Mercedes-Benz A-Class vs BMW X Models

What's the difference?

The new AMG C 43 may lack the drama and excitement we’ve come to expect from the German performance brand, but that doesn’t mean it’s a bad car. Yes, it could be more extroverted and the ride could be improved, but this is still a sharp-looking sports sedan with loads of punch.

This is a car that speaks to its times, with ever-stricter emissions regulations making it harder and harder for car companies to produce loud, wild and charismatic cars. So Mercedes-AMG has worked within those boundaries and come up with a car that retains at least some of those core elements that has made the brand so desirable over the years.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

This is a highly competent all-rounder, given that it has the comfort and practicality for urban family duties yet with its revered M breeding can produce a level of performance which, in competent hands, could hold its own at a track day where its capabilities could be safely explored.

Mercedes has created something of a problem for itself with its decision to introduce AMG styling packages for the majority of its range, including the C-Class.

It means the C 43 has to walk a fine line between looking like a unique AMG model, rather than just a C300 with a bodykit and not out-doing the C63.

To that end it has AMG’s now familiar grille with vertical bars, the unique and complex-looking 20-inch alloy rims and a small lip spoiler on the boot. But otherwise it is surprisingly understated for an AMG, lacking the more obvious and muscular stance of previous AMG offerings.

Inside, there’s a similar theme, with the typical Mercedes-Benz luxury appointments but with a sportier, AMG twist. The steering wheel is chunky and comes with AMG branding, metallic shift paddles and a pair of rotary dials/buttons that allow you to alter the various drive modes and settings.

The one on the right allows you to switch between the pre-set Comfort, Sport, Sport+ and Individual modes, while the one on the left can scroll between the various individual aspects to tailor the settings to the conditions.

In typical modern fashion the design is tech-laden, with a digital display for the instrument panel (that can be switched between various graphics) and a large, tablet-style central multimedia touchscreen that controls the majority of the car’s non-driving functions.

The fourth-gen X3, which has a lighter but stiffer body, shares the same wheelbase as its third-gen predecessor but at 4755mm end-to-end it's 34mm longer and it's 29mm wider.

It’s also 25mm lower, which combined with front and rear track-width increases and adaptive suspension damping to sharpen the handling underlines its sportiness and driver appeal, despite a substantial 2055kg kerb weight.

The new exterior design is characterised by short overhangs, flush door handles, a larger ‘split kidney’ grille, new LED taillights and L-shaped light elements for the LED headlights.

The new interior design is a classy mix of soft-touch materials and high-gloss hard surfaces in tastefully contrasting tones. The seats are upholstered in a new synthetic leather called 'Veganza' ('Espresso Brown' in our example) which according to BMW requires 85 per cent fewer CO2 emissions to produce than genuine leather (which is still available as an extra-cost option).

Combined with subtle use of ‘Magnolia’ fine-wood trim inserts, satin chrome, piano black, blue/red M highlights and slender ambient light-strips, it’s a cabin that exudes opulence.

The new C-Class has grown slightly in size compared to the model it replaces, most notably with a 26mm increase in the wheelbase which you can feel in the cabin.

The front seat space is good, with excellent adjustability for the power-adjustable seats and steering column. I had no trouble finding my ideal seating position which makes for a more enjoyable and uncompromised driving experience.

Rear space is a bit tighter (which is typical for this segment/size of vehicle), but thankfully the standard seats do have very deep sculpting in the backs which allow for more knee space and foot room.

However, at approximately 180cm (six-foot), I wouldn’t like to sit behind my seating position for long periods as my knees were touching the seat back, and headroom is compromised with the panoramic glass roof.

In terms of small item storage there’s a lidded console box in between the front seats as well as a pair of cupholders and a small tray where you can place your mobile phone.

It’s worth noting, though, that early examples of the C 43 in Australia do not have a wireless smartphone charging pad, with that reportedly being introduced from February production.

While that’s good news, it’s not really competitive in this day and age to offer a car costing six-figures without such technology.

There’s also only a single USB-C power outlet in the front, which is another disappointment, but there is a pair in the back.

Mercedes does win some points back for a respectable 455-litre boot, which has a nice wide load opening that will make packing luggage easier.

This would make a great family weekend escape machine, for which BMW quotes a 645kg payload rating. It’s also rated to tow up to 2500kg of braked trailer, which could pose a challenge given the relatively low 100kg tow-ball download limit (TBD is typically around 10 per cent of trailer weight).

BMW also does not publish a GCM figure (how much it can legally carry and tow at the same time) so we can’t confirm if it can carry its maximum payload while towing its maximum trailer weight.

Even so, the M50 has a useful-sized luggage area which offers up to 570 litres (or 0.57 cubic metres) of load volume with the rear seat upright.

This expands to 1700 litres (or 1.7 cubic metres) with the rear seat folded flat, which can be handy for a multitude of tasks like transporting a mountain bike or hauling home flat-pack furniture.

There’s comfortable space for the driver and front passenger, along with useful storage including large bottle-holders and bins in each front door.

The centre console has two small-bottle/cupholders plus wireless phone-charging and a pair of USB ports. There's also a glove box plus another box at the rear of the console with a padded lid that doubles as an elbow rest.

The rear bench seat is surprisingly spacious, given that I’m 186cm tall and when seated behind the driver’s seat in my position I still have about 40mm of knee clearance, which is optimised by the concave shape of the front seat backrests.

The spacious and airy feel is enhanced by the ‘panorama’ glass roof which spans the full length of the seating area and allows generous headroom even for tall people.  

However, shoulder room is tight for three adults and the centre passenger’s feet must contend with the transmission tunnel, so even though it would be fine for three kids we’d suggest a limit of two adults for longer trips.

Rear passengers get privacy glass and pull-up roller sunshades, large-bottle holders and bins in each door plus net-type pockets and anchorage points for media devices on each front seat backrest. There are also two small-bottle/cupholders in the fold-down centre armrest.

The rear of the centre console has two USB ports, adjustable air-vents plus controls for zone temperature, airflow preferences and seat-heating.

The bench seat features a 40/20/40 split, which allows the centre backrest to fold forward independent of the two outer backrests to allow long loads like snow skis, home hardware etc to be carried if securely fastened.

A power tailgate provides access to the luggage area, which is equipped with a handy 12-volt accessory socket plus load-anchorage points front and rear, extra storage nooks for small items on either side and a retractable roller-type load cover. Overall, this vehicle offers good practicality for family duties.

Our X3 M50 xDrive test vehicle, finished in new 'Dune Grey Metallic', comes standard with a 3.0-litre turbocharged inline six-cylinder petrol engine incorporating 48-volt mild-hybrid technology, plus an eight-speed automatic and permanent all-wheel drive for a list price of $128,900.

You’d expect a high performance prestige vehicle costing six figures would be packed with desirable standard features and the M50 xDrive delivers, starting with big 21-inch 'M' lightweight alloy wheels shod with wide 285/35R21 tyres.

However, there’s no room for a spare (not even a space-saver) so you get a tyre repair kit instead.

The standard equipment list also includes adaptive LED headlights (with matrix high-beam and blue design detailing), a power tailgate, an ‘Iconic Glow’ illuminated kidney grille with M-specific elements, quad exhaust outlets, a panorama full-length (fixed) glass roof, a choice of six premium metallic paint colours and more. The 'M Sport Pro' visual enhancement package is also included.

Step inside and the driver is treated to a head-up display and an elegantly curved digital dash display, which spans about two-thirds of the cabin's width. It seamlessly incorporates a 12.3-inch driver’s instrument display (made from recycled polyester) and 14.9-inch multimedia display controlled by BMW’s latest 'iDrive System 9' software.

Premium audio is provided by a 15-speaker 750-watt Harman Kardon surround sound system, which includes digital radio and wireless Apple/Android connectivity. There’s also wireless phone charging.

The driver gets a thick leather-rimmed and heated 'M Sport' flat-bottom steering wheel and the driver and front passenger are also treated to sumptuous bucket seats with multiple power adjustments and heating/cooling.

Up to three passengers can share the rear bench seat and indulge in the luxury of three-zone automatic climate control, heating for the outer seating positions, privacy glass, roll-up sunshades, two USB-C ports and lots more.

The biggest talking point about this new car is the engine, with AMG downsizing from the old C 43’s six-cylinder to a 2.0-litre four-cylinder turbocharged petrol engine.

But it’s not just any turbocharged four-pot, because it is fitted with technology that Mercedes claims has been inspired directly from its Formula One team.

While the F1 team engine facility is based in England, this engine was designed and developed by the Mercedes-AMG team at its Affalterbach headquarters, but the concept of the electric turbocharger reportedly comes from the engine that powered Lewis Hamilton to multiple world championships.

The electric exhaust gas turbocharger - to give it its official name - uses a small electric motor on the turbocharger shaft to spin up the blades without having to wait for any exhaust gases to pass through it first.

To power the electric turbo the C 43 is equipped with a mild-hybrid 48-volt electrical system.

Mercedes claims this means reduced lag and improved throttle response for a sportier driving experience. 

It also helps make this small engine produce big amounts of performance, with AMG extracting 300kW of power and 500Nm of torque from this 2.0-litre, which is more power than the previous six-cylinder C 43 managed.

The engine is paired to a nine-speed multi-clutch transmission, which isn’t a dual-clutch with a pair of clutches operating on every second gear ratio, but instead uses a “wet start-off clutch” for better take-offs and smoother shifting on the move (at least in theory).

Power is sent to the road via all four wheels thanks to Mercedes’ 4Matic all-wheel drive system.

According to BMW, the M50 xDrive features the most powerful inline six-cylinder petrol engine fitted to an M Performance model.

This 3.0-litre unit clearly benefits from BMW’s twin-scroll turbocharging technology, which combined with variable valve timing and an extra 13kW/200Nm from the 48V mild-hybrid technology produces a stomping 293kW of power at 5500rpm and 580Nm of torque at 1900rpm.

It also has a ‘boost’ function, which provides an extra burst of power for short periods when maximum acceleration is required when overtaking etc.

It’s activated by the left paddle-shifter on the steering wheel and automatically optimises transmission/chassis settings to suit. There’s also a drive mode selector, with ‘Sport’ offering the most responsive and engaging experience.

The eight-speed torque converter automatic is a refined and efficient transmission well suited to this full-time all-wheel drive application. Rapid-fire manual shifting is also available using the steering wheel paddles.

Despite the smaller engine you can hardly call the C 43 miserly, with a claimed combined urban/highway cycle rating of 9.1-litres per 100km. That’s only a 0.2L/100km improvement over the old six-cylinder.

On test, which included a return trip from Sydney to Bathurst via motorways and some dynamic back road driving, we saw a return of 11.8L/100km on the car's onboard computer.

While hardly hybrid-worrying, it’s impressive to think that driven modestly, such a potent engine can return a single-digit fuel figure.

BMW claims an official average combined consumption of 8.2L/100km but the dash display was showing 9.9 at the completion of our 210km test, which included a mix of suburban, city and highway travel.

Our own figure, calculated from fuel bowser and tripmeter readings, came in slightly higher again at 10.5L/100km, which given our test vehicle’s two-tonne-plus weight and performance capabilities is still reasonable economy.

So, based on our figures, you could expect a realistic driving range of around 600km from its 65-litre tank, which prefers premium 98 RON petrol.

Let’s start with the good news. The new Mercedes-AMG C 43 is a quick car. The engine may be small in size but the electric turbocharger does its thing and provides plenty of punch.

You can get a performance boost, too, thanks to the belt-driven starter generator, which acts as a mild hybrid and gives you a surge of 10kW for a brief period if you need a sudden burst of extra speed.

The chassis is well-sorted, too, at least from a dynamic point-of-view. The rear-wheel steering can provide up to 2.5 degrees of turning, which improves handling at speed and manoeuvrability when parking.

However, there are some less-impressive elements to the C 43, too. The obvious one is the drama, or rather the lack thereof.

As I said at the beginning, the C 43 has never been as wild or raucous as the V8-powered C 63, but when you buy an AMG there’s a rightful expectation that it will provide some thrills.

The C 43 simply doesn’t have that character about it. Yes, it’s fast, but it produces that speed with efficiency rather than excitement.

And it’s not an engine size problem, because even the 2.0-litre four-cylinder A 35 and CLA 35 offer more ‘wow factor’ than the C 43.

Yes, the engine makes noise under acceleration (and it can be altered between discreet and sporty) but even at its best it sounds muted and lacks the evocative tone of a V8 or six-cylinder engine. 

Another disappointment is the transmission calibration, with the gearbox awkwardly shifting out of first gear on multiple occasions during our test drive.

In the taller gears it felt smooth enough cruising along, but given its low speed shifts we’d like to spend more time in the urban environment before passing final judgement. 

The other notable element of the driving experience we struggled with was the ride quality. While fine on the smoother motorways, our test drive included time on some patchy country back roads and the C 43, even in the ‘Comfort’ suspension setting, was simply too firm.

Riding on low profile tyres, the adaptive dampers struggled to isolate the cabin from the imperfections in the road, leading to a fussy ride at times.

Overall the C 43 is a good car, but it feels like there are still some areas where Mercedes could improve it to make it really live up to the AMG badge.

First, the fun stuff. It certainly feels like ‘the ultimate driving machine’ when you slide behind the chunky leather-rimmed flat-bottom steering wheel and hold it in your hands.

The driver’s seat offers not only powered adjustment of backrest and base-cushion rake, but also four-way lumbar support and side-bolsters that can tighten their embrace of your upper torso to contend with high cornering loads.

There’s also manual extension of the base-cushion length for greater thigh support and a big left footrest to brace against, so you could not ask for a more accommodating and purposeful driving position.

The steering is perfectly weighted and the quartet of enormous disc brakes provide ample bite with superb pedal feel. Combined with its adaptive suspension and wide grippy tyres, the X3 is a family car that’s also invigorating to drive, particularly when you select the ‘Sport’ mode.

The enhanced engine response and sharper steering that result (even the instrument panel display changes) make any twisting mountain road an engaging experience, enhanced by an intoxicating exhaust note that only a BMW M six can deliver.

The turbocharged engine offers an unyielding surge of acceleration from well below peak torque at 1900rpm to maximum power at 5500rpm, making BMW’s claim of 0-100km/h in a scant 4.6 seconds sound credible.

You can also manually change gears using the steering wheel paddles, but we found the gearing and shift calibrations so good that we preferred to leave it in auto mode.

However, the X3 M50 has two distinct personalities, as in more relaxed drive modes it’s just as happy serving as practical family transport during the week for grocery shopping, daily school runs and other common tasks.

It’s also a comfortable tourer for family getaways, with long gearing that requires only 1500rpm to cruise at 100km/h where low engine, tyre and wind noise allow highway conversations at lounge room levels.

No ANCAP rating as yet but this X3 comes with a long menu of standard safety features including multiple airbags, AEB with pedestrian/cyclist/junction detection, front collision warning with brake intervention, lane-keeping, active cruise control, head-up display with speed sign recognition, front and rear cross-traffic alert, tyre pressure monitoring and lots more.

There are also ISOFIX and top tethers for the two outer rear seating positions.

The C 43 is covered by Mercedes’ five-year, unlimited kilometre warranty, which has become the new standard for the luxury car market.

Service intervals for the car are at 12 months/25,000km, which is on par with industry standard.

Mercedes-Benz Australia will offer a service plan for the C 43, prices were yet to be confirmed at the time of publication but the company has indicated it will be similar to the C300. 

That means $550 for year one, $900 for year two, the third service costs $1000 and the fourth year service costs $2450 - for a total of $4900 for the first four years of ownership.

It comes standard with a five-year, unlimited km warranty.

Scheduled servicing is determined by BMW’s vehicle monitoring system which advises when a service is needed, typically around 12 months/15,000km.

A capped-price servicing package covering five years/80,000km (whichever occurs first) totals $2475, or an average of $495 per service.