Mercedes-Benz GLA-Class vs BMW X4

What's the difference?

With Mercedes-Benz’s vast number of SUVs, there is room for an urban luxury crossover niche, and the GLA delivers in spades.

Indeed, in 250 4Matic guise, it is that rare thing – a high-riding hatch with dynamics to shame most dedicated pocket-rockets. It really is a hoot if you find the right road, regardless of weather conditions. The Benz has towering talent.

However, even without desirable options like adaptive dampers and a full suite of driver-assist safety technology, the GLA is expensive, does not quite carry off the price tag from an interior quality point of view, and struggles to maintain the degree of comfort and refinement expected from a Mercedes – with or without the $3K necessary to score adaptive dampers.

Still, especially because of the way the GLA looks, goes, stops and steers, if you can afford it, you’ll be rewarded. There’s never been a more rounded GLA.

Okay, so the BMW X4 xDrive30i is neither an ass nor an elbow, to be fair, it's more of a bulky shoulder muscle, or two.

I can't say I'll ever love the X4, the idea of it is a bit too weird for me, but I can't help admiring the way it looks and the way it drives.

It's a bit like a sedan on steroids - or an SUV on a diet, depending on your perspective - but that doesn’t take away from the fact that it’s fun to drive, comfortable and retains just enough coolness, and just enough practicality, to make it worthwhile.

Looking like a mini-me GLC, today's GLA trades some of its predecessor’s edgier design elements like the slammed roof and exaggerated broad-shouldered stance for a more amorphous if elegant appearance. Even with the cliché plastic cladding around the squared-off wheel arches, it’s still a looker.

The net result is arguably the most attractive of all the MFA2 A-Class offshoots. It sits well within the Mercedes hierarchy of SUVs, bringing a swoopy coupe-like silhouette compared to the ultra-upright GLB.

Along with being 30mm wider, it’s also visibly taller than before, with a handy 213mm of ground clearance compared to just 157mm last time around. And the wheelbase has been stretched to the benefit of rear-passenger room – a bugbear of the old GLA. That's progress.

So here's the thing. Obviously I have a personal beef with the existence of vehicles like this, but my eyes cannot deny the facts - the X4 looks fantastic. It's muscular, imposing and smooth all at once. Unlike the X6, a bigger and less visually successful attempt to play the same styling tricks with an X5, it doesn't have a ridiculous rear view that looks like it shoulders and buttocks have been fused (although it's hard to miss just how small the rear window is).

Even more impressively, there's no denying it looks better than the X3 that gave birth to it, so I can easily see why someone in a BMW showroom could be drawn to it. At least until they sit inside.

If the exterior style and eye-catching Sophisto Grey metallic paint don’t make an immediate impression then your eyes will surely widen at the interior, resplendent with bold Tacora Red seats, Aluminium Rhombicle trim finisher and the kind of sleek, classy styling that BMW excels in. 

Both the adjustable ambient lighting on the doors (we were partial to lilac) and door projectors that shot out what looked like robot wings onto the ground every time we hopped out of the X4 at night walked a fine line between futuristic cool and “parked out the front of a nightclub entrance” chintz, but over time the scales tipped more to the former. 

The big differentiator between the X4 and X3, of course, is the sloped coupé roof, a design feature that may make the X4 look a little cooler, but at the expense of cabin space, but more of that in a moment.

Compared to before, the 2021 GLA is some 122mm taller, so ushers in a higher hip point for loftier seating – reducing that jumped-up hatch feel. Headroom improves obviously, as does rear legroom, a corollary of a 30mm wheelbase stretch (to 2729mm).

Wide apertures also make entry into and out of the German-built GLA child's play, though the solid heft of their doors is serious business at this end of the segment, very satisfyingly Teutonic and totally on-brand. This is something you won’t enjoy in a Subaru XV.

Then you s-c-r-a-p-e the underside of the front doors on the pavement literally every time you swing it to get out, and wonder whether Mercedes engineers have ever been to Australia. This fail drove us spare. Heaven help the GLAs in towns and cities with bluestone sidewalks. Maybe all that extra AMG packaging is the culprit.

Still, most of the other basics are spot-on and can’t really be faulted; cosy yet spacious for four adults – especially up front, ample vision, an excellent driving position aided by heaps of seat and steering wheel adjustability, cosseting front sports buckets that you just sink into, torrents of ventilation from those delectable turbine vents and stacks of storage. Collectively they make the GLA a welcoming, opulent place to travel in. Only the hapless fifth occupant squished between the outboard rear-seat passengers might think otherwise. But nobody buys this Benz for carting people around. That's the GLB's job.

Several years ago, Daimler poached a senior Audi designer and since then Mercedes’ dashboards have morphed into a multi-coloured multimedia diorama of touchscreen technology that threatens to completely take over the universe. Choose the right combination of colours and lighting and it's like your very own White Night on wheels. Starting with 2018’s A-Class, the striking, spangly MBUX system that underpins all this has come to be widely admired and imitated. For aesthetics anyway, with its vivid hues, panoramic displays and simple, tiled applications, it’s been a real trip.

Anyway, back to reality. From a tactility and functionality point of view, there’s still work to be done.

Access to the multimedia (including our GLA's banging optional audio system) and car settings areas is possible via a mildly fiddly finger-pad arrangement down forward in the centre console, or smaller yet much more annoying thumb sensor tabs on the wheel spokes. These are not easy to modulate on the move. Additionally, their menus can be confusing to navigate through and sometimes counterintuitive in operation. Mercedes obviously realises this as a quick-guide pamphlet is provided on old-fashioned cardboard paper. How quaint.

Eventually all areas can be mastered over time, but the functionality is complicated and may overwhelm the not-so-tech savvy. Additionally, the ‘Hey, Mercedes!’ voice control is impressive for getting MBUX to perform basic multimedia and vehicle settings-related changes, but it too-often erratic, unreliable and ultimately frustrating for more complicated commands. Perhaps elocution lessons on behalf of the operator may help.

But not as much as the profound disappointment we endure from the cheapness of some of the materials, the wincing cellophane-like sounds when pressing on some of the surfaces such as the door cards, or that emanate after a particularly bumpy section of bad roads. Sheeny reflections and hard textures in a car optioned with extras that total up to nearly $82,500 just don’t cut it.  

At least in this latest-gen GLA, the rear seat area seems much improved over the previous models, with more space, comfy and supportive seating (remember ours featured the $607 sliding function that ought to be standard) and a reclining backrest. All amenities are present, with deep pockets, fresh air from twin vent outlets, reading lights and thoughtfully placed armrests – but, again, the latter’s extendable cupholders feel brittle and cheap.

Further back, the 435-litre cargo area is sufficiently sized and practical for smaller family use (at last), aided by a 40/20/40 backrest fold and that slide-able cushion to extend capacity further. There is no spare wheel, but a tyre inflation kit is fitted in lieu.

Overall, then, better than before, with that fundamental rock-solid heft, luxurious aura and alluring premium-car aroma. The dazzling MBUX screen-related visuals, too, are endlessly entertaining to explore when the vehicle is not moving, but the GLA’s cabin is still not quite up to Mercedes’ reputation for exacting over-engineered excellence.

Or even to the standards of some mainstream alternatives.

For a car that is very much a mid-sized SUV on the outside, the interior can feel a bit too snug, like you’re driving a compact car that’s tried on a suit a few sizes too big (for reference, I’m 175cm tall - above-average height drivers may find the snugness soon turns to claustrophobia). 

While comfortable - it is BMW we’re talking about, after all - there’s not an overly abundant amount of headroom available, a feeling that becomes more pronounced should you shut the big moon roof.

My two children felt slightly too close to “you’re annoying me” distance from one another, which is to say this isn’t really the kind of car you should be getting if you plan on regularly ferrying about passengers in the rear who are bigger than a child. But I really don't think many people with kids would choose the X4 over the X3.

Boot space also takes a hit when compared to the X3 (550 litres versus 525-litres in the X4 - I was surprised the difference wasn't larger - although that expands to 1430-litres with the rear seats folded down. 

The boot opening is also mouth-shaped, which makes packing in wide-load items more of an issue.

Cupholders are plentiful - two in the front, two in the rear, and bottle holders in each door - and there’s a decent-sized storage cubby in between the front two seats. 

The sloped roof, and big fat A pillars, also result in the X4 being a bit more pinched at the rear, which is not especially great for visibility, with the vehicle’s blind spots taking some getting used to.

Cost-wise, the X4 is roughly in the same ballpark as the other cars in this strange sub-segment, but when you add in optional extras - metallic paint, panorama glass sunroof and BMW Laserlight headlights among them - the base price of $95,900 plus on-road costs sneaks up to $101,800, which is is no small figure. 

It’s also a considerable $8000 more than the SUV-shaped X3, meaning you’re essentially getting the same car, but with less cabin and boot space, for more money. To be fair, this is just part of a long tradition of the style-conscious buyer being willing to pay more for less, one that the invention of the coupe pretty much invented.

That kind of money also makes exclusions like adaptive cruise control, heated seats and wireless charging a bit of a head-scratcher.

Still, there’s plenty to love, including an M Sport kit that comes standard with the X4 (a suspension/brake package and various styling embellishments), butter-soft Tacora Red Vernasca leather seats (Sport adjustable for the driver and front passenger), 20-inch M light alloy double-spoked wheels, a head-up display, adaptive LED headlights, and an automatic tailgate. 

There’s also a generous high-resolution 12.3-inch control display and digital 12.3-inch instrument display, the former operated by touch or via the rotary iDrive Touch Controller. 

Cable-free Apple CarPlay and Android Auto are also available, but BMW allows you the option to use its iDrive system instead, just in case you're some kind of mad Munich fanboy - or you hate Apple. 

Mounted transversely, Mercedes’ M260 1991cc 2.0-litre four-cylinder petrol engine features a twin-cam, 16-valve design, a twin-scroll turbocharger and variable-valve timing, to help deliver 165kW of power at 5500rpm and 350Nm of torque at a low 1800rpm. With an impressive 97.2kW per tonne, it can hit 100km/h in 6.7 seconds, on the way to a 240km/h top speed.

All four wheels are driven by an eight-speed dual-clutch transmission (DCT), though most of the torque at lower speeds or during reduced throttle loads is delivered to the front wheels until extra traction is required out back. The gearbox is one of the very best of its type we’ve experienced – seamless, strong and largely lag-free.

Now, prepare to be confused. In the past, the 3.0 in the xDrive3.0i nomenclature might have led you to believe you'd bought a BMW with a 3.0-litre straight six engine. But in this case, you have not, the 3.0 just means you have a more exciting version of the 2.0; a TwinPower turbo 2.0-litre inline four-cylinder engine, making 179kW and 353Nm that the xDrive system delivers to all four wheels. 

The claimed zero to 100km/h time of 4.9 seconds feels completely realistic as this engine has plenty of poke. Put it in the Sport setting and you'll get some serious shove. Indeed, the switch between Comfort and Sport is very noticeable and changes the character of the car entirely.

The transmission is an eight-speed conventional torque converter automatic gearbox that’s both smooth and responsive. 

Weighing in at 1668kg (kerb), and with a bluff nose and high ground clearance also not helping, we didn’t expect great fuel economy, particularly given how hard and fast the GLA 250’s performance bandwidth is. It’s tempting to just blast your way from point A to point B.

However, at the pump we averaged 9.8 litres per 100km, which isn’t too bad at all considering the available muscle. The official figure is 7.5L/100km, for a carbon dioxide emissions rating of 170 grams per kilometre. With a 51-litre fuel tank, the theoretical range is around 680km.

Note that the GLA 250 requires 95 RON premium unleaded petrol as a minimum.

The X4’s 65-litre tank needs to be 95-octane at a minimum, and BMW’s claimed combined fuel consumption is 7.9 litres per 100km. The temptation to use its rorty little engine is going to push you higher, though - you chose the one with the 3.0 badge on it after all - and we averaged 10.9 litres per 100km in our week together, which was mainly city driving, to be fair. 

A soaring 2.0-litre turbo engine application, this is a slick, stirring and robust performer that can also do efficiency as effortlessly as launch the GLA 250 4Matic towards the horizon. Let’s not mince our words. This is a fast and fiery mover.

Three drive modes – Eco, Comfort and Sport – provide a wide spectrum of acceleration and throttle responses, and all deliver precisely what you’d expect. Eco’s fine for pottering around town smoothly and serenely; Sport morphs into a searing and seamless speed demon; and the default Comfort sits somewhere in the middle as the best of both worlds. There really is no faulting Mercedes’ M260 masterpiece.

The DCT also happens to be one of the better dual clutch autos, avoiding the lag and clunkiness pitfalls usually associated with this sort of gearbox. It’s even comparatively smooth off the line on hills. Ours came with the optional handy set of manual-mode paddle shifters, adding a welcome level of interactivity autos tend to overlook. Too bad Mercedes persists with that fiddly column lever that is forever prone to knocking the car out of drive. Even after 15 years, it's still so annoying.

What all this means for the urban driver is strong acceleration for flitting in and out of traffic gaps, as well as incredibly instantaneous point-to-point responses for commanding manoeuvrability, thanks to ultra-eager steering and assisted by outstanding brakes.

With struts up front and a multi-link rear end as standard, the GLA 250’s chassis, too, is a transformative for what is essentially a high-riding hatchback – but only if your pockets are deep enough.

Fitted with that near-$3K AMG Exclusive Package that includes adaptive dampers, our Benz displayed a definite hot-hatch attitude that really would make it the darling of Golf GTI owners who’ve outgrown their rides but not their girl/boyracer desires. Superb handling and hunkered-down roadholding really do make this the driver’s premium compact crossover. You can pretty much point and shoot this Merc as you might a Golf R, and likewise in most weather conditions thanks to all that reassuring tenacious grip.

Plus, if you’re put off by the hard ride in Sport, the Individual mode allows the driver to engage the soft damper mode while the engine and steering retain the hardcore settings. It’s a win-win situation – as long as you can stretch to that AMG Exclusive pack. We strongly recommend it, given the balance between ultimate high-speed control and comfort.

However, while this is all good news for rural and country folk seeking hot crossover fun, back around town, poor urban road conditions can reveal a flaw in the chassis’ ability to properly smother bumps and ruts. It’s the small frequency stuff that seems to transmit through, never really settling down.

The result is a jittery ride, that may somewhat undermine the GLA’s upmarket sheen. There’s also a fair degree of road noise coming through. Perhaps sticking with the 19-inch alloys instead of those lovely 20-inch rims is the solution here.

The impressive trick that BMW continually pulls off with its SUVs is giving them the same sensual, muscular steering as its sedans, and an impressively similar ride and handling balance.

The steering is the highlight here, but it's also noticeable how planted to the road it feels.

The X4 speaks to its looks, in fact, by feeling sportier and more alive to drive than you'd expect an X3 to be.  

This is less an SUV for soccer mums and dads, and more a bastard love-child that’s into loud leather and bright neon - a CEO who dressed punk rock-lite on weekends, if you will. 

If those weekends are bereft of child taxiing and loading up the boot with several tons of kid stuff, then you’ll have a blast in the X4. 

A 2018 test gave the X4 a five-star ANCAP safety rating, and an easily located button on the dash brings up the vehicle’s safety suite if you’re the kind of driver who likes to make a few adjustments. 

A 360-degree camera offers multiple viewpoints and is a godsend when parking the X4, since the cabin makes the car feel smaller than it actually is on the outside, and the range of safety features on offer are more than adequate. 

Those include autonomous emergency braking, dynamic braking lights, dynamic stability and traction control, rear-cross traffic alert, speed limit information and hill descent control. 

Unlike many luxury brands that persist with a sub-par three-year warranty, Mercedes-Benz offers a five-year/unlimited kilometre warranty.

Intervals are every year or 25,000km, with a capped price service plan starting at $550 for the first year, $750 for the second year and $1250 for the third year, totalling $2550. Alternatively, buyers can also choose a Service Plan, starting at $2050 for the first three years (saving $500 from the normal capped-price service plan), $2950 for four years and $3500 for five years.

Despite all the brouhaha about other car manufacturers offering more generous warranty periods - seven years for Kia, for example - BMW has not shifted its stance, still offering its standard three-year unlimited-kilometre warranty. Frankly, it's just not good enough.

BMW also offer a Service Inclusive package for $2010 that covers owners for five years, or 80,000km.