Land Rover Discovery VS Mercedes-Benz GLC-Class
Land Rover Discovery
- Super spacious interior
- Premium cabin materials
- New 4-cyl diesel surprisingly capable
- Expensive for a well-optioned model
- Crawling into third row a slow process
- Sharp direction changes unsettle the cabin
- Good comfort
- Improved interior
- New engines
- Changes a little sedate
- Not overly involving to drive
- Some drivetrain gremlins on test
Land Rover Discovery
I know what you’re thinking; this new Land Rover Discovery has gone a bit soft.
It’s built on the road-focused Range Rover Sport platform now. It’s lighter. And safer. Better equipped. Less, well, square. Hell, it’s even offered with a choice of two tiny four-cylinder engines, along with the traditional V6 unit.
And all of that surely means it’s just a little less rugged than the cars that have gone before it, right?
But Land Rover assures us that is actually not the case, declaring this all-new, fifth-generation car the most capable Disco ever.
So have they gone stark Rovering mad?
|Engine Type||3.0L turbo|
Believe it or not, the Mercedes-Benz GLC is the brand’s best-selling model. It was in 2018, and it will be again in 2019.
That’s not just for Australia - it’s a global trend, with mid-sized SUVs hitting the sweet spot for buyers of all shapes and sizes in different markets all over the planet.
It’s important, then, that the facelifted GLC range brings something more to the table than its predecessor, which went on sale back in 2015. And it does - by way of additional tech and features, and revised powertrains. It competes with the Audi Q5, the BMW X3, the Volvo XC60, and the Range Rover Velar among others.
Yes, you can still get it in the form of an SUV or a Coupe - the latter of which appeals to one in six buyers enough to buy one. Why? I’ll never know. The Coupe model goes toe to toe with the BMW X4.
Let’s take a closer look at the 2019 Mercedes-Benz GLC range in a bit more detail. We got to drive it in Germany before it arrives in Australia late in 2019.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Land Rover Discovery7.6/10
It's a hell of a job, keeping the purists happy. But on first impressions, this new Disco should just about pull it off. Comfortable on the road, and capable of tackling anything its owners are likely to throw at it off it. Be prepared to spend up if you want a well-optioned one, though.
For us, though, the equipment of the HSE trim level blended with the power of the V6 engine is the pick of the bunch.
Are you keen to dance in this Disco? Tell us what you think in the comments below
The facelifted Mercedes-Benz GLC will undoubtedly help keep it at the top of the pack when it comes to sales.
It remains a competitive and competent luxury SUV, and we’re excited to see how the company approaches the model range when it launches in Australia later in 2019 as a 2020 model.
Would you take a GLC over a BMW X3 or Audi Q5? Let us know in the comments.
Land Rover Discovery8/10
Land Rover has attempted a sleeker, more urban design this time around, only without losing all of its boxy heritage, and the results are, well, a little confusing.
Viewed front on, this new Disco looks smooth and powerful, with a narrow bonnet that drops into the flared arches of the front wheels adding instant road presence. And from the rear it looks good, too.
Some will argue that the offset numberplate is an over-indulgence, or that it looks a little fridge-like with its narrow and tall dimensions, but we like it.
But it’s the three-quarter view that’s a little hard to stomach, with the smooth lines of the front end meeting the squared-off rear with all the subtlety of a wave meeting the shoreline.
Inside, though, it’s a picture of premium, with soft-touch cabin materials and a stylish, unfussy dash setup oozing a sense of considered quality.
The redesign of the Mercedes-Benz GLC SUV and Coupe models is modest - this isn’t an exaggerated mid-life cycle change, but that’s not necessarily a bad thing, as the GLC has forged a reputation both on its substance, and its style.
It still looks pretty good to me… well, the SUV does. The Coupe-SUV is a concept I’ve never really grasped, but I can’t deny the popularity of the more expensive, less practical, less attractive versions of the GLC.
Mercedes says the regular SUV models adopt a “sportier” appearance as part of the update, with new LED daytime running lights to frame the new standard full-LED headlights, and there’s a revised grille and bumper, depending on the model. Versions with the AMG trim line will have the “diamond” grille which now has more of an ‘A’ shape rather than a ‘V’ design.
The standard versions get new grille designs and new bumpers too, both front and rear. At the back there are also redesigned LED tail-lights and additional chrome, which you’ll find a common theme on the outside of the revised model.
The GLC Coupe models see similar design changes - a redesigned front bumper (with the diamond look as standard), redesigned headlights and tail-lights and a subtler rear bumper with a new diffuser and exhaust garnish.
Land Rover Discovery9/10
Perhaps unsurprisingly, given it’s the size of small apartment block, the Disco’s people-and-cargo-carrying abilities are first rate. The official dimensions are 4970mm are long, 1846mm high and 2220mm wide, but that translates most simply as bloody massive.
Up front, there’s plenty of space for front-seat riders, though the super-wide central unit that runs from the dash to the centre console and houses everything from the touchscreen unit to the 4WD controls does eat into knee room a little. Front seat riders will share two central cupholders, and there’s room in the all doors for bottles.
Climb into the massive second row (it’s three-adults-across-the-middle big) and you’ll find your surroundings hinge on what trim level you’re in, with top-spec models adding climate control functions, dual USB points and two cupholders housed in a pulldown divider.
Opt for a seven-seat model (and you probably should) and you’ll find access to the third row a little tricky, but once there the space is genuinely impressive. At 176cm, I’m far from the tallest tester, but I do consider myself adult-sized, and I had clear air between my knees and the seat in front, and between my head and the ceiling.
Flatten the second and third seat (which you can do remotely via an app, should you so wish) and you’ll be able to squeeze 2,500 litres of cargo on board, helped by its two-metre load length and 1.4-metre load width. But drop only the third row and you’ll still get 1,231 litres. And you can add to that up to 21 separate storage areas that can add another 45 litres of space.
There’s also two or four ISOFIX attachment points, with two in the second row in all models joining another two in the third row for seven-seat cars.
The revised cabin of the GLC doesn’t set any new standards, but the updates will help it compete a little better with the plusher, newer BMW X3.
New additions to the GLC interior include MBUX and multimedia system, consisting of two high-resolution digital screens: the first being a 12.3-inch digital instrument cluster, and the second a tablet on top of the middle of the dash that manages major controls and media.
The 10.25-inch touchscreen multimedia system (expected to be standard in Australia) has the "Hey Mercedes" voice control system. The brand has made a big deal about this system, which also has an Artificial Intelligence element to it, meaning it’ll learn your habits, and aim to please you more and more over time.
It’d want to get better the longer you spend with it, because it takes a bit of learning, as there’s a lot of complexity to the way the menus and sub-menus are laid out. Sure, you’re probably supposed to use voice control a lot, but there is some lag time to contend with, not to mention inconsistency.
The screen and controls can also be managed by a central touchpad between the front seats, the screen itself, or the tiny little touchpad on the steering wheel. And yes, it looks a bit classier now - and the displays are crisp - but it feels a bit like new paint applied to an old door.
If you dig practicality as much me (high five!) there are big cup holders up front and in the back, bottle holders in all four doors, and good storage for loose items. You can expect rear vents.
I’m 182cm, or six-feet tall, and in the SUV model I was able to slot behind the driver’s seat with it set in my own position, and I had good headroom, legroom and toeroom. It’s an airy and broad feeling back seat, but there is a large transmission tunnel to contend with, and the door sills themselves are quite intrusive, with a narrow section at the base of the door meaning people with big feet like me (size 12) might feel a bit clumsy getting in and out.
Because of the raked roof line of the Coupe, it is better suited to smaller adults or children, because you need to watch your head getting in and out, and headroom is limited if you’re taller and sitting up straight.
Boot space is cut down for the Coupe at 500 litres, where the regular version has 550L, and the latter is easily enough for a family of four’s luggage for a weekend away.
Price and features
Land Rover Discovery7/10
It’s a complicated lineup, with three engines available in any of the four trim grades, which in turn are offered with five or seven seats, plus there’s a launch special called the First Edition to further muddy the waters.
And that means you can technically climb into a pared-back Discovery S for a low $65,960 for a five-seater, or stretch to $131,870 for a full-fruit launch edition, with the vast area between those two numbers populated by everything else.
The entry-level S ($65,960 - $84,671) is a fairly simple offering, with 19-inch alloys, cloth seats, a leather-wrapped wheel with paddle-shifters and two-zone manual climate control the pick of a sparse standard inclusions list. Cruise control is also standard fit, as is a raised inner-boot guard that stops your luggage falling out when you open the boot.
Step up to the SE ($77,050 - $94,701) and you’ll add standard air suspension, with fixed height settings for off-road, normal and access (which lowers the car if you need to pass under a low roof, for example), along with rain-sensing wipers and powered and heated wing mirrors.
LED headlights (with an undeniably cool Nike Swoosh-style design) and leather seats also join the party at the SE level, as does ambient interior lighting and front parking sensors, while your eight-inch touchscreen is now nav-equipped, and pairs with a better, 10-speaker stereo.
Next is the HSE trim ($87,150 - $103,661), which adds some cool design elements, like LED taillights, 20-inch alloys outside, along with winged headrests, quality woodgrain highlights and even more ambient lighting inside. Your climate is now three-zone, too, and some bonus hiding holes appear (like a clever storage compartment under the front cupholders that only appears when you slide the unit forward). Your stereo is upgraded to a 10-speaker Meridian unit, too, and is controlled through a bigger, 10-inch touchscreen.
At the top of the regular Disco family tree, is the HSE Luxury ($100,950 - $117,461), which is a not-insignificant amount of money no matter which way you shake it. For that spend, though, you’ll add a powered sunroof, unique 20-inch alloys and finer leather on your seats, which are now also heated and cooled in the front. You’ll also add a surround-view camera and get the pick of the sound-systems; a 14-speaker Meridian unit.
On the 4WD front, everything but the entry-point S models get a low-range-equipped 4WD system (the S is high-range only), and Range Rover's Terrain Response (which allows you to select traction settings based on the whether you're driving one mud, rocks, sand etc) is standard across the range. The newer Terrain Response 2, which automatically senses the surface and adjusts accordingly, is a cost option.
Mercedes-Benz Australia hasn’t yet announced full pricing and spec details for the updated GLC range, and we won’t know what is included, what is optional and what we miss out on until later this year.
But we can offer up some estimates of where the models might sit when they arrive, based on the existing models, and how they’ll be equipped when they get here, too.
If Australia gets the line-up that CarsGuide believes is likely, the entry-level model will be the GLC 200, listing at about $65,000 for the SUV model. All prices here are estimates only - educated guesses, you might say.
The next model up could be the GLC 300, in both SUV ($72,000) and Coupe ($77,000) guises.
And the diesel version - the GLC 300d - is expected to be offered in the SUV ($79,000) and Coupe ($85,000)
Standard gear on all models will include LED headlights with LED daytime running lights, 19-inch wheels, leather steering wheel, leather seat trim (300 and 300d - 200 likely to get fake leather), electric front seat adjustment, the new MBUX screens (12.3-inch instrument cluster, 10.1-inch media), sat nav, cruise control, digital radio, Apple CarPlay and Android Auto, Bluetooth phone and audio streaming, and more.
It is expected that the new model will be available with optional adaptive dampers at about $1500 or the choice of air suspension ($2500).
Engine & trans
Land Rover Discovery8/10
There’s three diesel power plants on offer, and each pairs with an eight-speed automatic gearbox that channels power to all four wheels.
The entry level (and destined to be unpopular) option is the lesser of the two four-cylinder engines, 2.0-litre “Ingenium” unit that will deliver 132kW and 430Nm.
We’re yet to test the low-output option, to be honest, but we’d be shocked if buyers found it ample to shift the Disco’s bulk, even if this new model is a staggering 480kg lighter than its predecessor. Land Rover says that engine will help produce a 10.5-second sprint to 100km/h.
Better, then, to step up to the more powerful version of that engine, which produces 177kW and 500Nm thanks to some tuning tweaks. As a result, a far more palatable sprint time of 8.3 seconds can be achieved.
But for ours, the best-suited option remains the powerful 3.0-litre diesel V6, which will fire 190kW and 600Nm to the tyres on demand. And the result of all this extra grunt? A slightly improved sprint claim of 8.1 seconds. But those numbers don’t tell the full story of an engine that feels more urgent and eager when you prod the accelerator.
The GLC range includes a range of petrol and diesel engines, but for Australia, there are a few models that are likely to be offered.
The first is the GLC 200, which has a 2.0-litre four-cylinder petrol-turbo engine with 145kW of power and 280Nm of torque. The figures are close to the existing GLC200 RWD base model (135kW/300Nm), but there's an electric boost system for the new engine.
The GLC 200 (and GLC 300 above it) feature the brand’s new 48-volt mild-hybrid system, which gives it the ability to cut the engine when coasting, while also adding up to 150Nm of extra torque at times.
The same 2.0-litre petrol engine has a beefier tune in the GLC 300 model, which pushes out a strong 190kW of power and 370Nm of torque.
And the diesel version we’re likely to get is the 300d, which has 180kW of power and 500Nm of torque. Diesel sales are down dramatically since 2015 - back then diesel accounted for 50 per cent of sales in Australia, but now that figure is closer to 20 per cent. That leads us to believe the range will be rationalised from two oil-burners in the current line-up (250d and 350d) to one.
To begin with, all models sold in Australia will be offered with 4Matic all-wheel drive and a nine-speed automatic transmission. The current range includes an entry-level rear-wheel drive (GLC 200), but no replacement version has been announced as yet.
Want more performance? There’s the range-topping AMG 63 model, while an AMG 43 replacement is also expected, though not yet revealed.
Land Rover Discovery8/10
The lowest-output diesel will drink 6.3-litres per hundred kilometres on the claimed/combined cycle, with that number climbing to an only slightly worse 6.5 litres for the more powerful four-cylinder unit.
Opt for the V6, though, and your fuel use climbs to 7.2 litres per hundred kilometres (claimed/combined).
Claimed fuel consumption is set to be between 7.1 and 7.4 litres per 100 kilometres for the petrol models, and that’s measured at the new WLTP standard. We didn’t get a chance to monitor fuel use on the launch drive.
The diesel version we’ll likely get has claimed fuel use of 5.8L/100km.
The fuel use figures are the same across SUV and Coupe body styles.
Land Rover Discovery7/10
Land Rover is faced with the most impossible of challenges with this new Disco. For one, it’s filling in for the legendary Defender as the brand’s most capable offering, and that means it needs to be able to go places and do things a Range Rover simply can’t. Anything less will have the purists frothing.
But equally, Land Rover knows that the overwhelming majority of its customers are unlikely to tackle anything more challenging than a suburban speed bump, and so they needed to soften its image and improve its road manners, without sacrificing capability.
So Land Rover pointed the Disco’s nose towards Australia’s red centre, putting its fleet through their paces on the sealed roads and red dirt tracks that encircle Uluru. And on a custom-built track consisting of moguls, water crossings and angled climbs sharp enough to put some articulation pressure on the wheels, the Disco conquered all before it with ease.
It must be said, though, that there was nothing on offer that would genuinely challenge it, but equally, the Disco always felt like it had plenty in reserve, too. And with a maximum 283mm ground clearance, 500mm of wheel articulation and a wading depth of 900mm (which is 200mm more than outgoing model), along with air suspension on all but the entry-level S, it does point to some genuine off-road potential.
On our brief tarmac drive we were surprised by the smooth and steady power delivery of the bigger four-cylinder diesel, which propels the two-tonne-plus Land Rover along with surprising ease. It’s not fast, but it never feels underwhelming.
But the pick for us was the six-cylinder option, which unlocks its 600Nm low in the rev range and feels a far more natural fit for the big Disco. It’s louder and little more gruff than its four-cylinder sibling, but it feels faster, too. And for us, that’s a fair trade off.
The Disco happily switched from tarmac to rutted tracks with ease, and while the super-smooth tarmac of the Northern Territory wasn't much of a challenge, it sorted out the worst of the off-road stuff with little bother.
Australia’s outback famously offers up very little in the way of cornering, but the few we did encounter had us a little concerned with the top-heavy nature of the Discovery, with sharp direction changes sending passengers into a noticeable wobble.
Still, our limited wheel time means we’ll be reserving final judgement until we can spend more time with each variant, but our taste-test sample reveals a car that does appear to straddle that line between capable and comfortable.
We only got the chance to spent time on the road in the new GLC 300 model, which is likely to replace the popular GLC 250 in Australia.
The road loop we sampled the car on consisted mainly of flowing freeway/autobahn sections, a little bit of urban driving, and a short stint in some corners that included surfaces that put most Australian race tracks to shame. They were that smooth.
And every GLC 300 we drove had the air suspension system fitted, so we can’t really say how it will handle Aussie-standard bumps and lumps. In this specification, the car was really quite pleasant - not too floaty, but soft enough to live up to the Comfort mode designation chosen. In Sport things were a little firmer, but still with a touch of body roll noticeable in corners. If you want a corner carving horsepower hero, it’s worth considering the GLC 63 AMG model... provided the budget allows.
The steering in the GLC 300 was light and predictable, if lacking much in the way of enjoyment - but for a family SUV that deals more with car parks and parallel manoeuvres, it will likely be a competent and confident option.
The engine itself was quiet and refined for the most part, building pace with ease and stepping away from a halt with enough eagerness to please the vast majority of customers.
While the addition of the new 48-volt system is clearly advantageous to initial pull-away power, it wasn’t necessarily seamless. On a few occasions we noticed some confusion from the powertrain, including hesitance from coasting to on-throttle. We even noted some shunting from the nine-speed auto transmission, which was quite un-Mercedes-like.
For those who want an off road review, we got a chance to put the 300d model through its paces under the instruction of advisors at the ADAC off-road park outside Frankfurt. The purpose-built course incorporated 36-degree side-angle driving, a deep rutted slalom course with plenty of articulation, a muddy creek crossing, and a log bridge crossing (where the optional 360-degree camera with active steering guidance lines was the difference between lining it up right or ending up on the roof 2.5 metres below).
The GLC 300d was surprisingly adept at each instance. Even up a 60-degree climb the AWD system was measured and managed the acceleration input I gave it very well.
The cool thing about the versions we drove off-road was the Off Road Package, which included more advanced telemetry, optional air suspension, an optional off road body kit to improve the off road specs of the GLC, and a pair of off-road modes (one for general unsealed driving, the other for more serious stuff with a speed limit of 45km/h, re-calibrated acceleration and gearing, and even headlights that offer a wider, shorter spread for low-speed driving in dark surrounds).
If you’re wondering about the off-road specs, the ground clearance (mm) is up to 245mm with the air suspension raised, while the approach angle is rated at 30.8 degrees and the departure angle at 24.9deg.
Land Rover Discovery7/10
The Discovery range has been awarded the maximum five-star ANCAP safety rating, six airbags (front, front-side and curtain), a reversing camera, AEB and Lane Departure Warning fitted on every model, joining the usual suite of traction and braking aids.
The GLC range was awarded the highest possible five-star ANCAP crash test rating in 2015. Since then the standards have moved on, and it won’t be retested. However, that is unlikely to be a large deterrent because the range comes loaded with safety equipment and technology.
There’s autonomous emergency braking (AEB) with pedestrian detection, adaptive cruise control with traffic jam assist, lane departure warning, active lane keep assist, blind spot monitoring and rear cross traffic alert.
Every GLC comes with nine airbags fitted (dual front, front side, rear side, curtain and driver’s knee) and of course there are dual ISOFIX child seat anchor points and three top-tether points, too.
Land Rover Discovery7/10
The Discovery range is covered by a three-year, 100,000km warranty, but you can extend that to five years at an extra cost. You can also pre-pay your service costs for the first five years of ownership.
The four-cylinder engines get genuinely impressive service intervals of 24 months/34,000km, while the V6 requires a trip to the dealership every 12 months or 26,000km.
Mercedes-Benz models are sold with a three-year/unlimited kilometre warranty plan, which includes the same duration of roadside assist. No-one is doing much better than that in the luxury segment… apart from Tesla, which offers an eight-year/160,000km warranty.
Service intervals are every 12 months or 25,000km, whichever occurs first - very generous - and the brand offers pre-pay or pay-as-you-go servicing across its model range, and pricing varies between the two. Upfront cover for three years is $2150, while PAYG is $2700. If you want to prepay for four years or five, you can - the costs are $2950 / $4650 respectively.
These costs cover the regular scheduled servicing (including brake fluid, air, cabin and fuel filters, spark plugs and coolant) but consumables like brake pads and discs and wiper blades will incur additional fees.