BMW IX1 vs Mercedes-Benz Glb250

What's the difference?

BMW is a true EV pioneer, as the 2014 i3 and subsequent models prove. There’s never been one that we didn’t like. The only problem was that all were expensive. And at times, prohibitively so.

Astoundingly, the iX1 breaks that cycle, comparatively speaking, while impressing us with its design, quality, packaging, dynamics and equipment levels.

As it stands, the xDrive30 is one of the most convincing and best-value medium-sized luxury SUV EVs on the market right now.

Who’d have thought it from a BMW?

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.

Arguably the prettiest new BMW SUV you can buy today, the well-proportioned iX1 is nearly impossible to spot over its almost-identical ICE (U11) X1 siblings.

Besides the badging, look for some blue trim bits and pieces inside and out, along with additional digital touchpoints inside.

And while both ride on the same all-new platform that’s resulted in a substantially larger body compared to previous X1 generations, the EV version seems a bit more slammed.

Dimensionally, the iX1 mirrors today’s X1 at 4500mm long and 1845mm wide, and still sits on the same 2692mm wheelbase, but is 26mm shorter at 1616mm tall and offers 35mm less ground clearance at 170mm.

Result? These plus a bunch of aero enhancements mean the slipperiest iX1 manages a Cd of just 0.26, according to BMW.

And, inevitably, the extra size equals more space inside.

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.

BMW also says the iX1’s cabin is almost as roomy in some ways as the larger X3.

Large doors allow for easy entry and egress, onto sumptuous front seats that provide exceptional comfort and support even on longer journeys.

Surrounded by an expansive feeling of space, the interior feels light and airy, as well as fresh, inviting and premium looking – something previous-gen X1s were rarely accused of being.

We’re talking on-brand stuff here, beginning with the excellent driving position, ahead of a crisp and attractive dash that’s pleasing to behold. Push-button starting and a small toggle lever operates the transmission.

An ever-so-slightly curved (towards the driver in the best-BMW old-school way) rectangular binnacle houses two digital displays – a 10.25-inch one ahead of the driver offering an array of configurable electronic dials, as well as a 10.7-inch multimedia touchscreen.

BMW pioneered the multimedia controller more than 20 years ago with iDrive, and this descendent of that system reveals all that expertise gained by being intuitive to operate and quick to respond to commands once familiarised. Which shouldn’t take too long.

It’s all very-EV centric, as the industry inexorably moves to total electrification, but there were a couple of voice-command errors in the iX1, revealing that such systems are still far from perfect. BMW does provide audio volume and climate hard buttons, thankfully, so the basics are looked after.

Speaking of which, the iX1 offers decent levels of vision out, superb ventilation and ample storage in the doors, on the dash and between the front seats. And, as we’ve noted previously in BMWs, the upright smartphone charger is a clever idea. Keeps it in position and is handy to glance at.

Out back, backrest comfort and support is A-OK, and even with the optional sunroof, our test iX1 provided sufficient space for taller bodies, while expected items like ventilation grilles, USB ports and cupholders are fitted.

Note that, though the 40/20/40-split backrests recline slightly, they do not slide as per in the ICE X1, as this is a desirable option.

Nor is the cargo capacity as good in the iX1, due to the inevitable space demanded by that rear-axle-mounted electric motor and battery pack. For the record, ranges from 490 litres to 1495L instead of 540-1527L. Plus, there’s no spare tyre, with just a tyre repair kit fitted.

These aside, the iX1’s spacious and inviting interior remains one of the compact SUV segment’s best.

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.

The iX1 boasts BMW’s fifth-generation EV drive system, known as eDrive 5.0 (M170SF).

Being an xDrive30, there are two electric motors fitted – one on each axle to provide all-wheel drive. Both are electrically excited synchronous motor set-ups.

Drive is predominantly to the front wheels via a single-speed reduction gear transmission, unless extra traction is required, in which case the rear motor kicks in to power the back axle.

Combined with the aid of an overboost function, they deliver 230kW of power and 494Nm of torque, for a 0-100km/h sprint time of 5.6 seconds, on the way to a 180km/h top speed.

Tipping the scales at 2010kg, the xDrive30 provides a power-to-weight ratio of 114kW per tonne, which is a healthy number.

Suspension is via MacPherson-style struts up front and an independent three-link design out back.

If you care, towing limits are 1200kg braked and 750kg unbraked, with a 570kg maximum payload.

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.

BMW says the xDrive30 consumes an average of 18.3kWh/100km.

On the launch drive program, the vehicle displayed 21.3kWh/100km. That included some spirited highway and mountain-road driving conditions.

Fitted with a 67kWh lithium-ion battery pack with a useable 65kWh, the iX1 offers an ADR 81/02-rated range of 400km.

This means a relatively common 50kW DC public charger with a CCS Combo 2 socket will need about 65 minutes to replenish the battery from 10 to 80 per cent or about half an hour with a 150kW charger.

If neither are available, you'll require about 34 hours to charge to 100 per cent maximum using the normal household powerpoint plug. Or, as mentioned earlier, a 22kW AC Wallbox cuts that down to about 3.5 hours.

Each iX1 includes a three-year subscription with Chargefox.

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.

One of the best things about the iX1 xDrive30 is that it has just enough EV smoothness, refinement and speed to feel special, yet still drives and behaves as a BMW should.

Which hasn't always been the case with previous-gen X1s.

It helps that, from the driver’s seat, everything falls into place: the bracing seats, thoughtfully positioned relative to all controls; and the overall sporty/quality ambience that puts you into the brand mindset.

Select Drive, and the iX1 leaps away sweetly and silently, accompanied by an electric motor whir that's quite pleasing. At speed, acceleration is instant for fast overtaking and there’s plenty more in reserve if you really need to hustle along.

For a 2.0-tonne compact SUV, the steering is remarkably responsive, providing nimble yet secure handling. Maybe it’s all the low-slung weight and near-50:50 weight distribution, but the iX1 displays impressive cornering and road grip. It’s an enjoyable drive.

Initially, novices might find the brakes a bit sudden, but they’re actually pretty progressive once you get used to them, and they feel and stop with a more natural pedal feel than many hybrids we’ve experienced. Again, BMW has tuned the xDrive30 to feel inclusive.   

Speaking of the stoppers, there are no paddle shifters to control the amount of single-pedal off-accelerator braking as per many other EVs, but putting the transmission from ‘D’ to ‘B’ brings a decent level of deceleration if not a full stop – as if you’re lighting resting your foot on the pedal. We’d like the option of a heavier self-braking function, though.

The launch program avoided city roads and heavy traffic, but we still found plenty of bad, pot-holed surfaces to favourably judge the adaptive dampers’ ability to help soak up the bumps.

While not super-soft or supple, the suspension is cushy enough for a comfy ride. And certainly better than many past BMW SUVs.

A bit too much road and tyre noise intrusion aside, the xDrive30 is dynamically very sorted indeed.

Which, when you consider all the other positive aspects of the iX1, you end up with a BMW offering an impressively broad band of capabilities.

It’s rapid, nimble and reactive to driver inputs, as you’d expect an SUV from this brand to be, without the compromise of harshness or discomfort.

What it’s like around town in a peak-hour crawl, or how far you can really get from a fully-charged battery, is something we’ll find out when we can conduct a full road test, so please watch this space.

Until then, as it stands, things are looking promising indeed for the xDrive30. Especially factoring in the value pricing.

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.

Last year, BMW introduced a five-year/unlimited kilometre warranty with all its products, finally catching up with the industry warranty average after a protracted period of just a three-year coverage.

While there’s no capped-price servicing, you can pre-purchase a number of service bundles, to help save a bit more money further down the track.

There's a choice of 'Basic' or 'Plus' packages, in four or six-year (both with unlimited kilometre) programs, known as 'Service Inclusive'. They cost $1263/$4784 and $1800/$5784, respectively. 'Plus' covers brake pads/discs and wiper blade rubbers.

Note, however, that roadside assistance remains at three years.

Keep in mind, too, that BMW vehicles have a self-diagnosis feature that varies the service intervals according to how they’re used as well as wear and tear.

Our advice is to keep making an appointment annually or at about every 10,000km, just to be on the safe side.

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.