees up more space on the centre console, though it could be utilised better. More on this in a bit.

The digital instrument cluster offers a range of different themes to select from, though the standard version looks the nicest and offers the most customisation. It’s nice being able to put a full-width map display on the instrument cluster.

The touchscreen multimedia system offers a clean and intuitive interface that’s hard to get lost in. For the most part, however, I ended up using smartphone mirroring. Thankfully this update brought wireless Apple CarPlay and Android Auto.

It’s nice having the row of physical climate control switchgear within easy reach especially as carmakers are now integrating these into the touchscreen interface. Even Mercedes-Benz is guilty of this in its newer cars.

There isn’t a tonne of general storage on the centre console beyond the deep central box which has a split-opening lid. The wireless charger barely fits my iPhone 15 Pro Max, the cupholders are on the small side and the aforementioned storage section where the touch slider once was is useless from a storage standpoint.

Moving to the second row, it’s rather spacious for a small-ish SUV. At a leggy 182cm tall, I have plenty of leg and headroom behind my own driving position.

You’re able to slide and recline each individual seat in the second row to prioritise second-row comfort or allow more space for third-row passengers. It’s needed because third-row space is tight!

Second-row amenities include air vents mounted on the back of the centre console, various storage spaces, two USB-C ports, as well as a fold-down armrest with cupholders. Also if you stare at the back of the centre console it looks very much like a screaming face.

As already mentioned, the third row isn’t the most spacious ever, although this is a small-ish SUV so best not to expect palatial levels of room. It’s likely more for occasional use by children and it’s good to note there is airbag coverage back there.

Amenities are few and far between in the third row, limited to just a few storage spots and a USB-C port on both sides. Unfortunately there are no air vents.

At the back there’s a handsfree power tailgate which is handy if you’ve got your hands full. It opens swiftly, though with all three rows of seating upright there isn’t much room at all. Mercedes-Benz doesn’t even quote a boot capacity figure, but it’s only enough for a bag or two.

Thankfully if you’re not using the third row the benefit of this car is there’s much more boot space than the GLA. Mercedes-Benz claims there’s a generous 565L of boot space, which can further expand to 1800L with the second row folded.

Unfortunately there is no spare wheel in the GLB200 as it has run-flat tyres as standard, though regular tyres with a tyre repair kit is a no-cost option.

The Mercedes-Benz GLB200 is currently priced at $67,600 before on-road costs.

There aren’t many premium seven-seat SUVs that are this compact out there. The closest rivals would be the mid-size Volkswagen Tayron and related Skoda Kodiaq.

But for this price you can easily get something larger like a Kia Sorento, Hyundai Santa Fe or Mazda CX-80. You do have to ditch the premo badge though.

For your money you do get a generous amount of standard equipment. This includes 19-inch alloy wheels, LED headlights, dual 10.25-inch screens, wireless Apple CarPlay and Android Auto, interior ambient lighting, as well as heated front seats with electric adjustment.

However our tester was optioned with a panoramic glass sunroof ($1900) and black leather upholstery ($1539), bringing the as-tested price to $71,039 before on-road costs. This is still around $18,000 off the cheapest GLC.

A nifty reason for opting for this car over the GLA is because there’s a third row of seating. It's not the most spacious row, but when folded there is more boot space. More on this later.

The M8 Competition is powered by an all-alloy, 4.4-litre twin-turbo V8 engine, featuring direct-injection, as well as the latest version of BMW’s ‘Valvetronic’ variable valve timing and ‘Double-VANOS’ variable camshaft control, to produce 460kW (625hp) at 6000rpm, and 750Nm from 1800-5800rpm.

Designated ‘S63’, the engine’s two twin-scroll turbos are located, along with a cross-bank exhaust manifold, in the engine’s (90-degree) ‘hot vee.’ 

The idea is consistent transmission of exhaust energy to the turbos for improved response, with the reversal of usual practice completed by inlet manifolds positioned on the engine’s outer edges.

Drive goes to all four wheels via an eight-speed ‘M Steptronic’ (torque converter) auto transmission with ‘Drivelogic’, and dedicated oil cooling, as well as BMW’s ‘xDrive’ all-wheel drive system.

The xDrive set-up is built around a central transfer case housing an electronically-controlled, variable multi-plate clutch, with front to rear drive distribution set to a default 40:60 split.

The system monitors multiple inputs including, wheel speed (and slip), acceleration and steering angle, and is able to vary the ratio up to 100 per cent rear thanks to the ‘Active M Differential.’ 

The Mercedes-Benz GLB200 is powered by a 1.3-litre turbocharged four-cylinder petrol engine which produces 120kW and 270Nm.

This engine also features in ‘200’ versions of the A-Class, CLA and GLA, plus versions of it also feature in the Renault Arkana, Captur, Duster, and Kangoo, as well as the Nissan Qashqai and now the new Mitsubishi ASX.

It’s mated to a seven-speed dual-clutch automatic transmission with drive sent to the front wheels only.

Unlike the more powerful GLB250 and AMG GLB35 all-wheel drive trims, the GLB200 is the only model to go without 48V mild-hybrid assistance in Australia. It was originally promised when this facelifted model was announced in 2023.

Mercedes-Benz claims the GLB200 can do the 0-100km/h sprint in 9.3 seconds and top speed is 207km/h.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 10.4L/100km, the M8 Competition emitting 239g/km of CO2 in the process.

Despite the standard auto stop/start function, over a week-long combination of city, suburban, and freeway running we recorded a (dash-indicated) average of 15.6L/100km.

Pretty thirsty, but not outrageous when you consider this car’s performance potential, and the fact that (purely for research purposes) we exploited it regularly.

Recommended fuel is 98 RON premium unleaded, and you’ll need 68 litres of it to fill the tank. That equates to a range of 654km in line with the factory claim, and 436km using our real-world number as a guide.

Mercedes-Benz claims the GLB200 has a combined fuel consumption of 7.5L/100km.

During our urban and metropolitan-based testing, however, we saw an average of 9.0L/100km according to the trip computer which isn’t great but also not the worst I’ve seen. Expect this figure to balloon out further if you load more people onboard as the engine will have to work harder.

There is a 52L fuel tank which requires a minimum of 95 RON premium unleaded petrol.

Using my as-tested fuel consumption figure, this means the GLB200 has a theoretical range of up to 578km.

There’s something teutonically symmetrical about the way the M8 Competition Gran Coupe delivers its prodigious thrust.

Peak torque of no less than 750Nm is available from just 1800rpm, remaining on full song across a broad plateau all the way to 5800rpm. Just 200revs later (6000rpm) peak power of 460kW (625hp!) takes over to finish the job, with the rev ceiling sitting just over 7000rpm.

That’s enough to slingshot this 1885kg bruiser from 0-100km/h in 3.2 seconds, which is supercar fast. And the engine and exhaust noise produced by the 4.4-litre twin-turbo V8 during such rapid acceleration is suitably brutal, courtesy of electronically-controlled flaps in the system opening up. 

On a more civilised drive you can reduce the exhaust noise via an ‘M Sound Control’ button on the centre console.

The eight-speed auto is fast and positive, especially in manual mode, which dials up the fun via wheel-mounted paddles. And when it’s time to direct this car’s forward momentum into lateral movement BMW has brought in the engineering heavy artillery.

Despite its frameless door body structure the M8 Competition Gran Coupe feels solid as a rock thanks in no small part to its ‘Carbon Core’ construction, using four primary components - carbon-fibre-reinforced plastic (CFRP), aluminum, high-strength steel, and magnesium.

Then the ‘Adaptive M Suspension Professional’ (with active anti-roll stabilisation), the tricky xDrive continuously variable AWD system, and active M Sport diff combine to keep everything under control.

Suspension is a double wishbone front, five-link rear arrangement, with all key components in alloy to minimise unsprung weight. In concert with the electronic wizardry on-board, it helps keep the M8 buttoned down with only modest body roll in enthusiastic cornering, as the rear-biased AWD system seamlessly distributes drive to the axle and wheels that can make best use of it.

The price you’ll pay for the track-ready tune is in compromised ride comfort. Even in the ‘Comfort’ setting, the M8 Competition is firm, and feels corrugations and imperfections to a surprising degree.

An alignment of the BMW 8 Series planets left me with the keys to this car and the M850i Gran Coupe (also using the Carbon Core body) at the same time, and the difference between their softest settings is appreciable.

Also be aware that at 12.2m the M8 Gran Coupe’s turning circle is substantial, and it’s just as well all that camera, sensor and self-parking tech is available to help you guide this ship into port.

The M8’s electrically-assisted, variable-ratio steering features an ‘M’ specific calibration to deliver satisfying precision and good road feel. But in similar fashion to the ride a noticeable amount of unwelcome feedback comes through to the wheel.

The fat Pirelli P Zero rubber (275/35 fr / 285/35 rr) grips hard, and the monster brakes (ventilated all around, with 395mm rotors and six-piston calipers up front) wash off speed without fuss or fade.

But overall, you’ll have to live with a less refined drive when you sign on for the M8 Competition. Straight away it feels faster but lacks the M850i’s lighter touch. No matter which drive or suspension mode you select, responses are more aggressive and physical.

To fully explore and enjoy the M8 Competition’s abilities it feels like the race circuit is its most appropriate habitat. On the open road, the M850i is all the Gran Coupe you’re going to need.

While this 1.3-litre turbo engine may be sufficient in the smaller A-Class and GLA, it barely scrapes by in the GLB200.

Even with one person onboard the engine has to rev out the first few gears to around 3000rpm to keep up with traffic from the lights. It doesn't have the nicest engine note either.

It doesn’t help that the dual-clutch automatic can be a little vague from a standstill, taking a beat to kick into action. This is most noticeable when doing low-speed manoeuvres or reversing.

Although initial acceleration can be on the thrashy side, rolling acceleration while at speed is a lot more linear and calm thanks to peak torque coming on tap from 2000rpm. This means the car will only downshift when it needs to.

There are a few different drive modes you can select from, but the default ‘Comfort’ mode feels the most natural. ‘Eco’ does quell some of the rev flares during initial acceleration, though the engine feels much more tardy in general.

Linked with these drive modes are the adaptive dampers. This is a very comfortable car, especially on the standard smaller 19-inch alloy wheels as there’s plenty of tyre sidewall to absorb bigger bumps.

Coupled with this is sporty steering that’s direct and makes the car feel nimble despite its 1.7-tonne kerb weight.

It really is the best of both worlds because you get the fun and sporty characteristics from the steering, plus the comfort and supple feeling from the suspension. It’s hard to fault this set-up.

In terms of noise, vibration and harshness (NVH), if you look beyond the sometimes shouty engine, this car is quiet and refined. There’s some tyre roar at higher speeds, but many European vehicles have this trait.

It’s also a benefit that this car is a little older as there aren’t many safety system-related bings and bongs that distract from the cabin ambience.

The Mercedes-Benz GLB received a five-star ANCAP safety rating based on Euro NCAP testing conducted in 2019.

It received 92 per cent in Adult Occupant Protection, 88 per cent in Child Occupant Protection, 78 per cent in Vulnerable Road User Protection and 76 per cent in Safety Assist.

As standard there are nine airbags, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, adaptive cruise control, front and rear parking sensors, as well as a surround-view camera.

A nifty safety feature is the Pre-Safe system which tightens the seatbelts and plays a tone when it detects an imminent crash.

There are ISOFIX child seat anchor points on the outboard second-row seats, as well as on the two third-row seats. All three second-row seats, plus the two third-row seats also have top-tether points.

BMW offers a three year/unlimited km warranty, which is at least a couple of years off the mainstream market pace, and lagging other premium players like Mercedes-Benz and Genesis, both sitting at five years/unlimited km.

Roadside assistance is included for the duration of the warranty period, and the standard ‘Concierge Service’ provides everything from flight information, to global weather updates, and restaurant recommendations, from a real human.

Technically, service is ‘condition based’ with the car telling you when it’s time to hit the workshop, but you can use every 12 months/15,000km as a guide.

BMW Australia offers ‘Service Inclusive’ packages that require customers to pre-pay for servicing, allowing the cost to be covered off in finance or leasing packages and reducing the need for concern about paying for maintenance further down the track.

BMW says there are different packages available, from three to 10 years, or between 40,000 and 200,000km.

The GLB200 is covered by a five-year, unlimited-kilometre warranty, like the rest of the Mercedes-Benz line-up.

Logbook servicing is every 12 months or 25,000km, whichever comes first, which is good if you do a lot of driving.

You can purchase a three-, four- or five-year service package which costs $3495, $4650 and $6185, respectively. With the latter this equals $1237 per service, which is expensive, although it is cheaper than the slightly larger GLC.