Land Rover Defender vs Mercedes-Benz GLC-Class

What's the difference?

The Land Rover Defender in its current form is a revelation in terms of, well, everything. The 110 is refined, sure-footed and comfortable on-road and it’s more capable off-road than ever before – and assuredly so.

It’s wholeheartedly embraced positive change – in terms of creature comforts, driveability and safety – and has lost none of the traditional Defender spirit.

The new Defender has managed to satisfy (placate?) die-hard fans and it’s attracted a whole bunch of new ones at the same time.

The 75th anniversary treatment doesn’t add anything of substance to the Defender package, but it doesn’t need to – that’s not the point – and to Landie lovers it’s all cream on top. 

The GLC43 will inevitably remain one of AMG's more popular models, given Australian apetites for performance cars and the popularity of the mid-size SUV segment.

While the GLC doesn’t move the game forward massively aside from its new engine - which is a huge plus for the SUV - BMW has a new generation of X3 on the way, which will undoubtedly feature a performance variant.

And keen drivers should keep in mind that Porsche’s impressive Macan SUV is available in sharp-driving variants like the GTS for not much more, or even an S for notably less. And chances are, they’ll be more satisfied on a winding or twisty road. However stock of the ICE Macan will run out soon.

But the AMG offers a balance between convenience, comfort, and performance that will suit plenty of customers, rather than excelling in one particular area.

The new Defender manages to balance the distinctive shape and spirit of the old-school Defender with the new-generation’s style and presence – and the striking Grasmere Green exterior of this 75th anniversary variant and its interior touches all complement that blend.

This is unmistakably a Defender but one that’s been dragged kicking and screaming into the 21st century, whacked in the face and torso by modern styling cues, while still retaining the heart of adventure these Landies have always been renowned for.

Just one thing about this special-edition Defender, though. The Grasmere Green is certainly an eye-catching colour, but that’s a ‘for better or worse’ scenario.

Mostly worse – for me anyway – because I noticed that during my time in this Landie I received quite a lot of annoyed eye-rolls from other drivers and passengers in traffic and I reckon the polarising colour was the culprit – or maybe they were just eye-rolling at me?

No matter, because if you can afford one of these I don’t think you’ll be at all concerned about what other people think of you…

The AMG GLC43, as you’d expect, has a few immediate give-aways that it’s no regular GLC300.

The vertical grille slats, the lower part of the apron featuring covered-up intake-style designs, and a different set of 20-inch AMG wheels are the easiest things to spot.

But the aforementioned Night pack, which adds black trim to the performance SUV, as well as the quad-exit exhaust tips instead of dual-exit on the GLC300 might be the most quantifiable way to explain the differences to the uninitiated.

In terms of dimensions, the GLC43 is now 67mm longer for the SUV, or 43mm longer in Coupe form. Both have an 11mm wider wheel track, and a 15mm longer wheelbase.

Inside, it’s quite similar to the 300, save for the AMG steering wheel and elements like the contrast stitching in the leather upholstery.

While other - especially more luxury-focused - Mercedes models have moved to a new interior design language with features like the Superscreen or Hyperscreen spanning the dash, the GLC’s interior still looks and feels suitably premium, and hasn’t dated much since being introduced.

The same can be said for its exterior, following relatively small changes over the still good-looking previous generation.

Beyond the subtle colour treatment, the interior remains as it is in the HSE variant on which this special edition is based.

In other words, the cabin has a premium look and feel about it, without sacrificing anything in terms of how practical everything is.

It’s a pleasant mix of durable life-friendly materials – carpet mats and soft-touch surfaces – and stylish touches, such as a metal Defender-stamped section in front of the front passenger. 

The leather steering wheel and shifter are standard, but a premium non-leather wheel is a no-cost option. 

Just one example of where JLR gets attention to detail in the Defender so right is the small hard-rubber textured patches on the back of the steering wheel, where your fingertips naturally rest when you’re driving.

It’s those kinds of seemingly minor additions – as well as grippy cargo-area floor surfaces and the like – that add worthwhile tactile elements to the overall Defender package.

Overall, cabin layout is user-friendly with all controls easy to locate and operate.

Storage spaces include a deep centre console, glove box, twin cupholders in between driver and passenger, sunglass storage, door pockets, and shallow spaces peppered around for your pocket gear.

Charge points include USBs up front, and a wireless charging tray.

The driver and front passenger get plenty of room and amenities and those behind them also fare well with adequate room for everyone. 

All seats are very comfortable (can this really be a Defender?) and the front seats are 14-way power-adjustable with heating, cooling and memory.

The second row – a 40/20/40 folding configuration – is heated and has a centre armrest. Second-row passengers have access to air-vent controls and USB charge points in the rear of the centre console.

The rear cargo area seems a bit small in this five-seater, although it offers a listed 1075 litres. With the second row folded down, there is a claimed 2380 litres of space. It has cargo-restraint points.

That area has a sliding cover which conceals your valuables from the prying eyes of nefarious types.

Obviously, there is a lot more to admire here for those who love the interiors of prestige cars, but rather than spending my precious time fondling leather accents or going ‘ohhhh-ahhhh’ over a sunroof or the warming qualities of a heated seat, I like to actually drive. 

And drive I did.

The GLC’s interior feels more spacious than in its predecessor, and its ergonomics have been improved a little with the removal of elements like the touchpad control for the multimedia.

The software itself is quite easy to use on the touchscreen itself, removing the need for a physical control, and it’s rather customisable. 

Users are able to even adjust what order the drive modes appear in, and change what the two AMG Dynamic Select control dials on the steering wheel display or change.

The wheel itself is comfortable to hold, but its two-tier rows of controls and the lack of distinct physical buttons is a downside.

There is however plenty of storage, the central cubby and glovebox have space for all your assorted bits and pieces, and the door cards are able to accommodate even the biggest of bottles.

In terms of seats and comfort, the GLC’s cabin doesn’t feel cramped at all, with the seat itself supportive and adjustable to an impressive extent.

Space in the second row is comfortable rather than massively generous, but feels more spacious thanks to plenty of light via the sunroof.

The Coupe’s rear seat also does a decent job of accommodating average-heighted adults.

Behind that, 620L of boot space in the SUV and 545L in the Coupe are 40 and 45 litres more than the previous models, respectively.

Kicking off from $136,400 before on-roads for the SUV or $146,900 for the SUV Coupe, the AMG GLC’s pricing puts it roughly against the likes of the BMW X3 M40i or the Porsche Macan GTS, formidable rivals for sure.

To bring more than just its AMG bite and bark, the GLC43 comes with a reasonable list of kit, mostly borrowed from the GLC300 - the original launch variant of the mid-size Mercedes SUV.

That means it comes with a reasonable list of features like an 11.9-inch multimedia touchscreen with the brand’s MBUX software, a head-up display over the 12.3-inch driver display, a large sunroof, wireless phone charging, heated electrically adjustable front seats, wireless Android Auto and Apple CarPlay and a Burmester 3D sound system.

In terms of design and materials the GLC43 features a leather interior upholstery with an AMG Performance steering wheel in Nappa leather, but it’s mostly the exterior where the design departs from the GLC300.

An AMG exterior styling pack and the Night Package are both standard - for the first time on the SUV in Australia - and mean black trim highlights, a set of 20-inch AMG multi-spoke light-alloy wheels and the Urban Guard Vehicle Protection Plus package are standard.

The optional $6900 Performance Ergonomic Pack adds AMG Performance front seats, which hold front occupants in place a little more snugly, and add a Nappa leather/Microcut microfibre wrap to the steering wheel.

Aside from the different body style, the main difference between the wagon SUV and Coupe is that the aluminium roof rails are absent for the latter.

Another first for the GLC is the inclusion of rear-wheel steering, which enables the rear wheels to turn 4.5 degrees opposite to the fronts at low speeds for extra manoeuvrability, or 0.7 degrees in the same direction when travelling above 100km/h for extra stability - I’ll come back to this later.

As mentioned earlier, this Defender is a P400 MHEV (mild hybrid electric vehicle), so it has a 3.0-litre in-line six-cylinder turbo-petrol engine, supported by a small electric motor.

That engine produces 294kW at 5500-6500rpm and 550Nm at 2000-5000rpm and it’s matched to an eight-speed automatic transmission. 

The P400 MHEV has a 48-volt lithium-ion battery, aimed at reducing engine load and fuel consumption, and it has a 7.0kW electric supercharger aimed at minimising turbo lag.

The Defender has permanent all-wheel drive and a dual-range transfer case with high- and low-range 4WD.

It has a comprehensive suite of driver-assist tech, including Land Rover’s 'Terrain Response 2' system, with switchable modes such as 'Grass/Gravel/Snow', 'Sand', 'Mud and Ruts', and 'Rock Crawl'. 

That system optimises throttle response, engine outputs, transmission shifts and diff control to best suit the terrain. It also has centre and rear diff locks.

Our test vehicle also has Land Rover's configurable terrain response system (giving the driver the ability to select and save powertrain, traction and diff settings for off-road driving) and a wade program, which increases air-suspension ride height and closes off the climate control vents to reduce the ingress of moisture in the air.

This Defender has an official 0-100km/h sprint time of 6.0 seconds, and I can confirm that this has plenty of punch off the mark and when overtaking on open roads. It has a listed maximum speed of 191km/h.

This is where the AMG version of the GLC really outshines the ‘standard’ GLC300, and starts to justify the extra ask over its $103,370 sticker price.

Like the GLC300, the AMG GLC43 has a turbocharged 2.0-litre four-cylinder petrol engine, which is paired with a nine-speed automatic transmission sending drive to all four wheels.

But unlike the 300, the AMG GLC43 borrows its engine from the likes of the AMG A45S, the M139 engine which puts out 310kW and 500Nm thanks to some seriously impressive engineering - and a lot of turbo pressure.

AMG’s one builder, one engine policy (they call it “One Man, One Engine”) means each engine in a GLC43 has been built by a sole expert engineer who has been certified to a high degree.

A 48-volt ‘mild-hybrid’ system is also present in the GLC43, which helps keep the turbocharger spinning (at up to 175,000rpm) to be more responsive, eliminating turbo lag.

The nine-speed auto is also slightly higher-tech than the GLC300’s, a wet start-off clutch replaces the traditional torque converter, which AMG says is lighter and more responsive - also featuring a double de-clutch function for faster shifts.

The AMG Performance version of the 4MATIC all-wheel drive system permanently diverts power to all four wheels with a 31 to 69 per cent front-rear distribution.

Mercedes-AMG claims the GLC43 is able to hit 100km/h from stand-still in just 4.8 seconds.

For reference, the old GLC43 (with a turbocharged inline six) made 287kW/520Nm and was a 4.9sec to 100km/h car.

Fuel consumption is a claimed 9.9L/100km (on the combined cycle), and we recorded actual fuel consumption on test of 11L/100km.

The Defender has a 90-litre tank so, going by that fuel-consumption figure, you could reasonably expect a driving range of just under 800km on a full tank, factoring in a safe-distance buffer of 20km; 818km without the buffer.

Mercedes-Benz says the AMG GLC43 consumes 9.7 litres for every 100km travelled in an SUV, or 9.9L/100km in the Coupe version, We were unable to properly test both of these figures on the launch.

Both have the same 62-litre fuel tank, and require premium RON 98 fuel.

CO2 emissions are rated at 219g/km for the SUV and 223g/km for the Coupe.

On test, after an hour of driving the GLC43 quite dynamically, the fuel consumption displayed on the trip computer sat around 15L/100km, so regular driving is sure to return a figure closer to Mercedes’ claim.

The Defender’s 75th anniversary touches are all cosmetic which is fine because, as is, this Landie is surprisingly impressive on-road, and supremely effective off-road.

This 110 variant is 5018mm long (including the rear-mounted spare tyre), 2008mm wide and 1972mm high with a 3022mm-long wheelbase.

It has a turning circle of 12.8m and a kerb weight is 2297kg. 

So, it’s not a small vehicle, but it never feels unwieldy to drive and it even manages to consistently feel lively and dynamic.

The Defender has a real planted feel on the road; it’s composed and very comfortable, no matter how hard you drive it. 

It’s also quiet. Very quiet, and oh-so-refined, with noise, vibration and harshness levels having been subdued to almost nothing.

The new Defender’s cabin is a pleasantly cocooned space, in which you feel insulated from the world around you. There is a bit of wind rush around the Defender’s wing mirrors, but nothing atrocious. 

Throttle response is crisp, and the 3.0-litre petrol’s 294kW and 550Nm are readily available for a punchy standing-start, or to safely and smoothly overtake another vehicle on the highway – or during low-range 4WDing, but more about that later*.

(* Okay, if you can’t wait, skip ahead to read about the off-road section of this test.)

The eight-speed automatic transmission is very cluey – it’s smarter than you and me – but I found the shifter’s size (stubby) and position (just under the multimedia system’s touchscreen) a bit annoying to work with as I preferred to use Sport/manual mode, sometimes requiring quick shifts up or down.

Road-holding is tremendous, especially considering previous Defenders were about as composed as wonky tractors, and comfort levels are exceptional for something that was once considered a form of punishment to travel in.

Our test vehicle was on 20-inch rims and 255/60 R20 Goodyear Wrangler ‘all-terrain adventure’ tyres and those are perfectly fine for driving on blacktop.

However, they became quickly gummed up with clay and mud during our 4WD testing phase, but more about that soon.

So, how does it perform off-road? Very well, thank you very much. It does what older Defenders can do – and more. And it does it all with supreme levels of comfort and composure – something that can’t be said of older Defenders.

In terms of off-road measures, the Defender has a claimed 228mm-291mm of ground clearance (courtesy of height-adjustable air suspension) and a wading depth of 900mm (again, with the benefit of the air suspension).

If the Defender’s under-carriage hits dirt, the air suspension automatically applies an emergency 75mm of extra height.

This Defender has approach, ramp (breakover) and departure angles of 38 degrees, 28 degrees, and 40 degrees, respectively.

So, it well and truly ticks all of those boxes.

On the dirt-track drive to our 4WD testing and proving ground the Defender demonstrated, as it has before, that it’s able to master and make bearable pretty much any road or track surface, no matter what sort of terrible condition that terrain is in.

This Landie was always stable and planted on the track, with plenty of the credit for that going to a robust monocoque chassis, as well as a multi-link set-up and fully independent air suspension, which as a combination works supremely well to smooth out surface imperfections at all speeds. 

Ride and handling at speed through deep-rutted and potholed sections of dirt road was impressively smooth and composed.

With the air suspension raised to off-road height and tyre pressures dropped to 26 psi, we were ready to put the Defender through its paces.

For those of you who haven’t seen any of my videos or read any of my yarns, our testing site offers more than enough of a challenge to push any standard 4WD to the limits of its reasonable use. I’ve even seen modified vehicles struggle on some of our set-piece challenges.

The terrain here is a mix of steep rocky hill-climbs, slippery descents, mud-holes and water-crossings and, depending on the weather, it can either be seriously challenging or pretty bloody dangerous.

No need for any concern though because the Defender did everything asked of it – and did it all with relaxed ease. I’ve driven an all-conquering 90 at this test site before and the 110 this time was just as impressive.

Steering has a light but precise feel about it at low speeds and that's crucial for such a big vehicle during low-range 4WDing, especially when picking your right line on challenges or manoeuvring along tight, twisted tracks.

There’s plenty of low-down torque from the petrol engine and in low-range that’s evenly applied.

The Pivi touchscreen system is the new Defender’s command centre and, using it, you’re able to cycle through the terrain response programs, you can set driving modes, and essentially operate everything. 

It's generally easy enough to use, but it is a bit tricky to operate on the move – and that’s one of the few niggles I have about this Defender.

The terrain response system, which enables the driver to dial through driving modes, including Mud and Ruts, and Rock Crawl is a clever set-up and would certainly feel out of place in an old-school Defender.

You can calibrate the system’s responses – acceleration, traction sensitivity, and diff control – to suit your driving style and the terrain you’re traversing.

The tread of the Defender’s Goodyear Wrangler all-terrain tyres, as mentioned earlier, swiftly became gummed up with sloppy mud and we lost a fair bit in terms of reliable traction from that rubber on the rock surfaces we moved to straight after driving through a series of shallow mud-holes.

Wheel travel is decent with the Defender able to get useable flex out of that multi-link set-up and air suspension combo.

Another of my very few gripes about the Defender is the fact that while all of the off-road-focussed driver-assist tech, especially terrain response, is so seamlessly effective – it’s almost too good for its own good.

As the driver I almost feel removed from the experience of tackling the terrain I’m on.

Driving this doesn't feel like such a visceral experience as it does in the Defenders of old, or even as hands-on as it does when driving off-road in rebooted old-school 4WDs, such as the Suzuki Jimny, or the Jeep Wrangler Rubicon. 

The new Defender is very capable, and comfortably so, but it feels a little bit too clinical and calculated in its execution.

In terms of its potential as a towing platform, the Defender has a claimed maximum unbraked trailer capacity of 750kg and a maximum braked towing capacity of 3500kg.

It has a maximum roof load of 300kg. GVM (gross vehicle mass) is 3165kg and GCM (gross combined mass) is 6665kg.

A long drive loop that consisted of limited sections of tight twisty roads meant getting to know the GLC in an intimately dynamic sense proved tricky, but what stands out about the mid-size SUV from Affalterbach is how much its ability in cornering belies its size.

The rear-wheel steering makes a big difference for the otherwise sizeable SUV, and even though the it weighs 1976kg (53kg more than before; the Coupe is 94kg heavier than before at 1998kg), the 4MATIC all-wheel drive keeps the GLC’s purchase on the road in check.

Suspension is relatively stiff for a family SUV even in Comfort, though adjustable, as one of the many aspects able to be customised through the multimedia screen menu or even steering wheel dials.

Steering itself can be adjusted, though is probably fine to leave in Comfort depending on personal preference.

But the hero of this - and any - AMG is the engine, and the M139 works surprisingly well in the big GLC.

Where it turns the A-Class hatchback into a proper supercar fighter, it makes the GLC a relatively muscular yet responsive family hauler.

The 310kW and 500Nm outputs are probably the sweet spot in terms of the GLC43 not feeling like there’s too much for anyone to handle, while still being quick enough to keep a keen driver happy.

On calmer roads, highways and gentle winding country roads, the GLC is comfortable enough with everything set up in the appropriate drive mode, though don’t expect to feel immensely refreshed after hours behind the wheel - it’s still set up for relatively dynamic driving.

Noise and road surface imperfections make their way into the cabin to some extent, though it’s not egregious, while one of the cars on test had a small creaking sound present in the dash, set off by road bumps and corners.

It has 10 airbags, plus a fairly standard (for its class) suite of safety tech including active features like pedestrian warnings, active lane-keep assist, driver attention reminders, parking sensors and cameras for surround-view monitoring, and collision warnings and mitigation.

Of course, the standard features like ABS, stability control, brake assist, auto emergency braking and lane departure warning all feature.

The rear seats feature ISOFIX and a 40/20/60 split fold.

The current GLC has been awarded five stars by ANCAP and scored well in both adult and child occupant protection.

The Defender has a five year/unlimited km warranty with five years roadside assistance. Pretty much the expected norm in this part of the market.

Service intervals are set for every five years or 102,000km (maximum), whichever occurs first – and that’s for a total cost of $2250, or an annual average of $450, which is pretty handy.

Mercedes-Benz Australia’s warranty is a relatively standard five-year/unlimited kilometre offering, level with rivals like BMW.

Servicing intervals are every 25,000km or 12 months, whichever comes first.

Mercedes’ servicing costs can be covered in packs and for the first three services of a GLC43 SUV it will cost $3445, four for $4552 or five for $6935. These prices are as listed in December 2023, and are subject to change.