Mercedes-Benz GLB-Class vs Jaguar F-Pace

What's the difference?

It’s easy to say the GLB35 doesn’t deserve to be called an AMG when looking at its credentials on paper, but get behind the wheel and it’s evident Affalterbach played a key role in making it feel as special to drive as it should be.

The GLB35 has all of the great qualities of the GLB250 and other GLB variants, but successfully adds a performance focus to make for an even more compelling package.

Indeed, the GLB35 proves you can pretty much have it all.

The F-Pace has been gifted new styling, new engines and more practicality making it an even better SUV than it already was. You could seriously pick any of the grades and be happy with your purchase. Then there’s the question of the engine…

Jaguar says there’s a few more years left in the combustion engine yet, but we know exactly how many years – four, because the company has gone on the record announcing it will go fully electric by 2025. The question for you is – how will you ring out the end of an era – with a four-cylinder petrol, a six-cylinder turbo diesel, an inline turbo six petrol or a cracking V8? 

The sweetspot in the range is the R-Dynamic SE 400, with just enough luxury and more than enough grunt.

With the boxy and therefore rugged-looking GLB laying some great foundations, it’s no surprise the GLB35 looks pretty damn good – to these eyes, at least.

Being an AMG model, it stands out from the crowd with an aggressive body kit, with the chunky bumpers, aerodynamic roof spoiler and racy rear diffuser all unique alongside the now-signature Panamericana grille insert.

A set of 20-inch alloy wheels with 255/40 tyres ups the ante at the side, where the carryover black plastic wheel-arch and skirt cladding serves as an obligatory reminder that this is an SUV.

Also of note are the nicely designed LED headlights and tail-lights, which literally light the way, but there’s no getting past the bespoke diffuser element, which integrates the sports exhaust system’s dual 90mm tailpipes.

Inside, the GLB35 is a technological tour de force, with a pair of 10.25-inch high-resolution displays proudly sitting side by side atop the dashboard, with one the central touchscreen and the other the digital instrument cluster.

Both are powered by Mercedes-Benz’s MBUX multimedia system, which arguably remains the best there is today thanks its speed and breadth of functionality and input methods.

The GLB35 is also properly premium. Lugano leather upholstery covers the seats and armrests, while Nappa trims the sports steering wheel. Even the door shoulders and inserts get ‘cow hide’, although theirs is of the artificial variety.

Soft-touch materials are used for the upper dashboard, leaving hard plastics to the lower sections, which is what you’d expect for the price.

While the black headliner makes for a dark cabin, brightness comes from the metallic trim used throughout, notably on the steering wheel, dashboard, doors and centre console. And let’s not forget the pop of colour provided by the addictive ambient lighting.

And mercifully, scratch- and fingerprint-hungry gloss-black accents are limited to the surrounds of the turbine-style front air vents, dual-zone climate controls and centre console.

Unique to the GLB35 are Carbon Structure trim and stainless-steel sports pedals, just in case you forgot you weren’t driving a regular GLB.

The very first F-Pace arrived in Australia in 2016 and even after all these years and the arrival of more rivals I still think it’s the most beautiful SUV in its class. The new one seems to look a lot like the old one, but the styling updates have kept it cool.

If you want to see instantly how the design of the F-Pace has evolved from the original to the new one, be sure to watch my video above.

Short story is, this new F-Pace has been given a pretty major styling overhaul inside and out.

Gone is the old F-Pace’s plastic beak. That sounds weird but the previous F-Pace’s bonnet stopped short of the grille and a nose cone had been fitted to cover the rest of the distance. Now the new bonnet meets a larger, wider grille and its flow from the windscreen down isn’t disturbed by a large join line.

Also more pleasing to the eyes is the badge on the grille. The snarling jaguar head is now larger and no longer mounted on a terrible looking large plastic plate. The plate was for the adaptive cruise control radar sensor, but by making the Jaguar badge bigger, the plate was able to be house in the badge itself.

The headlights are slimmer, and the tail-lights have a new design which looks futuristic, but I miss the styling of the previous ones and the way they dipped into the tailgate.

Inside, the cabin has been made over with a giant landscape screen, new chunky climate control dials, a new steering wheel and the rotary shifter has been replaced by a regular upright one which is still small and compact, with cricket ball stitching. Again, take a look at the video I’ve made to see the transformation for yourself.

While all F-Paces have a similar look, the SVR is the high-performance member of the family and stands out with its giant 22-inch wheels, a tough body kit, quad tailpipes, a fixed SVR rear wing, and bonnet and fender vents.

For this update the SVR has been given a new front bumper and larger cooling vents flanking the grille. But it’s more than just tough looks, the aerodynamics have been revised to decrease lift by 35 per cent, too.

What hasn’t changed are the dimensions. The F-Pace is a mid-sized SUV measuring 4747mm end to end, standing 1664mm tall and with the mirrors out is 2175mm wide. That’s not huge, but make sure it’ll fit in your garage.

Measuring 4650mm long (with a 2829mm wheelbase), 1845mm wide and 1660mm tall, the GLB35 is more like the GLC43 in size than the GLA35, making it a mid-size SUV despite its small underpinnings. And that is good news for practicality.

Cargo capacity with the 50/50 split-fold third row stowed is more than solid, at 565 litres (VDA), but it can be increased to a cavernous 1800L with the 40/20/40 split-fold middle bench also not in use. If six or seven passengers are onboard, though, there’s very little room to move.

Nonetheless, the boot is still well packaged, featuring a huge aperture, no load lip, and a flat floor, which make loading and unloading bulkier items a hell of a lot easier. And even the load cover can be stored underfloor when out of action. How good.

There are also four tie-down points, two bag hooks, a side storage net and a 12V power outlet on hand to make matters even easier, while the rear seats can be stowed from the boot.

While we’re on the topic, Mercedes-Benz says the third row can accommodate passengers up to 168cm tall, with the middle bench able to slide fore and aft by up to 140mm.

Yes, I'm too tall, at 184cm, but I can still sit in the very back, although not in total comfort. All in all, about a centimetre of legroom and negligible headroom and toe-room are on offer there for me.

That said, getting in and out in the first place is the real challenge here, with the middle bench unable to tumble forward for easy ingress and egress. Yep, you’re not going to look smooth either way. Children can deal with it, but adults won’t be thrilled.

Therefore, the middle bench is the place to be, even when it’s slid all the way forward. Behind my driving position, it offers about a centimetre of legroom, but this can be increased to several inches by sliding it all the way back.

Either way, plenty of toe-room is available alongside more than an inch of headroom. The latter is more impressive when you consider that’s what you get with the standard dual-pane panoramic sunroof fitted.

Even better, the second row can seat three adults at a pinch, partly thanks to the low transmission tunnel, which means there’s the right amount of space for six fully grown feet across the two footwells. It goes without saying children will again be fine.

Speaking of which, four ISOFIX and five top-tether anchorage points are on hand for fitting up to four child seats across the second and third rows, which makes the GLB35 a serious option for families that like to be sporty.

There are plenty of in-cabin storage options, with the large central storage bin featuring a pair of USB-C ports, while the glovebox is also quite useful, even if it is oddly shaped. And there’s also a sunglasses holder in front of the rearview mirror.

The centre console’s cubby isn’t really designed for storage, with it basically taken up by two cupholders, another USB-C port and a wireless smartphone charger.

The front door bins can accommodate one small and two regular bottles each, which is great, while their rear counterparts can take one small and one regular apiece.

Second-row occupants also have access to a fold-down armrest with another pair of cupholders, but being of the retractable variety, they’re flimsy.

These passengers also have two USB-C ports, with the pair folding out below a small cubby and air vents, which are found at the back of the centre console. Storage nets are also fitted on the front seat backrests.

And don’t worry; the third row gets in on the action, with two cupholders (one regular, the other small) splitting the seats, which have individual USB-C ports and device straps to the sides.
 

The F-Pace was always practical with a big 509-litre boot and great rear leg and head room for even me at 191cm tall, but the cabin re-design has added better storage and usability.

The door pockets are larger, there’s a covered area under the floating centre console and in a victory for common sense and practicality the window switches have been relocated from the window sills to the armrests.

This is along with a deep centre console storage area, and two cupholders in the front and another two in the rear fold-down armrest.

Parents will be happy to know that all F-Paces come with directional air vents in the second row as well. And there are ISOFIX outboard child-seat anchors and three top-tether restraints, too.

There’s a Jaguar F-Pace for every budget as long as your budget is somewhere in between $80K and $150K. That’s quite a large range in price.

Now, I’m about to take you through the grade names and I need to warn you that it’s going to be messy and confusing a little bit like white water rafting, but not as wet. Life jacket on?

There are four grades: the S, SE, HSE and top-of-the-range SVR.

They all come standard with the R-Dynamic pack.

There are four engines: the P250, D300, P400 and P550. I’ll explain what this means in the engine section down below, but all you need to know is 'D' stands for diesel and 'P' for petrol and the higher the number the more grunt it has.

The S grade only comes with the P250. The SE comes with a choice of P250, D300 or P400. The HSE only comes with the P400 and the SVR has exclusive rights to the P550.

Following all this? Great.

So, the entry grade is officially called the R-Dynamic S P250 and it lists for $76,244 (all prices listed are MSRP - before on-road costs). Above this is the R-Dynamic SE P250 and it lists for $80,854, then there’s the R-Dynamic SE D300 for $96,194 and the R-Dynamic SE P400 for $98,654.

Almost there, you’re doing super.

The R-Dynamic HSE P400 lists for $110,404 and at the top is King F-Pace – the SVR with the P550 listing for $142,294.

There you are, wasn’t so bad was it?

Coming standard from the base grade up is the new 11.4-inch touchscreen, sat nav, Apple CarPlay and Android Auto, there’s keyless entry, push-button start, dual-zone climate, power adjustable front seats, leather upholstery, LED headlights and tail-lights, and an auto tailgate.

The entry-level S and the SE above it come with a six-speaker stereo, but as you step into the HSE and SVR more standard features appear such as a 13-speaker Meridian sound system, plus heated and ventilated front seats. A fully digital instrument cluster is standard on all grades apart from the entry S.

The options list is extensive and includes a head-up display ($1960), wireless charging ($455), and an Activity Key ($403) which looks like an iWatch that locks and unlocks the F-Pace.  

Paint prices? Narvik Black and Fuji White are standard at no extra cost for the S, SE and HSE. The SVR has its own standard palette and includes Santorini Black, Yulonhg White, Firenze Red, Bluefire Blue and Hakuba Silver. If you don’t have the SVR but want these colours it’ll be $1890, thank you.

The GLB35 is powered by an uprated version of the GLB250’s 2.0-litre turbo-petrol four-cylinder petrol engine, with the AMG-fettled version producing a more substantial 225kW of power from 5800-6100rpm and 400Nm of torque from 3000-4000rpm (up from 165kW/350Nm).

This version is also matched to an eight-speed dual-clutch automatic transmission as well as Mercedes-AMG’s front-biased but fully variable 4Matic all-wheel-drive system.

Thanks to this combination, the GLB35 can sprint from 0-100km/h in just 5.2 seconds with launch control enabled, while its electronically limited top speed is 250km/h.

Jaguar’s engine names sound like forms you have to fill in when you apply for a home loan.

The P250 is a 2.0-litre four-cylinder turbo petrol engine making 184kW and 365Nm; the D300 is a 3.0-litre six-cylinder turbo diesel producing 221kW and 650Nm; while the P400 is a 3.0-litre six-cylinder turbo petrol with outputs of 294kW and 550Nm.

The P550 is a supercharged 5.0-litre V8 producing a colossal 405kW and 700Nm.

The SE grade gives you the choice of the P250, D300 and P400, while the S only comes with the P250 and the SVR of course is powered only by the P550.

The D300 and D400 are new engines, both are straight sixes and replace the V6 engines in the old F-Pace. Superb engines, they are also found in the Defender and Range Rover.

Jaguar calls the D300 and P400 mild hybrids, but don’t be misled by the terminology. These engines are not hybrids in the sense that an electric motor is working to drive the wheels along with a combustion engine. Instead, a mild hybrid uses a 48-volt electrical system to help take the load off the engine by helping it start and running the electronics such as climate control. And yes, it does help save fuel, but not stacks.

There’s plenty of grunt from all these engines no matter which you choose, they all have eight-speed automatics and all-wheel drive.

You are also very likely looking at the last combustion engines to go into an F-Pace. See Jaguar has announced that it will only sell electric vehicles beyond 2025.

Four years and that’s it. Choose wisely.

The GLB35’s fuel consumption on the combined-cycle test (ADR 81/02) is 8.3L per 100km, while its carbon dioxide emissions are 186 grams per km. All things considered, both claims are pretty decent.

In our real-world testing, though, we averaged a high 14.1L/100km over 75km of driving split between highways and country roads, so not your typical mix, then. A heavy right foot also played into that result, so expect a better return after a regular run.

For reference, the GLB35’s 60L fuel tank can be filled up with 98RON petrol at minimum.

It doesn’t make sense that Jaguar has announced that it will be going all electric by 2025 yet doesn’t offer a plug-in hybrid in its Australian line-up, especially when there is one available overseas.

Jaguar says it doesn’t make sense either, but by that they mean business sense, in bringing one to Australia.  

So, for fuel economy I’m marking the F-Pace down. Yes, the D300 and P400 use clever mild-hybrid tech, but it doesn’t go far enough to reducing fuel use.

So the fuel consumptions, then. The official fuel consumption for the petrol P250 is 7.8L/100km, the diesel D300 will use 7.0L/100km, the P400 is stated to sip 8.7L/100km and the P550 V8 petrol will drink 11.7L/100km. Those figures are "combined cycle" numbers, after a combination of open and urban driving.

Don’t let the GLB35’s family friendliness fool you, this is an SUV that can get up and go.

The engine’s extra power and torque over the GLB250 are immediately felt behind the wheel, with the GLB35 accelerating with the vigour of an all-wheel-drive hot hatch, which makes sense given their similar claims.

And if you have one of the sportier drive modes engaged, the booming noise generated is also special – even if a lot of it is of the artificial variety, pumped into the cabin to make occupants feel like things are getting serious.

What is genuine, though, is the well-rounded transmission, which is characteristically quick with its upshifts. At the same time, it’s also relatively smooth, even at low speed, which has proven to be a challenge for dual-clutch units over time, but not here.

To earn the AMG badge, the GLB35 goes even further with other mechanical upgrades, including sports tunes for the suspension and steering.

Specifically, the GLB35’s independent suspension set-up not only consists of MacPherson-strut front and trailing-link rear axles with adaptive dampers, but also introduces new steering knuckles, transverse control arms on the front axle, and a stiffened subframe.

The resulting ride is actually quite good. Yes, the extra firmness over the GLB250 is noticeable – particularly in the sportier drive modes that stiffen the adaptive dampers all the way – but it’s by no means a deal-breaker.

That said, it’s worth noting our test vehicle was fitted with the optional 21-inch alloy wheels ($1990), so the GLB35’s like to ride even better on its standard package.

This is remarkable considering the handling improvements made, with the GLB35 managing body roll and pitch better than the GLB250 when pushing hard into and around corners, coming out of which grip is plentiful thanks to the all-wheel-drive system.

Thankfully, the standard-fit high-performance braking package consisting of 350mm front and 330mm rear discs with four- and one-piston callipers respectively helped it wash speed away with ease when attacking the twisty stuff with intent, even with 1857kg (kerb) to deal with.

Also on hand is electric power steering, which is speed-sensitive and has a variable ratio in the GLB35. Basically, it’s quicker when you want it to be, remaining on the lighter side in hand until you engage one of the sportier drive modes and weight is increased markedly.

My two test cars at the Australian launch of the new F-Pace were the R-Dynamic SE P400 and the R-Dynamic S P250. Both were fitted with the road noise cancellation system which comes with the optional $1560 Meridian stereo and reduces the level of road noise coming into the cabin.

Which would I rather? Look, I’d be fibbing if I didn’t say the SE P400 with its smooth inline six that has seemingly endless shove, but it’s $20K more than the S P250 and neither engine is low on grunt and both handle and ride almost identically.

That ride has been improved in this new F-Pace with the rear suspension being retuned so that it’s not so firm.

Steering is still on the sharp side, but body control feels better and more composed in this updated F-Pace.

On the twisty and quick country roads I tested the S P250 and SE 400, both performed superbly, with responsive engines, great handling, and serene cabins (thanks to the help of the noise cancelling tech).

The second part of the test was driving both in city traffic for the best part of an hour each which isn’t pleasant in any car. The now wider F-Pace seats were comfortable and supportive, however, the transmission seamlessly swapped gears and even rolling on 22-inch wheels in the SE and 20-inch alloys in the S the ride was excellent.  

The F-Pace scored the maximum five-star ANCAP rating when it was tested in 2017. Coming standard is advanced safety tech such as forward auto emergency braking (AEB), blind-spot assist, lane keeping assistance and rear cross-traffic alert.

This tech is great, but in the five years since the F-Pace first arrived safety equipment has moved on even further. So, while the AEB can detect pedestrians, it’s not designed to work for cyclists, there’s no reverse AEB, nor evasive manoeuvre systems, nor a centre airbag. All are items which weren’t common in 2017 but are now on most 2021 five-star rated cars.

As with all Mercedes-AMG models, the GLB35 comes with a five-year/unlimited-kilometre warranty, which currently sets the standard for the premium market. It also comes with five years of roadside assistance.

The GLB35’s service intervals are long, at every 12 months or 25,000km (whichever comes first). Better yet, it’s available with a three-year/75,000km capped-price servicing plan, but it costs $2750, with the third visit alone incurring a $1300 charge.

At the launch of the new F-Pace Jaguar announced that all of its vehicles would be covered by a five-year unlimited/kilometre warranty, a step up from the three-year coverage it used to offer.  

Service intervals? What are they? The F-Pace will tell you when it needs maintenance. But you should sign up for a five-year service plan which costs $1950 for the P250 engine, $2650 for the D300, $2250 for the P400 and $3750 for the P550.