Maserati Levante VS Mercedes-Benz GLC-Class
- More affordable entry into Levante range
- Great engine note
- Almost identical standard features to the Levante S
- GranLusso and GranSport packs are expensive
- Limited room in the rear seats
- Steering is overly sharp and quick
- 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
Maserati. What do you reckon that name means to most people? Fast? Loud? Italian? Expensive? SUVs?
And that may happen even faster with the arrival of the most affordable Levante ever - the new entry-grade, simply called Levante.
So, if this new cheaper Levante isn’t expensive (in Maserati terms) does that mean it’s not fast, loud or even Italian, now?
We drove this new, most affordable, Levante at its Australian launch to find out.
|Engine Type||3.0L turbo|
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.
|Fuel Type||Premium Unleaded Petrol|
The entry-grade Levante is the best choice in the current line-up (Levante, Levante Turbo Diesel and Levante S) because it’s almost identical in performance and features to the pricier S.
I’d give the GranLusso and GranSport packs a miss on this base Levante, but would consider them on the S where they are possibly worth the extra $10,000 rather than the $35K asking price on the entry car.
The Levante does a lot right – the sound, the safety and the exterior styling. But the quality of the interior, with its FCA shared parts, lowers what should be a prestige feel.
And back seat comfort could be better, Maseratis are grand tourers and an SUV from this brand should be able to accommodate at least four adults in superb comfort – something this one can’t do.
Given the choice and about $130K would you choose a Porsche Cayenne or a Maserati Levante? Tells us what you think in the comments below.
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.
The Levante looks exactly how a Maserati SUV should, with the long bonnet flanked by curvaceous wheel arches with their vents, leading towards a grille that looks ready to eat up slower cars. The heavily raked windscreen and cab-back profile is also very Maserati, as are haunches that muscle over the rear wheels.
If only its bottom was less Maserati. It’s a personal thing, but I find Maserati rear ends lack the drama of their faces and the Levante’s tailgate is no different in that it borders on plain.
Inside, the Levante looks to be a premium, well-crafted place, although closer inspection reveals there are certain items which appear to be shared with other brands which, like Maserati, are owned by Fiat Chrysler Automobiles (FCA).
The window and headlight switches, the ignition button, the air-conditioning controls, even the display screen all can be found in Jeeps and other FCA cars.
There are no functionality issues here, but from a design and style perspective they look a little basic and lack the refinement a buyer may expect from a Maserati.
There’s a lack of technological pizazz inside as well. For example, there’s no head-up display or large virtual instrument cluster as you’ll find in the Levante’s competitors.
Despite the Jeep-looking bits the Levante is truly Italian. The chief designer Giovanni Ribotta is Italian and the Levante is made at FCA's Mirafiori plant in Turin.
What are the Levante’s dimensions? The Levante is 5.0m long, 2.0m wide and 1.7m tall. So that means space inside is enormous right? Um… let’s talk about that in the next section, shall we?
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.
You know the Tardis from Dr Who? The time machine police phone box that is much bigger on the inside than it appears from the outside? The Levante’s cabin is a reverse Tardis (a Sidrat?) in that even at five metres long and two metres wide, legroom in the second row is tight and at 191cm tall I can only just sit behind my driving position.
Headroom is also getting tight back there because of the swooping roofline. These aren’t major issues, but If you were thinking of using the Levante as a SUV limousine of sorts then the limited room back there just won’t be enough to let your taller passengers stretch out comfortably.
Also ruling it out as a chauffeur car in my view is the ride experience in the second row. I’ll cover this in the driving section below.
Cabin storage is pretty good, with a giant centre console bin up front with two cupholders inside. There are another two cupholders near the shifter and two more in the fold-down armrest in the rear. Door pockets are on the smaller side, however.
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
Guessing you want to know just how much more affordable this Levante is compared to the other grades in the range? Okay, the entry-level Levante lists for $125,000, before on-road costs.
That may sound expensive but look at it like this: the entry Levante has the same Maserati-designed and Ferrari-made 3.0-litre twin-turbo petrol V6 as the $179,990 Levante S and an almost identical standard features list.
So how on this planet is it possible there could be a $55K price difference and yet the cars be almost the same? What’s missing?
Horsepower is missing – the base grade Levante may have the same V6 as the Levante S but it doesn’t have as much grunt. But we’ll get to that in the engine section.
As for the other differences – there aren’t many, almost none. The Levante S comes with a sunroof as standard and front seats that adjust to more positions than the Levante, but both grades come with an 8.4-inch touchscreen with Apple CarPlay and Android Auto, sat nav, leather upholstery (the S does get more premium leather), a proximity key and 19-inch alloy wheels.
Those standard features are also identical to those in the Turbo-Diesel which sits above the Levante at $159,990.
Apart from less horsepower, no standard sunroof (as on the S) and upholstery which isn’t quite as nice as the S’s another downside to the base grade Levante is that optioning the GranLusso and GranSport packs is expensive… really expensive.
The GranLusso adds luxurious touches to the exterior in the form of metallic trim to the roof rails, the window frames and protection plates to the front bumper, while in the cabin thee front seats come in a choice of Ermenegildo Zegna silk upholstery, Pieno Fiore (full-grain) leather or premium Italian hide.
The GranSport toughens up the exterior with a more aggressive body kit with black elements and adds 12-way power adjustable sports seats, brushed-chrome shifting paddles and aluminium-face sports pedals.
The features those packages offer are nice – those silk and leather seats are sumptuous for example, but each pack costs $35,000. That’s almost 30 per cent of the list price of the entire vehicle, extra. The same packages on the Levante S costs just $10,000.
While the Levante is the most affordable Levante, and also the cheapest Maserati you can buy, it’s more expensive than its Porsche Cayenne (entry V6 petrol) rival which lists for $116,000, while the Range Rover Sport 3.0 SC HSE is $130,000 and the Mercedes-Benz GLE 43 is $135,529.
Is the new entry-grade Levante good value, then? Yes, for a Maserati, if you don’t option the packages, and yes compared to most of its rivals.
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
If you’ve just read the section above on price and features, you’re now probably wondering how much less powerful the Levante is compared to the Levante S.
The Levante has a 3.0-litre twin-turbo petrol V6 and it sounds magnificent. Yup, the entry-grade Levante lets loose that Maserati high-pitched scream when you open the throttle, just like the S. It may sound the same as the S but the Levante’s V6 has less horsepower. At 257kW/500Nm, the Levante makes 59kW less in power and 80Nm less in torque.
Is there a noticeable difference? Not much. Acceleration isn’t as rapid in the Levante with 0-100km/h coming in six seconds compared to 5.2 seconds in the Levante S.
Shifting gears is an eight-speed ZF-sorced automatic transmission which is super smooth, but a little slow.
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.
Even if you were to drive your Levante conservatively Maserati says you can expect it to use at best 11.6L/100km over a combination of urban and open roads, the Levante S is a bit thirstier at an official 11.8L/100km.
In reality you can expect the twin-turbo petrol V6 to want more – just open road driving was seeing the trip computer report 12.3L/100km, You can bet that’ll go up in the city and climb higher if you like to keep raising the Levante's beautiful voice.
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.
When I reviewed the Levante S at its launch in 2017 I enjoyed its good handling and comfortable ride. But impressed as I was with performance from the engine I felt the car could be quicker.
So how then would a less powerful version of the same car feel? Not much different, actually. The base grade Levante is only 0.8s slower to 100km/h than the S at six seconds. The air suspension is the same as the S’s and returns a comfortable and compliant ride, and handling with the dampers in the firm setting is impressive for a two tonne, five-metre long vehicle.
Front brakes in the Levante base grade car are smaller (345 x 32mm) than in the S (380 x 34mm) and the tyres aren’t staggered either with 265/50 R19 all around.
The variable-ratio, electrically-assisted power steering is well weighted, but too quick. I found the car turned in too far, too quickly, with regular mid-corner corrections a tiresome necessity.
To me there’s no point going for the S based on the assumption that it’s going to be a much higher performing car. The Levante and Levante S and are both mild in their power delivery and have better dynamics than an average large SUV.
If you are after a true high-performance Maserati SUV then you might be best off waiting for the Levante GTS coming in 2020 with a 404kW V8.
The base grade Levante V6 sounds just as beautiful as the S’s, but there's one place where it isn’t very pleasant. The back seat.
At the launch of the Levante S in 2017 I didn’t have the chance to ride in the rear seats. This time around I let my co-driver steer for half-an-hour while I sat in the left rear position.
For starters it’s louder back there – the exhaust note is almost too loud to be pleasant. Plus, the seats aren’t supportive or comfortable.
There’s also a slightly claustrophobic, cave-like feeling in the second row, largely due to the roof's accentuated slope towards the rear. This, to me, rules it out almost completely as something to ferry guests around in comfort.
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.
The Levante is yet to be tested by ANCAP. That said, the Levante has six airbags and is equipped with advanced safety equipment such as AEB, lane keeping assistance and lane departure warning, blind spot warning with steering assistance, traffic sign recognition and adaptive cruise control.
A puncture repair kit is under the boot floor.
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.
The Levante is covered by Maserati’s three year/unlimited kilometre warranty. Servicing is recommended at two year or 20,000km intervals. More brands are moving to longer warranties and it would be good to see Maserati offer its buyers longer coverage.
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.