BYD Atto 3 vs Mercedes-AMG GLC63

What's the difference?

BYD hasn’t made dramatic changes to the Atto 3 for 2024, but has it done enough to lure in more buyers? 

The additional equipment, namely the larger infotainment screen and new tyres, will certainly help make the Atto 3 more appealing. And the technology behind EVs is more understood by the average motorists, so the barriers to making the switch to electrification are dropping.

But the single biggest factor is likely to be the price. At a time when inflation (and other reasons) is driving the cost of new vehicles up, having your updated model go in the wrong direction will only help make potential buyers take notice.

Especially when you consider Toyota’s closest rival to the Atto 3, the bZ4X, starts at $66,000, while the Tesla Model Y is priced from $55,900, making both significantly more expensive propositions. Heck, the cheapest Toyota RAV4 hybrid model starts at $42,260, only marginally cheaper than the Atto 3 Standard Range.

So, if BYD can make its value argument strongly it will help lure more new buyers to take the plunge into the world of EVs.

Obviously, I had nothing to worry about. The GLC 63 S is the same boisterous, silly car I drove 18 months ago, just with a few new bits to improve the package. As ever, the GLC 63 S is all about the experience - big noise, huge grip but all in comfort with plenty of gadgets.

The only real issues are price, service pricing and the length of the warranty. The first two probably won't bother most owners and one hopes the third won't be problem, but it would be nice if the length was reflected in the price.

If you care about badge, it has impeccable credentials, the AMG stripes and that plate on the engine with the builder's name. They're good credentials. The GLC 63 S has some very determined and capable competition, but none of them blend the speed, overall comfort and sheer sensory silliness of the AMG.

In a couple of words, not really. At least when it comes to the exterior design.

In fact, the biggest design change for 2024 is actually the colour of our test car, the new Cosmos Black. Apart from that, the rest of the Atto 3 is unchanged visually, which is becoming something of a trademark for EVs, at least from newer brands like BYD and Tesla. 

Instead of worrying about adding a new grille, different headlights or an alternative alloy wheel design, brands like BYD are focusing on updating batteries, the technology and other software enhancements to keep their models fresh.

The only exterior change is at the rear, where the previous 'Build Your Dreams' lettering has been replaced by a simple 'BYD' badge.

As for the interior design, kudos to BYD for not following Tesla down the cost-saving-disguised-as-minimalist-design path, but personally the design aesthetic and the variety of colours and trims used aren’t to my taste, but I can see why others may love it. The ‘guitar string’ door pockets are likely a particularly polarsing design choice.

BYD has added a new interior option, with a black/blue trim for the examples finished with grey and black exteriors, while white and blue painted cars get a blue/grey interior.

As before, the GLC 63 S comes in wagon and couple bodystyles. Little has changed, with just the usual tweaked front and rear bumpers and mildly redesigned headlights.

All the good bits have remained, like the 'Panamericana' grille from the AMG GT monsters, the jet wing-inspired front bumper and plenty of open space to feed the radiators and intercoolers.

Neither the wagon nor coupe is a pretty machine, but no mid-size SUV is much of an oil painting, with the exception of the Jaguar F-Pace.

The 'Night Package' is still a standard inclusion, blacking out various bits and pieces and looking good when allied with the dark alloys. They both look tough, though, which is classic AMG DNA.

Inside is pretty much the same as before, with just two obvious changes. The new Alcantara-trimmed steering wheel, again from the AMG GT, and also on the C 63 S, joins the party with a more expensive look and feel.

And the new MBUX screen is wider and looks much more at home in a $165,000-plus car. It's still a bit old-feeling, but the digital dash adds a bit of techno-style while the garish speaker covers don't.

The Atto 3 remains classified as a ‘Medium SUV’ but blurs the line between mid-size and small in terms of dimensions, especially inside. It’s not in the same size game as the Toyota RAV4 or Mitsubishi Outlander, but is close in size to the likes of the Honda ZR-V and Mazda CX-5.

While there’s a few key practical storage spaces, there aren’t as many as some newer rivals, which does suggest the Atto 3 design is starting to date or just wasn’t well thought-out enough in the first place; such as putting all the switchgear in the centre console rather than on the dashboard.

This was probably done, at least in part, to accommodate the rotating touchscreen, which seems like a poor design and practicality choice to me. Especially the new one, which at 15.8-inches when rotated to the portrait mode it starts to interfere with your vision and the layout is more user-friendly in landscape mode - both when using the native multimedia system or your smartphone connection.

Space is respectable in the back seats, and there’s both a USB-A and USB-C port for charging devices. While out the back the boot measures 440 litres, which is a respectable amount of space for an SUV this size, but there’s only a tyre repair kit instead of a spare wheel.

A family of four will love any GLC. The wagon's extra headroom over the coupe is useful if not life-changing, while the knee, leg and foot room are generous. Front seat passengers enjoy comfortable seating as long as you're not too keen on pudding.

Underneath, the upward sweep of the centre console is a pair of cupholders and a wireless charging Qi pad that will fit larger phones. Under the split armrest is a small but handy console bin, inside which you'll find USB-C ports.

Two more USB-C ports in the rear join a 12-volt socket and there are also climate controls for the rear seat passengers. The centre armrest pops open with a shallow, carpet-lined tray and two cupholders pop out the front. Each of the four doors has a bottle holder, too.

The boot space is unchanged for each bodystyle - 550/1600 litres for the wagon and 500/1400 litres for the coupe. Both have high loading lips, which is something to consider if you're hauling heavy things about or have trouble lifting items to a reasonable height.

As before, we get two bodystyles and the high(er) performance version, the GLC 63 S (a 'base' GLC 63 is available in other markets). Mercedes followed everyone else's lead and realised nobody would buy the skim milk version.

Unfortunately, that translates to the highest sticker price of the three, with the wagon coming in at $164,900, and the coupe at $171,900, before on-road costs.

That doesn't seem to hurt Mercedes too much with other cars in the range, but it's a significant difference. Incidentally, both prices are up by about $3000.

It's loaded, though - 21-inch wheels, multi-zone climate control, air suspension with dynamic dampers, electric and heated front seats, active cruise control, head-up display, reversing camera, around-view cameras, sat nav, front and rear parking sensors, keyless entry and start, electric tailgate, Nappa leather and wood trim, active LED headlights, auto wipers, auto parking, roof rails, sunroof, DVD player, and TV tuner, but no spare tyre, just a repair kit.

A Burmester-branded 13-speaker sound system is powered by Mercedes' spangly MBUX system on a new 10-inch touchscreen, which is much nicer than the old software and hardware combo.

MBUX offers deeper integration with the car's systems. The 'Themes' function is like a series of shortcuts to set the car up for a particular mood, but let's face it, most GLC 63 S drivers are just going to find the 'Race' function and go for it.

MBUX also has Apple CarPlay and Android Auto, but via USB only.

As with the design there isn’t much to say about what’s powering the Atto 3 because it’s the same as the 2023 model. Both the Standard and Extended Range use the same front-mounted electric motor, which makes 150kW/310Nm and drives the front wheels through a single speed transmission.  

With 0-100km/h times of 7.9 seconds and 7.3 seconds respectively for the Standard and Extended Range, the Atto 3 won’t shove you back in your seat, but it has adequate performance for a mid-size SUV. 

An AMG 4.0-litre twin-turbo V8 brings the thunder, with a massive 375kW and 700Nm of torque. That's plugged into a nine-speed MCT (multi-clutch as opposed to twin-clutch) transmission and Merc's '4Matic+' all-wheel drive system.

With all that power and grip, you'll crack the ton in a supercar-baiting 3.8 seconds. One little point to note is the engine has active mounts.

Should you fancy turning your tinny into a landspeedboat, you can tow up to 2000kg for a braked trailer, and 750kg unbraked.

The Standard Range has a rated driving range of 345km (WLTP) from a 49.92kWh ‘Blade’ lithium-iron phosphate (LFP) battery while the Extended Range’s bigger 60.48kWh unit increases that to 420km.

Charging is capped at 70kW (DC) for the Standard and 80kW (DC) for the Extended. 

One of the major hurdles for EV brands is convincing people that they won’t run out of charge every day. At 420km the Extended Range Atto 3 will get most people through multiple days of commuting, so even with public charging you shouldn’t worry about range anxiety. 

Those drivers with commutes longer than 420km per day should be looking at something other than an electric car (and probably a job closer to home).

Mercedes reckons you'll get 12.2L/100km on the combined cycle which seems laughable at first and then you see what it actually does. To be fair, the car I drove on the launch copped a hammering and was hovering around the 17.0L/100km, with the start-stop and coasting functions playing only cameo roles.

Driving the updated Atto 3 feels… fine. Nothing special or class-leading, but within the expectations buyers should look for in a mid-size SUV. Which is meant as a compliment to BYD, as it is still a relatively new brand in this very competitive market and there are certainly some noticeably worse rivals in this same segment. 

The Atto 3 may not be the most comfortable, most powerful or most dynamic mid-size SUV, but it’s a perfectly nice thing to drive and it will get you from Point A to Point B quietly and smoothly.

Another of the major changes for 2024 is BYD’s decision to ditch the fantastically named, but not very good Atlas Batman tyres, replacing them with Continental rubber. The Atlas tyres were a major drawback on the old model, lacking grip and detracting from the driving experience, with the new ‘Contis’ solving those problems. 

Like any V8-powered AMG, the twin-turbo engine absolutely dominates the GLC 63 S. Even at walking speeds you can feel the serious firepower on offer, just a flex of your ankle away.

The figures are colossal - 375kW (over 500 horsepower) and 700Nm pushing around two tonnes of mid-sized SUV. Its famed bark is bettered only by Jaguar's completely unhinged, and surely borderline illegal, 5.0-litre supercharged V8.

You need to know you've got plenty of tech underneath you to make this stick to the road. The 21-inch alloys are wrapped in 265/40s at the front and 295/30s at the back, Continental Cross Contacts if you're interested.

They should - and would - ruin the ride, but the standard fitment of air suspension means that in normal driving, the GLC 63 S is firm but comfortable. A BMW X3 M is much harder, especially at the rear, going without the complex and heavier air set-up.

The air suspension is probably the pivotal piece of chassis tech that makes this car so versatile. While it's got driving modes up the wazoo - including the new 'Slippery' mode - it's a perfectly agreeable daily driver.

Leave it in comfort, accept that it has a firm ride and you're in good shape for the school run or the commute. You just sail along on a light throttle because there is virtually no turbo lag.

Whack it in Race and you can attack your favourite empty, bendy road with all the grip you could ever need.

The steering is remarkably light and direct for such a chunker and the optional carbon ceramic brakes were never bothered by what I could throw at them.

The V8 roars and spits and crackles, the gearbox shifting seamlessly up and down through the ratios. It's blissfully silly.

In a way, it's a velvet fist in an iron glove - comfortable inside but happy to headbutt the horizon with little provocation.

I'd prefer it if the transmission was a bit more decisive on slow speed shifts and you'll have to prepare yourself for a lot of wearying road noise on long trips. The latter is the price you pay for a ton of grip.

All GLCs have nine airbags, ABS, stability and traction controls, traffic sign recognition, around-view cameras, reversing camera, rear cross traffic alert, blind spot monitor, forward AEB, forward collision warning and tyre pressure monitoring.

There are also three top-tether mounts and two ISOFIX points.

The GLC scored a maximum five ANCAP stars in January 2016.

BYD offers a six-year/150,000km warrant for the vehicle, with eight years/160,000km coverage for the batteries.

Service intervals are every 12 months of 20,000km and while a minor service is only $165, every second visit is more expensive, ranging from $498 to more than $600. There may be less oily bits under the bonnet but there’s still a cost to owning an electric car.

Mercedes Benz offers a three year/unlimited kilometre warranty with roadside assist which is not really up to scratch for a premium brand. Yes, the cars are complex but they're also expensive, so the investment should come with a commensurate warranty.

Service intervals are generous at 12 months/20,000km (as opposed to the 25,000km of other GLCs) and the capped price servicing means you'll know what you're paying.

Mercedes offers you the choice of an up-front payment or pay-as-you-go. Upfront ranges from $4050 for three services, $6100 for four, and $6850 for five.

If you go with PAYG, three services is a hefty $5000. Basically, each service is at least a grand when averaged out over time and that's pricey.

Service inclusions differ between your chosen method, but only slightly. The pricing includes filters, oil and, unusually, spark plugs and brake fluid, but that's small comfort.