BMW X5 VS Mercedes-Benz GLC-Class
- Aggressive styling
- Genuine practicality
- Ferocious performance
- Half-baked exhaust system
- Far from fuel-efficient
- Substandard warranty
- New fiercer face
- Cool cabin tech
- Advanced safety equipment
- Ride on standard suspension could be comfier
- Entry-grade not available with all-wheel drive
- Leather standard on upper grades only
Way back in 2009, the X5 was the first SUV to get the go-fast treatment from BMW’s high-performance M division. At the time, it was a crazy thought, but in 2020, it’s easy to see why Munich went down the (then) road less travelled.
But just exactly how good is the X5 M Competition? We had the unenviable task of putting it to test to find out.
|Engine Type||4.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
I’m the eldest child in my family, and the best. That’s despite not having a degree in international law and working for the United Nations saving lives like my younger sister, or being a high-flying accountant like my other sister, or running a design agency in Germany like my other sister.
But being first and best like me is the exception to the rule because normally first versions of anything aren’t as good as they can be – like the Mercedes-Benz GLC when it made its debut in 2015. Now the updated version has arrived and it’s better, much better... in some ways.
There’s no longer a diesel, but there’s a hybrid instead, although that won’t arrive until 2020 along with the hardcore AMG versions.
Which is why at the Australian launch in October, 2019, I was only given the GLC 200 and 300 to climb all over and drive. So, while neither I nor anybody else piloted all of the types of GLCs you can buy, here’s everything you need to know about them.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
After spending a day with the BMW X5 M Competition, we can’t help but wonder if it’s the ultimate vehicle for families.
On one hand, it nails the practicality brief and is loaded with standard equipment, including the key advanced driver-assist systems. On the other, its performance in a straight line and around corners is otherworldly. Oh, and it looks sporty and feels luxurious, too.
That said, we could absolutely live with the high fuel bill if this was our daily driver, but there’s only one problem: does anyone have a spare $250,000?
Is the new BMW X5 M Competition the ultimate family vehicle? Tell us what you think in the comments below.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
The updated Mercedes-Benz GLC has improved in many ways. It’s better looking, more powerful, and smarter with the addition of Hey Mercedes and new technology. The loss of the diesel won’t upset many. Benz says its customers are moving away from that fuel and the arrival of the plug-in hybrid is a step in the right, and more environmentally friendly, direction.
The GLC 300 is the sweet spot in the range. It's a bit over $10K more expensive than the 200 but comes with all-wheel drive, proximity unlocking, privacy glass and the awesome safety tech.
In our humble opinion, the X5 is one of the best-looking SUVs on the market today, so it’s no surprise the X5 M Competition is a knockout in its own right.
Up front, it cuts an imposing figure thanks to its version of BMW’s signature kidney grille, which has a double-slat insert and is finished in gloss-black like most of the exterior trim.
That said, it’s the front bumper that sucks you in with its large air dam and side air intakes, all of which have honeycomb inserts.
Even Laserlight headlights add a touch of menace thanks to their integrated dual-hockey-stick LED daytime running lights, which look plain angry.
Around the side, the X5 M Competition is a little more restrained, with the 21- (front) and 22-inch (rear) alloy wheels the obvious giveaway, while the more aggressive side mirrors and air breathers are a lesson in subtlety.
At the rear, the visual aggro is most apparent thanks to the sculpted bumper, which incorporates a chunky diffuser that plays host to the bi-modal exhaust system’s black chrome 100mm tailpipes. Utterly delicious, we say.
Inside, BMW M has put its best foot forward to make the X5 M Competition feel that little bit more special than the X5.
The eyes are immediately drawn to the multifunction front sports seats, which manage to be super supportive and super comfortable at the same time.
Like the middle and lower dashboard, door inserts, armrests, knee rests and door bins, they’re covered in supple Merino leather (Silverstone grey and black in our test vehicle), which even has honeycomb insert stitching in some sections.
Black Walknappa leather trims the upper dashboard, door shoulders, steering wheel and gear selector, with the latter two unique to the X5 M Competition, alongside the red start-stop button and M-specific seat belts, scuff plates and floor mats.
A black Alcantara headliner adds some more luxury to the equation, while our test vehicle’s gloss carbon-fibre trim ensures there’s some sport in it, too.
Technology-wise, there’s the 12.3-inch touchscreen, which is powered by the now-familiar BMW Operating System 7.0, although this version gets M-specific content. That said, it still has gesture and always-on voice control, but both fall short of the rotary dial’s greatness.
The 12.3-inch digital instrument cluster and windshield-projected head-up display get the biggest M makeovers, though, with the new M Mode giving them a focused theme (and turning off the advanced driver-assist system) for spirited driving.
I’ve worked it out: Mercedes-Benz’s designers have just flipped the grille of the previous model upside down. No, they haven’t, but the new face of the GLC looks more resolved, broader and determined than the 2015 car.
Along with the grille and bumper, the headlights have been restyled and now appear more elegant, while the inlays in the tail-lights now have a floating square-shaped design.
Changes to the interior may seem minimal, but only from a material and trim perspective, the upgrade in technology is big. There’s the new display screen, the digital instrument cluster, the steering wheel and touch pad controller, and new upholstery colours.
There are 17 upholstery colours and combinations. Black is standard across the line-up in Artico and leather, while 'Silk Beige' and 'Magma Grey' are no-cost options on GLC 200 and 300 SUVs.
There are 10 paint hues to choose from with 'Polar White' (non-metallic) being a no-cost colour across the range and 'Iridium Silver Metallic' standard on the GLC 63 S SUV and Coupe.
Optional colours include: 'Hyacinth Red', 'Brilliant Blue' and what seems like 50 shades of grey with names like 'Selenite Grey', 'Mojave Silver' and 'Obsidian Black.'
Do the grades differ in their look? Yep, you can tell you’re looking at a GLC 300 and not a 200 by the 20-inch alloy wheels, running boards and rear privacy glass.
The GLC 300 Coupe could be mistaken for a full-blown AMG model thanks to its AMG Line body kit including 20-inch wheels, while the cabin is also outfitted with the AMG Line interior package adding aluminum sports pedals, flat-bottomed steering wheel and AMG floor mats.
As for the AMG grades the GLC 63 S looks more hardcore than its 43 ‘lite’ sibling thanks to the 21-inch rims, ‘jet-wing’ design front apron, flared guards, finned diffuser, spoiler lip and AMG performance exhaust system.
All interiors, regardless of the grade, are stunning. Even the entry-level GLC 200 with its black ash open pore wood trim and chrome air vents feels modern and uber stylish (I’m reclaiming the word uber).
There’s definitely more wow factor here than in the cabins of Audi and BMW rivals, particularly now with the large media screen and virtual instrument cluster.
What are the GLC’s dimensions? Well, it’s not a huge SUV at just 4669mm long, 1890mm wide and 1639mm tall.
Measuring 4938mm long, 2015mm wide and 1747mm tall, the X5 M Competition is well and truly a large SUV, and that means good things for its practicality.
Cargo capacity is generous, at 650L, but can be increased to a truly massive 1870L with the 40/60 split-fold rear bench stowed – an action that can be done via the boot’s manual-release latches.
The boot has six tie-down points for securing loads, as well as two bag hooks and two side storage nets. There’s also a 12V power outlet, but the best part is the power-operated parcel shelf, which stows itself underfloor when not in use. Awesome!
There are plenty of genuine in-cabin storage options, too, with both the glovebox and central bin of the large variety, while the front door bins can carry an astounding four regular bottles. The rear door bins can fit three apiece.
The two cupholders at the front of the centre console actually have heating and cooling, which is pretty hot/cool (bad pun intended).
The second row’s fold-down armrest has a pair of basic cupholder as well as a shallow tray, which joins the small driver-side cubby as the two most random storage spaces on hand, while map pockets are attached to front seat backrests.
Given the size on offer, it’s no surprise the second row is nice place to sit in. Behind my 184cm driving position, more than four inches of legroom is on offer, while headroom is also generous, at two inches, despite the standard fitment of a panoramic sunroof.
Better yet, the transmission tunnel is quite short, meaning there’s plenty of footwell to go around, which will come in handy given the rear bench can accommodate three adults abreast with relative ease.
Child seats are also a cinch thanks to the outboard seats’ top-tether and ISOFIX anchorage points – and the generous aperture of the rear doors.
Connectivity-wise, there’s a wireless smartphone charger, a USB-A port and a 12V power outlet ahead of the aforementioned front cupholders, while a USB-C port is found in the central bin.
Rear occupants only get access to a 12V power outlet, which is below their central air vents. Yep, the kids won’t be happy with the lack of USB ports to recharge their devices with.
It depends. The SUV is absolutely (and obviously) the more practical of the two body styles, and at 191cm tall I can sit with plenty of head and legroom behind my driving position, while the boot’s cargo capacity is 550 litres.
The Coupe will need you to make a couple of practicality compromises. There weren’t any Coupes at the Australian launch in October, but Matt Campbell tested it in Europe and at 182cm tall he found the raked roofline better suited to smaller adults and children. The boot in the Coupe is smaller, too, at 500 litres capacity.
Cabin storage on board both the SUV and Coupe is good with four gigantic cupholders (two up front and two in the back), big door pockets, a large centre console bin and a decent-sized hidey hole under the trapdoor in front of the media touch pad.
Talking of that touch pad, it’s just one of the ways to access the media system, you can also use the touchscreen and the small black ‘swipe’ button on the left of the steering wheel.
The MBUX media system with its Hey Mercedes personal assistant function works to open the sunblind for example, or adjust the climate control, or locate destinations in the sat nav.
While the tech is still a bit clunky it represents the primitive stages of cars that’ll probably be more like companions in years to come. That’s possibly a bit creepy, but damned convenient and practical, nonetheless.
The digital instrument cluster is configurable to align with each driver’s personal preferences.
All GLCs come equipped with two USB ports and a 12-volt outlet, while grades from the 300 up also have smartphone wireless charging.
Three-zone climate control is only standard on the Mercedes-AMG GLC 63 S, but all grades come with directional air vents for the rear seats.
Price and features
Priced from $209,900 plus on-road costs, the new X5 M Competition is $21,171 dearer than its non-Competition predecessor and commands a $58,000 premium over the M50i, although buyers are compensated for the extra spend.
Standard equipment not already mentioned includes dusk-sensing lights, rain-sensing wipers, auto-folding side mirrors with heating, soft-close doors, roof rails, a hands-free power-operated split tailgate and LED tail-lights.
Inside, satellite navigation with live traffic, wireless Apple CarPlay support, DAB+ digital radio, a 16-speaker Harman/Kardon surround-sound system, keyless entry and start, power-adjustable front seats with heating, a power-adjustable steering column, four-zone climate control, an auto-dimming rearview mirror and ambient lighting feature.
Our test vehicle is finished in stunning Marina Bay Blue metallic paintwork, which is one of several no-cost options.
Speaking of which, the options list is surprisingly short, but a highlight is the $7500 Indulgence Package, which bundles in some features that should be standard at this price point, such as cooled front seats, a heated steering and heated rear seats.
The X5 M Competition’s main rivals are the wagon versions of the yet-to-be-released second-generation Mercedes-AMG GLE63 S and Porsche Cayenne Turbo ($241,600), which has been kicking around for a couple of years now.
There are eight members in the GLC family. Most affordable is the GLC 200 with its list price of $66,100, then the 300 at $77,700 and a 300e plug-in petrol-electric hybrid for $80,400.
Want the Coupe body style and AMG-look without the price tag? Well, there’s a GLC 300 coupe, too, for $87,700.
Standard features on the GLC 200 include 'Artico' upholstery (think leather but not leather), black ash open pore wood trim, leather-clad steering wheel and dual-zone climate control.
There’s also a 12.3-inch digital instrument cluster, 10.25-inch media display with Apple CarPlay and Android Auto, 'Hey Mercedes' MBUX assistant function, sat nav and a five-speaker sound system.
Then there are the 19-inch alloy wheels, roof racks, agility control suspension (see driving section), power tailgate and LED headlights.
The GLC 300 adds wireless charging for your smartphone, 20-inch alloys, privacy rear glass, proximity unlocking, multi-beam LED headlights with adaptive high beams and the 'Driver Assistance' package (see the safety section).
The GLC 300e has the same features as its petrol-only twin but adds air suspension, and pre-entry climate control, while the 300 Coupe come standard with the 'AMG Line' interior and exterior packages.
The Mercedes-AMG 43 SUV and Coupe are seriously loaded up with equipment. Standard is leather upholstery, Burmester sound system, a head-up display, heated front seats, Artico dashboard, panoramic sunroof (in the SUV and a glass sunroof in the Coupe), AMG 'Night Package', AMG 20-inch alloys, sports brakes, AMG grille and black roof rails.
The full-fat Mercedes-AMG 63 S SUV and Coupe step up another level with 21-inch AMG alloy wheels and an AMG body kit complete with front apron, spoiler lip and rear apron.
There’s an AMG performance exhaust system, plus heat and noise insulating glass. Coming standard inside is the AMG performance steering wheel, nappa leather upholstery and three-zone climate control.
Is it good value? Better value than the previous model, that’s for sure, what with the increase in cabin tech, but the sweet spot of the range is the GLC 300.
If you’re contemplating a Porsche Macan then $81,800 is the start-price there.
Engine & trans
The X5 M Competition is motivated by a monstrous 4.4-litre twin-turbo V8 petrol engine, which punches out a formidable 460kW of power at 6000rpm and 750Nm of torque from 1800-5800rpm, with the former up 37kW, while the latter is unchanged.
Once again, a near-perfect eight-speed torque-converter automatic transmission (with paddle-shifters) is responsible for swapping gears here.
This combination helps the X5 M Competition sprint from a standstill to 100km/h in a supercar-scaring 3.8 seconds. And, no, that is not a typo.
There are four petrol engines and a plug-in hybrid on offer in the Australian GLC line-up.
The GLC 200 is rear-wheel drive (RWD) only and has been given a new four-cylinder 2.0-litre turbo-petrol engine making 145kW of power and 320Nm of torque (up 10kW/20Nm), while the GLC 300 is all-wheel drive (AWD) using the same engine tuned to produce 190kW/370Nm (up 35kW/20Nm).
Both have a nine-speed automatic transmission and use a new 48-volt mild-hybrid system which can cut the engine during coasting and add up to 150Nm of torque.
The GLC 300e is a plug-in petrol-electric hybrid and is also AWD with a 2.0-litre four-cylinder engine making 155kW/350Nm, plus a 90kW/440Nm electric motor.
The Mercedes-AMG GLCs are both AWD and use a nine-speed sports automatic transmission but have different engines. The Mercedes-AMG 43 has a twin-turbo 3.0-litre V6 making 287kW/520Nm, while the 63 S has a twin-turbo 4.0-litre V8 producing 375kW/700Nm.
This update marks the disappearance of the GLC 300 d diesel from the line-up. Mercedes-Benz told us why in our news story here.
The X5 M Competition’s fuel consumption on the combined-cycle test (ADR 81/02) is 12.5 litres per kilometre, while its claimed carbon dioxide (CO2) emissions are 286 grams per kilometre. Both are a little keen considering the level of performance on offer.
In reality, though, the X5 M Competition really likes a drink – a very large drink. We averaged 18.2L/100km over 330km of driving, which predominately took place on country roads, while the rest was an even split between highways city and traffic.
Yes, there was plenty of spirited driving, so a more balanced real-world figure would be lower – but not by much. Indeed, this is a vehicle you buy if you don’t care how much it costs to fill up.
Speaking of which, the X5 M Competition’s 86L fuel tank takes 95RON petrol at minimum.
Mercedes-Benz says the GLC 200’s 2.0-litre four-cylinder turbo engine should use premium unleaded at a rate of 7.8L/100km over a combination of open and urban roads. The combined fuel consumption of the GLC 300 according to Mercedes is 8.1L/100km.
More fun but less economical are the AMGs with the GLC 43’s V6 using 10.4L/100km over a combination of open and urban driving, while the GLC 63 S is even thirstier with the official fuel economy being 12.2L/100km.
Mileage figures have yet to be given for the 300e plug-in petrol-electric hybrid.
Surprise, surprise: the X5 M Competition is an absolute hoot in a straight line – and around corners.
The level of performance on tap is unhinged, with the 4.4-litre twin-turbo V8 serving up body shot after body shot.
Off the line, the X5 M Competition hunkers down and then delivers its 750Nm just above idle (1800rpm), holding it all the way to 5800rpm. That’s a staggeringly wide torque band, one that ensures it will relentlessly pull in any gear.
And just as the torque curve springs back into action, peak power arrives at 6000rpm and reminds you that you’re dealing with 460kW underfoot. Make no mistake, this is a truly epic engine.
A lot of the credit has to go to the eight-speed torque-converter automatic, though, as it is almost flawless. We particularly like its responsiveness – it literally kicks down a ratio or two before you think you’ve pushed the accelerator pedal hard enough.
That said, it often has a hard time recognising when the fun is over, holding onto lower gears for longer than required before eventually upshifting.
And while it’s smooth, it is still quick in operation. Just like the throttle, the transmission has three settings, which progressively up the ante. For the latter, the softest setting is too soft, while the medium setting is just right, and the hardest setting is best left for the track.
Needless to say, we adore this combination, but one word of warning: the bi-modal sports exhaust system doesn’t serve up enough aural pleasure. There’s no mistaking this for anything but a booming V8 soundtrack, but characterful crackles and pops are absent.
Now, put your hand up if you assume every M model has a bone-crunching ride… Yes, us too… But the X5 M Competition is surprisingly the exception to the rule.
It comes with Adaptive M Suspension Professional, which consists of double-wishbone front and five-link rear axles with adaptive dampers, which mean there’s bandwidth to play with, although BMW M usually targets sportiness over comfort, even for their softest setting.
Not this time, though, as the X5 M Competition rides a lot better than expected, no matter the setting. Simply put, it’s compliant when other M models are not.
Does this mean it deals with all road imperfections with aplomb? Of course not, but it’s more than liveable. Potholes aren’t nice (but when are they?), and its firmer tune makes speed bumps more challenging to deal with as a passenger, but they’re not deal-breakers.
Despite the apparent focus on in-cabin comfort, the X5 M Competition is still an absolute beast through the bends.
When you’ve got a 2310kg kerb weight, physics are well and truly working against you, but BMW M evidently said, ‘To hell with the science’.
The results are mind-boggling. The X5 M Competition has no right being this agile. In the twisty stuff, it feels like a much smaller car to drive.
Yes, there’s still body roll to contend with in the corners, but most of it is cancelled out by the stunning active anti-roll bars, which do their best to keep things balanced. Handling is also improved by the chassis’ increased torsional stiffness.
Of course, the X5 M Competition’s electric power steering also deserves a shout-out here. It’s super direct, so much so that it’s almost twitchy, but we really love how sporty it feels. Feedback through the wheel is also excellent, which makes cornering even easier.
As always, the steering has two settings, with Comfort well-weighted, while Sport adds a little too much heft for most drivers.
This set-up goes a step further with all-wheel steering, which adds a lot of the agility. It sees the rear wheels turn in the opposite direction to their front counterparts at low speed to improve manoeuvrability, and in the same direction at high speed to optimise stability.
And, of course, the rear-biased M xDrive all-wheel-drive system provides prodigious grip alongside the Active M Differential, which makes the rear axle a better performer when powering out of corners with earnest.
As we found out on some very icy country roads, the electronics let the driver get away with just enough fun (or terror) before stepping in and keep things on track. M xDrive also has a looser Sport setting, but needless to say, we didn’t explore due to the prevailing conditions.
Given the outputs on hand, the X5 M Competition comes with an M Compound Brake system that consists of massive 395mm front and 380mm brakes discs with six- and single-piston callipers respectively.
Braking performance is strong – and it needs to be – but of greater interest is this set-up’s two pedal-feel options: Comfort and Sport. The former is relatively soft from the get-go, while the latter gives plenty of initial resistance, which is right up our alley.
The GLC 300e and AMG versions hadn’t arrived in Australia at the time of launch in October 2019, but I did have the opportunity to put hundreds of kilometres on the GLC 200 and 300, on our less than perfect local roads.
I should point out here that the SUVs we drove had the standard 'Agility Control' suspension, which is Benz-speak for regular shock absorbers and coil springs.
That was good news to me when I arrived ready to drive, given the GLCs we tested in Europe earlier in 2019 were fitted with air suspension and driven on incredibly smooth roads.
Both the GLCs I tested were also fitted with the AMG Line pack and while this doesn’t affect the output or change the suspension it did increase the 200’s wheel size from 19- to 20-inch rims.
Starting in the GLC 200 I was impressed by how easy the SUV was to drive with accurate and light steering, great visibility and while acceleration from 0-100km/h in 7.8sec is nothing to brag about I was won over by the balanced feel of the RWD SUV.
I didn’t get that same balanced feel in the AWD GLC 300 but there was the superb traction and much swifter acceleration (0-100km/h in 6.2s).
The GLC 300 and 200 struggled, however, to remain composed and maintain a comfortable ride on the extremely shoddy, but typically Aussie roads I tested them on.
There also seemed to be a lack of travel in the suspension causing both cars I tested to ‘bottom-out’ at regular speeds in fairly small dips. If you’re planning to spend money on optioning yours up, I’d seriously consider ticking the 'Air Body Control' air suspension box.
That said, the driving experience was a tranquil, easy and enjoyable one – the way a C-Class SUV should be.
I know there are readers out there keen to know about the off-road capability of the GLC but there was no chance to test this out on the Australian launch.
Matt Campbell did have the opportunity to get the GLC muddy in Europe and found that with the 'Off Road Pack' it’s capable of handling tougher terrain than many would think. Unfortunately, that off-road pack won’t be available in Australia.
And while we’re yet to sample the updated version of the Mercedes-AMG 43 and 63 S the previous models were outstanding, and going by our impression of the vehicles in Europe, will slap a smile on your face. We’ll know for sure when those SUVs arrive later in 2020.
ANCAP awarded the diesel versions of the X5 a maximum five-star safety rating in 2018. As such, the petrol X5 M Competition is currently unrated.
Advanced driver-assist systems impressively extend to autonomous emergency braking, lane-keep and steering assist, blind-spot monitoring, front and rear cross-traffic alert, adaptive cruise control with stop and go functionality, speed-limit recognition, high-beam assist, driver attention alert, tyre pressure and temperature monitoring, hill-start assist, hill-descent control, park assist, surround-view cameras, front and rear parking sensors, among others. Yep, there’s not much missing here…
Other standard safety equipment includes seven airbags (dual front, side and curtain plus driver’s knee), the usual electronic stability and traction control systems, anti-lock brakes (ABS) and brake assist (BA), among others.
The Mercedes-Benz GLC was given the maximum five-star ANCAP rating when it was tested in 2015.
Coming standard from the entry-grade GLC 200 are nine airbags, a 360-degree camera, auto parking, plus advanced safety technology such as adaptive cruise control, AEB, blind spot warning, rear cross traffic alert and traffic sign recognition.
Grades from the GLC 300 upwards pick up the 'Driver Assistance Package' which adds active steering, cross traffic function, active blind spot and lane keeping assistance, evasive steering and lane changing assistant.
For child seats you’ll find three top tether points and two ISOFIX mounts across the second row.
Like all BMW models, the X5 M Competition has a three-year/unlimited-kilometre warranty, which is well behind the five-year standard set by Mercedes-Benz and Genesis in the premium segment.
That said, the X5 M Competition also comes with three years of roadside assistance.
And its service intervals are every 12 months/15,000km, whichever comes first. Several capped-price servicing plans are available, with the regular five-year/80,000km version costing $4134, which, while expensive, is not surprising at this price point.
That said, we’d encourage the luxury brands to follow the lead of mainstream manufacturers and move to five-year warranties.
Servicing is recommended annually or every 25,000km, whichever comes first. Owners are able to prepay for the servicing which amounts to $2150 for three years or $2700 if you pay as you go.