BMW I3 vs Mercedes-Benz GLB

What's the difference?

Yes, it’s pricey for a small hatch, but this little BMW is a city car like no other. The i3s is tailor made for the urban environment, and six years on retains the quirkiness and charisma that stood it apart at launch, and it can still hold its head high among the current EV crop. 

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.

Built around a carbon-fibre reinforced plastic (CFRP) tub, the i3s is ultra-light (for a battery-electric vehicle), super strong, and unlike anything else on the road.

At just over 4.0m long, close to 1.8m wide, and a fraction under 1.6m tall, the i3s is compact, upright, and boxy. A classically polarising design, with some crossing the street to avoid it, and others (like me) loving its unique proportions and stand-out styling.

The nose is tall, short and upright, with the distance from the base of the front windscreen to the front axle (car designers call it the ‘dash-to-axle ratio’) unusually short.

That’s because the electric motor sits in the back of the car driving the rear wheels, with only a small front boot compartment required to house charging cables and other bits and pieces.

Despite the lack of anything of substance behind it, BMW’s signature ‘kidney grille’ is present and accounted for, with swoopy LED headlights (and DRLs) either side. Our test car’s ‘Fluid Black’ finish with ‘i Blue’ highlights dialed up the little car’s charismatic personality.  

One of the i3’s most impressive party tricks is its counter-opening ‘clamshell’ doors, and the engineering trickery used to create a B-pillar free side opening (including the strength of the carbon body structure) means the high window line follows a jagged path from front to back, the rearmost hatch windows shrinking the rear glass area appreciably.

The i3s’s standard 20-inch (dual) five-spoke alloy rims, although slightly wider in this performance model, are alarmingly skinny. But taking the car’s relatively light weight (1245kg) and urban-centric purpose into consideration, the narrow, low-rolling resistance rubber makes sense.

With the roofline and sides of the car tapering distinctly towards the back, the rear view is suitably idiosyncratic, highlighted by flush-fit, vaguely U-shaped LED tail-lights. 

The hatch window is small, and the bumper sits high to marry with the load space floor sitting on top of the motor and transmission.

And when it comes to moving inside, BMW offers a choice of three ‘interior worlds - ‘Loft’, ‘Lodge’, and ‘Suite’ - featuring renewable natural fibres, recycled plastics, naturally tanned leather, and open-pore wood (sourced from 100 per cent Forest Stewardship Council-certified forestry).

But irrespective of where everything comes from, the end result is inviting, comfortable and sub-zero cool. Our car’s ‘Suite’ interior was combined with ‘Oak dark matt’ wood, and ‘Vernasca’ brown leather to stunning effect.

A tunnel-free floor, gently curved dash and digital screens for instruments and media let you know you’re in something different and special. It might be six years old, but the i3 still feels contemporary and distinctive. 

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.

Wide-opening clamshell doors make getting in and out of the i3s a breeze. But bear in mind you have to open the front door to get to the latch for the back one, which can be a pain.

The driver and front passenger enjoy heaps of room, in an open environment, but there’s only a single cupholder in the centre console, so let the coffee cup wars begin.

Aside from that there are seriously big bins in the front doors, a modest glove box, and a handy elasticised pocket near the floor at the base of the bulkhead.  

Outlets for 12-volt and USB are provided, and there’s a small oddments tray at the rear of the centre console.

Slip around to the rear and you’re in anything but limousine territory. Sitting behind the driver’s seat set for my 183cm height, head and legroom are modest but do-able. And remember it’s two seats only back there.

In terms of storage, there are two cupholders between the seats but no storage pockets or bottle holders in the doors. You won’t find adjustable ventilation outlets either, but that’s not a huge factor in car of this stature.

The boot’s volume is quoted at 260 litres with the 50/50 split-fold rear seatback upright, which is enough to easily swallow the largest 124-litre suitcase in the CarsGuide three-piece set. The smaller 95- and 36-litre cases will sit side-by-side without a problem.

Fold the rear seat down and you have 1100 litres of space at your disposal, with tie-down anchors, an elasticised pocket and 12-volt power provided.

Don’t bother looking for a spare of any description, a repair/inflator kit is your only option. And not surprisingly, the i3 is a no-tow zone. 

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 i3s is powered by BMW’s ‘eDrive’ hybrid synchronous electric motor, producing 135kW at 7000rpm, and 270Nm from 0-4500rpm. Yep, that’s right, maximum torque is delivered the instant you depress the right-hand pedal, and we’ll get to what that brings to the driving experience a little later.

The unit incorporates a charging and generator function for braking energy recuperation, the latter delivering up to 50kW.

Drive goes to the rear wheels via a single-speed (fixed-ratio) automatic transmission.

The battery powering the whole show is a 352-volt/120 amp-hour (Ah) Lithium-ion unit with a (gross) energy rating of 42.2kWh.

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.

When it comes to an electric car’s energy use and projected range, there are two main things to consider - the motor’s power consumption and the battery’s capacity.

And according to BMW, the i3s’s power consumption for the combined (urban/extra-urban) cycle is 14.6–14.0kWh/100km.

Over a week, and roughly 250km of urban driving (with some brief freeway runs thrown in) we saw 19.3kWh/100km staring back at us from the on-board computer.

When BMW launched the i3 in Australia in 2014, the pure EV version came with a 60Ah battery pack delivering a claimed 130 kilometre range (a range extender model featuring the addition of a two-cylinder petrol motorcycle engine was also offered). 

In 2016 a 94Ah version arrived to boost range up to 183km, and the i3s launched in 2018, with its 120Ah battery pushing range out to BMW’s current, real-world estimate of 260km.

Then, there’s charging time, which is like asking how long is an electric piece of string.

According to BMW, for a 0–80 per cent charge from a (50 kW DC) fast-charging station, you’re looking at 45min.

From a (11kW/16A/380V) high-output home/office wall unit, that pushes out to 3.10h, and using a (3.7kW/16A/240V) low-output home/office unit stretches the wait time to 9.40h.

BMW offers the ‘WallBox plus’ charging suite as a dealer accessory priced from $1990 (not including GST or install costs).

Plug into a domestic (2.4kW/10A/240V) socket, and you’re staring down the barrel of 15.00h. But at least you can use low-cost, off-peak energy overnight, right? Nah, I don’t buy that line either.

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.

It might not look like a conventional sports car, but the BMW i3s certainly accelerates like one, with a claimed 0-100km/h time of 6.9sec. The i3s is a smile-inducing hoot to drive.

Every one of this little hatch’s 270 newton metres of torque is available from the minute you hit the accelerator pedal, and remain in service until 4500rpm, at which point torque delivery drops off a cliff.

But peak power steps in at exactly 7000rpm, so if you’re determined to make that overtaking move you won’t be left in the lurch. In fact, BMW says it only takes the i3s 4.3 seconds to surge from 80km/h to 120km/h.

However, the i3’s forte is 100 per cent the city, rather than the open road. Its ‘point and squirt’ ability making it the perfect partner for the cut and thrust of the urban jungle.

The i3s features an upgraded ‘Sports Suspension’ incorporating firmer dampers, re-tuned springs and revised anti-roll bars. It’s also lowered 10mm, the track is widened (+21mm front / +2.0mm rear) and the wheels go plus one inch to 20-inch alloys.

The standard i3 (no longer offered in Australia) rolls on 19-inch rims shod with 155/70 rubber all around. And while the i3s’s 175/55 front and 190/50 rear tyres are still exceptionally narrow, from the side the low-profile Bridgestone Ecopias look like fan belts wrapped around pulleys rather than tyres around wheels..

No surprise then that ride comfort isn’t exactly cushy, and in signing on for the i3s experience you’ll need to be ready for more than occasional bumps and thumps.

But the pay-off is super-sharp dynamics, Suspension is by alloy struts at the front, and a five-link alloy set-up at the rear..The steering responds to inputs quickly yet smoothly, and with 48/52 front to rear weight distribution, the car always feels balanced, eager, and taut.

And if you really want to dial things up the ‘driving experience control’ allows a switch to Sport mode for a further tweak of the suspension, steering, and traction control set-ups.

A tight 10.3m turning circle makes for easy parking and stress-free U-turns. But if things get too tight, rapid three-point turns are assisted by the gear shift controller bring mounted on a chunky stalk on the right-hand side of the steering column. Too easy.   

Braking is by vented discs front and rear, but they’re tiny. That’s because the ‘Brake Energy Regeneration’ system does most of the work. 

Effectively turning the motor into a generator, the system not only slows the car dramatically but feeds energy to the battery in the process. It takes a while to get used to the sensation, but soon becomes a fun, and surprisingly easy game to use the brake pedal as little as possible… often not at all, for long periods.

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 off the pace given the majority of mainstream brands have stepped up to five-year cover, with some at seven. And the pressure is on with Mercedes-Benz recently announcing its shift to five years/unlimited km.

That said, the BMW's body is warranted against rust (perforation) for 12 years/unlimited km, and roadside assistance is provided free-of-charge for three years/unlimited km.

Maintenance is 'condition based' with sensors and on-board algorithms (mileage, time since last service, driving style) determining whether an annual vehicle inspection is required.

The 'BMW Service Inclusive' package, offering a single, one-off advance payment to cover selected service and maintenance costs, is available in two levels - 'Basic' ($850) or 'Plus' (dealer quote)

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.