Mercedes-Benz C350 E vs Mercedes-Benz GLC-Class

What's the difference?

Plug-in hybrids will probably not appeal to all buyers, but in the premium space they make sense.

Smooth electric driving paired with the potential for weekend trips outside the 100km-or-so range make the C350e a decent thing, let alone its price parity with the C300.

It still doesn’t top the charts for value or practicality, but even aside from the PHEV tech, the C350e remains a fun-to-drive sedan that holds its own in the executive space.

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

Like I said right from the start, this new, hybrid version of the AMG GLC63 is technically superior to the model it replaces in every meaningful way. It is faster, more powerful and more fuel efficient and therefore a better performance SUV than the model it replaces.

Is it a better model than the one it replaces? Ultimately that will come down to how much stock you put into the soundtrack and your feelings on an AMG not powered by a V8 engine.

Because if you can see past that, then the AMG GLC63 is an absolutely fantastic performance SUV. Not only does the new powertrain make it faster in a straight line, but the chassis is very well-balanced, making for an engaging driving experience.

For those who can look past the smaller engine they will be rewarded with an incredibly fast and rewarding-to-drive member of the AMG family.

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

The C350e doesn’t depart massively from the familiar visual formula that is the current ‘206’ generation C-Class and that’s no bad thing.

Call it conservative if you like, but having seen what’s possible when Mercedes takes risks (hello EQ models), the traditional Mercedes design language is put into healthy perspective. 

Handsome proportions and lines without any fuss - there are no unnecessary creases or panels or materials.

The plug-in C350e comes, as mentioned, with the AMG Line pack, adding 18-inch five-spoke AMG wheels, an AMG front apron, grille insert, and of course EQ Hybrid badging.

The pack also includes AMG Line styling inside, where you’d have to be a Mercedes regular to spot the specifics. The AMG-style steering wheel and seats are the biggest giveaways.

The GLC63 is unmistakably an AMG from the moment you first lay eyes on it. That’s thanks to the AMG-specific elements, starting with the grille with vertical strikes and the AMG crest on the bonnet; which is now a signature item for the performance sub-brand.

The GLC63 is also fitted with the Night Package II design kit; this adds a darkened grille and black chrome badging to further enhance its visual appeal.

The AMG-specific alloy wheels and more aggressive stance do mean the GLC63 stands out from the rest of the GLC range, helping it look fast even when it’s standing still.

The space inside the C-Class remains straight-forward as ever. The layout and features don’t stray from convention, meaning there’s a sizable central screen, digital driver display, central cupholders, and places to put things like a phone, with wireless charging included.

The electrically adjustable seat and steering column make getting into a comfortable position easy, and the memory settings keep it that way.

While physical buttons are scarce, the key controls are easy to access via the central multimedia touchscreen and there’s a lack of complicated sub-menus. It's a refreshingly straightforward system compared to some from rivals, especially that of former category benchmark BMW.

There are fewer than a dozen main tile buttons on the menu, and they’re clear and easy to work out. The main screen also defaults to the navigation, and the climate controls are always visible on the touchscreen.

The central storage area is laid out so a phone sitting in the charging pad is slightly hidden, meaning it’s not a distraction, plus the cover means the cupholders and storage can be hidden away. Tidy!

The AMG-style steering wheel’s haptic controls can be used as regular buttons, but more than once on the test drive I nudged the volume and turned my music back on, just a minor annoyance.

In the second row, there’s generous space for a mid-size sedan, and the seats are comfortable for an adult to ride along for a lengthy trip.

There’s a centre armrest, hidden cupholders, and a generally light and open feeling thanks to the panoramic sunroof.

The battery for the hybrid system sits under the second row seats, which means there’s no uneven flooring in the 315L boot.

Inside the GLC63 is clearly a derivative of the rest of the range, with its C-Class-inspired design and layout, but there’s enough AMG-specific elements to ensure it looks and feels special. This starts with the AMG steering wheel, which comes not only with a thick rim wrapped in Alcantara, but also some AMG special dials to adjust the various performance settings for the powertrain, suspension and transmission.

Then there are the AMG-specific seats, which look good and offer good support for the driver and front seat passenger. The rear seats offer decent space for what is a mid-size SUV, with room enough for two adults or teenagers or three smaller kids.

Those in the back aren’t particularly well looked after though, with only rear air-con vents and small door pockets but no USB charging ports or other small item storage.

The boot is 590 litres, down from 620L in the rest of the range, thanks to the addition of the rear-mounted electric motor. There’s also no room for the temporary spare the rest of the GLC range gets and instead you have to make do with a puncture repair kit.

The power and torque figures aren’t the only numbers that have risen sharply, with the GLC63 clearly impacted by a double whammy of inflation and the usual new-car price rise.

The GLC63 now starts at more than $191,814 for the SUV and $198,415 for the Coupe, which represents a nearly $30k increase over the old V8-powered model, which was priced at $164,600 just two years ago. Even for luxury car buyers that’s a big jump, especially when you’re trying to convince people of the merits of the four-cylinder powertrain. 

That also means it's more expensive than all of its key competitors, including the BMW X3 M Competition, Maserati’s Grecale and the outgoing, petrol-powered Porsche Macan GTS.

To help explain some of this price increase Mercedes-Benz Australia has opted for a high level of standard specification for local cars. Standard equipment includes 21-inch alloys, AMG composite braking, a panoramic sliding sunroof, a unique AMG steering wheel, power-adjustable sports seats in Nappa leather, a head-up display, dual-zone climate control, wireless smartphone charging and a Burmester 3D Sound system.

Also included is the AMG Track Pace suite, for those who want to unleash their GLC on the racetrack.

There’s also a limited run, AMG Edition 1 Package available too, for an additional $12,900. On the outside you get Manufaktur graphite grey magno paint, foiling with colour gradation and large AMG logo on the sides, an AMG Aerodynamics Package, unique alloy wheels with Edition 1 and AMG branding, yellow brake calipers and an AMG fuel filler cap in silver chrome with AMG lettering. 

Inside there’s AMG Performance seats, AMG Nappa leather in black with yellow contrasting stitching, AMG illuminated door sills,  carbon-fibre AMG trim highlights, yellow seat belts and a unique AMG Performance steering wheel wrapped in carbon-fibre and microfibre.

The C350e’s plug-in hybrid drivetrain consists of a 2.0-litre turbo-petrol four-cylinder engine and an electric motor that drives the rear wheels via a nine-speed automatic transmission.

The combustion engine’s peak outputs are 150kW and 320Nm, while the 95kW/440Nm electric motor works with it to land on a total system output of 230kW and 550Nm.

While it’s not lightning quick, the C350e has a decent claimed 0-100km/h sprint of 6.1 seconds, and from the driver’s seat it certainly feels brisk enough to get out of its own way.

This is what lies at the heart of the AMG GLC63’s success or failure. As I mentioned at the beginning, the previous generation’s 4.0-litre twin-turbo V8 has been replaced by an F1-inspired plug-in hybrid powertrain.

But don’t think that means AMG is suddenly focused on efficiency over performance. When AMG says the powertrain is inspired by the brand’s success in Formula 1 racing, what it means is the battery and electric motor provides a significant performance boost to support the internal combustion engine, not just save fuel.

To that end the combination of the turbocharged 2.0-litre four-cylinder petrol engine and the rear-mounted electric motor produces an impressive 500kW and 1020Nm. That’s a massive jump over the 375kW/700Nm made by the outgoing V8.

Mercedes officially claims the C350e has a driving range of 104km under NEDC testing, with a 25.4kWh battery supplying the juice.

Official fuel use is just 1.5L/100km, but Mercedes says that becomes 7.6L without any battery charge to help it out.

Under standard 11kW AC charging, it’s about two hours from flat to full, but with the optional 55kW DC fast-charging, it takes about 20 minutes from flat to 80 per cent.

Mercedes makes no secret that the battery is designed for performance, not saving fuel. It only has a 14km EV range but can recharge quickly on the move to provide a power boost when needed.

But despite all that, the GLC63 is actually significantly more fuel efficient than the old V8, using a claimed 7.3L/100km, which is a massive 4.9L/100km improvement over the old model. Although, on our day-long test drive we didn’t manage to come close to that claimed figure and instead saw returns around 11L/100km, albeit after a lot of spirited open-road driving.

The C350e has a few drive modes that are mostly self-explanatory, those being Battery Hold, Electric, Hybrid, Sport and Individual.

You’ll likely find yourself using Electric and Hybrid most of the time, so we’ll focus on those. Sport is fine but somewhat defeats the purpose of the plug-in system for day-to-day driving.

In electric mode, the C350e doesn’t feel like it’s lacking any power without the engine helping it along. Acceleration is smooth, brisk enough, and a 130km/h top speed means you won’t need the engine on your commute.

Realistically, its 104km range is probably somewhere closer to 80km, but covers you for a decent daily distance.

Let the car use the engine to help out via Hybrid mode and, if you’ve got music playing, you might not notice the engine starting and cutting. The system is smooth and it means a much longer life out of the battery before needing to charge. That, and there’s the benefit of more brisk acceleration thanks to the hefty 230kW/550Nm total outputs.

Everything else about the C350e is classic C-Class - the ride is controlled and the suspension does a decent job of soaking up bumps and rough roads, the comfort and self-levelling suspension makes cornering smooth and inspires confidence.

The most noticeable shortcoming for the car is its transmission hesitation if you put your foot down quickly, though the ability to use the paddles to choose your own gears in Sport mode avoids this.

In Electric or Hybrid, the paddles decide how much braking regen to apply, a useful feature that lets you recuperate some power for the battery if your drive includes a lot of downhill slopes or if you’re avoiding relying on the brake pedal.

The C530e’s extra weight doesn’t dull its driving characteristics as you might expect from a car laden with PHEV tech, so it’s a welcome surprise that you could pick up a plush plug-in for the same price as a combustion C300.

Anyone who still believes in the adage ‘there’s no replacement for displacement’ hasn’t driven a modern turbocharged and hybridised engine. The GLC63 is a demonstration of the metaphorical and literal power of modern technology, combining an extremely efficient and potent internal combustion engine with an electric motor to make enormous real-world performance.

To be blunt, the GLC63 feels like a rocketship out of corners, launching with a ferocity and relentlessness the old V8 simply can’t match. It shouldn’t come as a surprise, a mid-size SUV with 1020Nm was always going to have plenty of performance, but even so it’s a shock to the system every time you give the GLC63 full throttle. Officially AMG claims it takes just 3.5 seconds to run 0-100km/h and has an electronically limited top speed of 275km/h - mighty impressive figures for a five-seat mid-size SUV.

To help get all that torque to the road, AMG deploys torque distribution technology that allows for it to be split an even 50/50 front/rear all the way to 100 per cent to the rear tyres.

Other technologies deployed to enhance its handling include AMG Ride Control suspension with adaptive damping and rear-axle steering. There’s also eight AMG Dynamic Select driving modes and four AMG Dynamics settings (Basic, Advanced, Pro and Master), so it’s a complex vehicle that is designed for the enthusiast.

While it’s easy to drive around town, once you get out on the open road you can really get a sense of the GLC63’s performance potential. Beyond just its powertrain the suspension offers good body control and the rear-axle steering helps it feel agile and responsive. 

It’s not perfect though. At times the complexity of the system does lead to some hesitation when you put your foot down. It certainly lacks the linear power delivery of the old V8 and makes for a slightly trickier driving experience at times.

As for the sound, which is one of the biggest elements missing from the V8, Mercedes has added AMG Real Performance Sound, which features a pressure sensor in the exhaust that picks up on the engine note and plays it through the speaker system. It certainly helps make for a louder, more noticeable engine noise, but it still sounds more like an A45 than the previous GLC63 and for many would-be buyers, that’s a major turn-off.

The GLC63 comes standard with a comprehensive suite of safety features including 'Distronic' (Mercedes’ name for adaptive cruise control), 'Active Lane Keeping Assist', 'Blind Spot Assist', 'Traffic Light Assist' and 'Adaptive Highbeam Assist'. It also includes Mercedes’ 'Pre-Safe' accident anticipation system - which pre-tensions the seat belts and will even play a white noise to protect your ears if it senses a crash is imminent.

A parking system that includes a 360-degree camera and active parking assist is also included.

The GLC range was awarded a five-star ANCAP rating in 2022, which pre-dates the latest testing protocols, so doesn’t provide a like-to-like comparison for vehicles tested after that date.

Mercedes has a five-year, unlimited kilometre warranty which is decent for a premium brand.

Servicing is pricey, though. 

A three-year pack covering a service every 12 months (or 25,000km, whichever comes first) costs $3355, that being just three services.

Four years costs $4630, or five includes a more expensive service and brings the total to $6890. That’s an average of $1378 per service.

Finding somewhere to spend that money shouldn’t be hard as there are 100 dealers listed in Australia.

The GLC63 is covered by Mercedes Australia’s usual five-year/unlimited kilometres warranty.

As for maintenance, Mercedes offers service plans, spanning three to five years. Three years will cost you $5025, $6455 for four years and five years is priced from $7180. Servicing intervals are 12 months or 20,000km, whichever comes first.