Mercedes-Benz GLB-Class vs Mercedes-Benz G-Class

What's the difference?

The new GLB is a worthy successor to the original. It has retained everything that made it such a unique proposition but improves where it counts - interior space and comfort, in-car and safety tech, standard features, powertrain, ride quality and, importantly, value-for-money.

The EV is the pick of the powertrains and while I didn’t get to drive it, the GLB250+ is the best value.

Servicing is expensive and the standard glass roof is a bugbear but if you can cope with those things, the boxy GLB is a terrific smallish family SUV.

As per the 1979 original, the current G-Class is produced by Magna Steyr in Arnie’s home town of Graz in Austria. And many fundamental things haven’t changed since then. But clearly this EV monster’s exotic electric powertrain is a huge departure.

It retains impressive off-road ability and straight-line speed. But will it hit the mark with top-end luxury 4WDers? Short story, this thing is wild, and it will be irresistible for a likely narrow band of tech-focused ‘must have the latest and greatest’ buyers. Nothing like impressing friends and family with a tank turn.

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

The original first-generation GLB was a standout when it comes to exterior design. It was boxy, upright and unlike anything else in the premium SUV segment. If you wanted a conventional Mercedes SUV you could opt for the smaller, bubble-shaped GLA or the larger, more sophisticated GLC.

But the GLB occupied its own space. Thankfully Benz has largely stuck with the script for the second-gen GLB, but they’ve modernised it.

Built on the new Mercedes Modular Architecture (MMA), the GLB is a full 98mm longer, has a 50mm longer wheelbase, is 27mm wider and 14mm shorter. And it does look noticeably lower to the ground compared to the old model.

While the square silhouette remains, Benz’s latest design direction is seen everywhere. The front end is more rounded now and has a large gaping low-set grille with an LED light bar running the width of the bonnet. It’s an acquired taste but I prefer the previous GLB face.

The rear is a much better angle for the GLB. Looking at it directly from the rear, it has pronounced shoulders that give it a lovely muscular look, and the curved tail-lights are a highlight.

Benz is leaning into its brand in a bid to stand out in an increasingly competitive global market. It’s doing this by using the iconic three-pointed star as a motif in the head and tail-light cluster, as well as the grille which is illuminated for some grades. I’m not sold on that element as it feels a bit over the top, but at least you won’t get confused about what brand of car it is.

Another design element I’m not sold on is the pop-out door handles. With car companies finding better solutions for handles, this seems out of touch.

Inside, everything feels upright. The integrated glass dash panel spans the width of the cabin, while brushed aluminium panels also feature. The signature Benz seat adjuster switches on the doors and the gorgeous air vent design have been upgraded successfully.

The three-spoke leather steering wheel in the GLB350 is a highlight - it’s the perfect width and well executed.

Overall the design is modern, tech focussed and very Benz.

Okay, so Mercedes-Benz says, with a straight face, that “with the aim of optimising the vehicle’s aerodynamics” classic G-Class elements have been revised, including the reprofiled bonnet, ‘air curtain’ vents in the flares over the rear wheel arches, A-pillar cladding and the small spoiler on the edge of the roof.

At the same time, the 20-inch wheels are also claimed to be "aerodynamically optimised” and underneath, a 26mm underbody casing made from a mix of materials, including carbon-fibre (attached to the ladder frame with more than 50 steel screws), protects the battery from dust, dirt and rocks.

In ticking off the Edition One, car-spotters should look for black rims with blue brake callipers behind them, blue inserts in the exterior protective strips as well as black door handles and a new rectangular design box on the rear door for storing items such as charging cables, tools or snow chains. If you want a spare wheel, choose the standard model.

An optional black-panel radiator grille ($3800) features tinted lighting units as well as an animated LED light band and chrome surround. The light band can be activated as a running light or an animation when locking and unlocking the vehicle.

And it’s worth noting Mercedes-Benz and the car’s contracted manufacturer, Magna Steyr, have invested much time and many Euros in retaining the car’s classic handle and door lock design. G-Wagen owners will recognise its sound from several kilometres away.

Inside the G580 it’s clear this is one area where the G-Class has progressed enormously over the decades. It’s still quite upright in terms of the dash design, but you’re confronted by twin 12.3-inch screens, supporting the Mercedes-Benz user interface. 

All very high-tech, but that’s balanced by an old-school grab-handle for the front passenger to latch onto during off-road work. 

The signature turbine-style air vents are located within squared-off panels, and in the limited Edition One you have a blue fleck running through carbon-fibre inserts on the centre console, door cards and that front grab handle. In the standard car it’s a (very attractive) walnut open-pore wood rather than carbon.

A luxurious interior for sure.

The extra length and width means more cabin space which is more apparent in the rear. But there is ample space up front, especially headroom.

The centre console sits up a little too high for my liking but it means you have under console storage with two USB-C ports, and a rubber mat so your phone doesn’t slide around.

It’s got a really deep central bin, while door cavities will only hold smaller bottles. You also get a wireless charger and two cupholders.

There is only a handful of buttons - hazard lights, volume, voice command and drive mode selection - under the central air vents. All other functions are found in the multimedia screen.

Benz has been a standout in the past decade with its MBUX multimedia system and the latest version is responsive, relatively easy to navigate (once you’ve located the key controls), and the graphics look super sharp and cool. The digital instrument cluster is similarly excellent.

Hopping into the second row, the seat base is set higher than the front seats for stadium seating. The seats have some bolstering but quite a lot of lumbar support.

There’s ample space in the second row, thanks to 68mm more space from the back of the seat to the front seat and an extra 34mm of headroom compared to the old car. I have ample knee, head and legroom behind my 183cm (six-foot) tall driving position, although my head is about the same height as the top of the window frame which impedes a little.

Amenities include smallish map pockets, two USB-C ports and knee-level air vents, which is always good to see. There’s a deep but skinny bottle holder on either side and a fold-down centre armrest that sits up a bit too high but it’s wide and has two shallow cupholders and a neat little phone holder.

Each of the 40/20/40 split seats folds via a pull strap at the seat base and the good news is you can adjust the second row backrest a little. The base is also on rails so it can slide fore and aft.

That is how you lower the seats to get into the third row, which is strictly for children. Benz has made it slightly easier for littlies to get back there but it is not a space for taller humans. In fact, Benz recommends up to 171cm tall at most.

One gripe is that there is no sunshade or blind for the massive standard panoramic fixed glass roof. Benz says it is tinted and has a film to reduce UV light and heat, but I’d say a few hours driving in Australian summer will challenge that. Benz isn’t the only brand doing this, but at least you can buy an accessory blind for your Polestar or Tesla. The fact is, not everyone wants a glass roof, especially in Australia, so this feature should be an option.

The boot can swallow 145 litres with all three rows up, increasing to 480L with the third row stowed and 1605L will all seats lowered. This is all decent for a smallish seven seater but if boot space is a priority then maybe have a look at a GLC.

There’s a floor mat and cargo blind but sadly no spare wheel of any kind, just a tyre repair kit, which isn’t great.

For the record, the G63 is just over 4.6m long and a little more than 1.9m wide with a 2890mm wheelbase. So, not huge, but its close to 2.0m height is hard to ignore. 

In the front there’s lots of breathing space, and in terms of storage you have generous bins in the doors with plenty of room for big bottles. Then there’s a centre armrest, which doubles as the top of a deep storage box housing a USB-C port inside. 

A sliding roller cover in the centre console reveals two cupholders, another two USB-C sockets, a 12-volt outlet and a wireless charging pad. Add in a big glove box and you’ve got plenty of options in terms of storage, power and connectivity. 

In the back, sitting behind the driver’s seat set for my 183cm position I’ve got tons of foot and legroom and, no surprise, lots of headroom.

There’s a fair bit of sculpting in the rear seat, which is as nice as it is unusual (makers often avoid bolsters on the rear seat as it makes the backrest harder to fold flat). And in terms of three-abreast accommodation, a smaller adult will be okay in the centre spot for shorter journeys. Three up to mid-teenage kids will be swimming in it.

Then, for practicality you again have generous bins in the doors. And if you need even more capacity, fold down the centre armrest which houses two different size cupholders. 

In the rear of the centre console you’ve got two USB-Cs, a 12-volt power outlet, individual climate control and directional vents.

There are map rockets on the front seatbacks and more air vents in the B-pillar. So, when it comes to comfort, powering up devices and storing ‘things’ you’re well taken care of.

The side-opening tailgate door opens from right to left, which isn’t ideal when parallel parked on the left hand side of the road, but boot volume is over 600 litres (VDA) with all seats upright, expanding to nearly 2000 litres with the 60/40 split-folding rear seat lowered.

There are multiple tie-down hooks, a netted pocket, two lights, a 12-volt outlet as well as a ‘ski-port’ door and sliding cargo cover to enhance practicality and security.

As mentioned earlier, the full-size spare in the standard model, but the Design Box replaces it on the Edition One, although Mercedes-Benz says it’s aiming to make a spare available as an option later in the year.

The new Mercedes-Benz G580 is priced at $249,900 and a more highly-specified limited Edition One version comes in at $299,900, both before on-road costs.

That’s a price territory where the BMW X5 and X6 M Competition ($244,900 & $250,900) as well as the Range Rover Autobiography ($233,961) live. Not to mention competition from the G580’s still available and appreciably pricier twin-turbo V8 Mercedes-AMG G63 stablemate ($365,900).

As you’d expect, the standard features list is substantial and the highlights are Burmester 3D Surround Sound audio (with digital radio), leather upholstery, keyless entry and start, a multi-function steering wheel trimmed in Nappa leather, power front seats with memory function, heated and cooled cupholders, and wireless smartphone charging. 

There’s also dual 12.3-inch driver instrument and central media displays, ambient lighting and adaptive LED headlights as well as Android Auto and Apple CarPlay.

As well as cosmetic changes, covered shortly, the Edition One steps up to ‘Silver Pearl’ and black Nappa leather trim (with blue contrast stitching).

There’s also a range of optional packages bundling up everything from exterior body elements to interior trim and additional multimedia, the latter especially for back-seaters. 

The ‘Night Package’ ($4300) includes black exterior mirror housings, black running boards and wheels as well as darkened exterior lights and a radiator shell that can be illuminated for an impressive profile while driving.

A ‘Superior Line Interior Plus Package’ ($14,500) brings full Nappa leather upholstery, ‘Active Multicontour Seat Package Plus’ and grab handles in leather. Then a ‘Manufaktur Exterior Package’ ($4100) finishes the roof, bumpers and wheel arches in ‘Obsidian Black’. 

But the one that will score you maximum brownie points with the kids is the ‘Interior Comfort Package’ ($8500), featuring a rear seat entertainment system, including two integrated 11.6-inch touch displays.

Both mild-hybrid versions of the GLB are powered by a 1.5-litre four-cylinder turbo-petrol engine with 48-volt mild-hybrid tech that includes a 1.3kWh lithium ion battery.

The front-wheel-drive GLB200 delivers 120 kilowatts of power and 250 Newton metres of torque for an 8.7-second 0-100km/h dash time.

The all-wheel drive GLB220 4Matic gets a power and torque boost to 140kW/300Nm for a 7.5-second 0-100km/h time. Both petrol grades use an eight-speed dual-clutch automatic transmission.

For the EVs, the rear-drive GLB250+ delivers 200kW/335Nm and hits 100km/h from zero in 7.4 seconds.

The GLB350 4Matic ups that to 260kW/515Nm and a 100km/h dash time of 5.5 seconds.

The G580 is powered by four permanently excited synchronous motors, each delivering around a CLA200’s worth of power and torque to each wheel for overall outputs in excess of 432kW/1164Nm.

Each motor has its own two-stage transmission and power electronics for almost infinite fine-tuning of the direction and amount of drive sent to individual wheels. Merc calls it ‘individual-wheel drive’.

The GLB EVs uses a nickel manganese cobalt (NMC) battery with 85kW of usable energy.

Driving range and energy efficiency for the GLB250+ is a decent 570km and 15.5 kilowatt hours per 100km. The two-motor AWD GLB350 range drops slightly to 554km and uses 17.7kWh/100km

The EVs have four regenerative braking modes. After a long morning drive in the GLB350 I recorded 15.5kWh, which is solid.

The new GLB uses an 800-volt architecture supporting DC fast charging up to 320kW. Under the right conditions at a high-powered DC charging station, you can technically add up to 260km of range in 10 minutes, according to Mercedes.

AC charging capacity is available up to 22kW and there are four regenerative braking modes, as well.

When it comes to fuel economy in the mild hybrids, the GLB200 consumes 6.1 litres per 100km and the GLB220 sips 6.5L. This powertrain has the ability to use electric power to coast when cruising at highway speeds.

Housed in a torsion-resistant casing and embedded low down in its ladder-frame chassis, the G580’s 116kWh two-tier, liquid-cooled lithium-ion battery pack delivers a WLTP-rated range of 473km, or 567km on the more lenient NEDC scale.

‘Eco Assistant’ and ‘Range Monitoring’ functions provide continuous information on battery status, energy consumption and estimated range.

Maximum system capacity is 400 volts which enables 200kW DC charging, meaning a 10 to 80 per cent fill in as little as 32 minutes. Maximum AC charging capacity is 11kW.

Claimed energy use is 23.1kWh/100km, and we saw an average of 28.6kWh across urban and highway running on the launch drive program.

Not exactly a ‘green’ EV choice, then, but it’s worth noting a one-year Chargefox subscription is included to off-set the car’s energy appetite.

I have driven the previous GLB250, which was a fun, punchy SUV. There’s no sporty second-gen variant yet, but if you’re after performance, check out the EV rather than the mild-hybrid.

I only drove the mild-hybrid briefly at the launch event so I’ll focus most of my impressions on the EV. The GLB220 4Matic is quick enough off the line, but there is some lag. Brakes are strong and the cabin is well insulted.

But for me, the EV is the clear pick.

Of the EVs I only drove the GLB350 4Matic as Benz didn’t have a 250+ available.

It’s very quick from a standing start, but not whiplash quick and that is perfectly appropriate for a family-friendly SUV. It delivers the power in a linear manner but when you put the foot down it is very responsive.

I couldn’t detect a massive difference between Comfort and Sport mode to be honest, but you get enough punch in Comfort.

The GLB is tall and top heavy so there is body roll but that’s fine for this sort of vehicle. You’ll notice the weight of this car if you push it into a tight bend at speed - it’s quite heavy and I felt a bit of lateral movement, but the traction control systems help keep the car in check. The grippy tyres help here, too.

Benz has worked hard to improve ride quality with the new-gen model and it shows. The drive route from Melbourne’s south-eastern suburbs to the Mornington Peninsula was littered with potholes, some that looked like they could cause serious damage. The GLB soaked up even some of the sharper holes like a pro. The ride at urban speeds is calm and measured.

The sound deadening measures have clearly helped as well as it is a much quieter cabin than its predecessor. All of this adds to the feeling that this GLB is a more refined, premium SUV than the old model.

I found the steering a little light and twitchy at the start of the drive but by the end of the day I noticed some heft to the feel, and it’s still direct.

The brakes in the EV are a little slower to respond than the mild-hybrid, which takes some time to get used to.

But overall, the drive experience is largely very positive.

So, with 432kW and around 1160Nm, even though the G580 weighs in at around three tonnes, you’re talking 0-100 km/h in 4.7 seconds. And this car gets up and goes… like a beast.

What you don’t get is that traditional Merc-AMG G63 V8 rumble, because, of course, no engine. 

But you do get what Mercedes calls ‘G-Roar’, essentially a sound bar at the front of the car also using the audio system inside to give it what is not exactly an engine noise but some sense of the car progressing. And you can turn it off for completely silent running.

‘Electric Dynamic Select’ changes the parameters of the motors, transmission, suspension, ESP and steering as required. On-road that means ‘Comfort’, ‘Sport’ and ‘Individual’ modes, with off-road comprising ‘Trail’ and ‘Rock’. In the Comfort setting drive flows primarily to one axle for optimum energy efficiency.

Suspension is by double wishbones at the front and a De Dion-style live (rigid) axle at the rear. You’ve got the same adaptive-type set-up as per other G-Class models, so ‘Comfort’ and ‘Sport’ modes and of the many traditional G-Class traits this car exhibits, ride quality is one of them.

Even in Comfort you’ll find even little bumps and thumps making their way up into the seat of the pants and the cabin. It is after all a body-on-frame, ladder-chassis type vehicle and that’s not unusual.  

In terms of steering, it’s accurate and road feel is good. You’ve got 275-wide Falken Azenis FK520 tyres that are more on- than off-road focused. The car feels stable and nicely planted on the road.

The physical brakes are by ventilated discs front and rear, and the big rotors are the same size (353mm) all around. They work nicely and feel like a conventional set-up.

Regenerative braking kicks in as soon as you lift off the accelerator pedal. The powertrain is harvesting energy as the car decelerates and there are four levels you can adjust with the steering wheel paddles up to a quite aggressive level - not quite, but close to a single-pedal set-up.

Off-road, the G580’s ‘G-Steering’ system allows the wheels to turn at different speeds to induce slight ‘drift-like’ oversteer and tighten the turning circle. It works beautifully and the car’s fording depth is 850mm, a full 150mm more than internal-combustion G-Class models.

A three-speed off-road crawl function is adjustable to speeds as low as 2.0km/h, and the car is claimed to remain stable on sideways slopes up to 35 degrees. 

Torque vectoring is used to create ‘virtual diff locks’ and there’s a ‘low-range’ setting. Switch to the ‘Offroad Cockpit’ and data including gradient, lateral inclination, compass readings, tyre pressures and the selected G-Mode appear.

A ‘Transparent Bonnet’ function creates a virtual view of what’s approaching and passing under the front wheels to help the driver pick their way through steep ascents or declines.

For the record, the G580’s approach angle is 32 degrees, departure is 30.7, breakover is 20.3 and ground-clearance is 250mm.

And of course, with the wheels independently powered, the G580’s signature move is what Mercedes-Benz calls a ‘G-Turn’ but the rest of the world calls a tank turn.

If you encounter an obstacle that makes forward progress impossible, the system spins the left- and right-hand wheels in opposite directions so this brute can turn on the spot like an M1 Abrams. You can’t help but crack up laughing when executing this extreme party trick!

In terms of miscellaneous observations around ergonomics and the car in general, it has a 13.6-metre conventional turning circle. So if you’re not using the G Turn function in the car park be ready for a sizeable turning arc.

Also, those aero tweaks here and there seem to have had an effect. Wind noise, especially for such an upright, squared-off design is surprisingly modest. And overall, from a build point of view, this car feels as though it’s been carved from a solid piece of metal. In every aspect it presents as a quality item.

Although the Mercedes-AMG G63 carries a maximum five-star ANCAP safety assessment from 2018, the pure-electric G580 is unrated. But crash avoidance tech includes active cruise control, ‘Active Steering Assist’, high-speed AEB, traffic sign recognition, lane-keeping assist, blind-spot monitoring, driver fatigue monitoring as well as a 360-degree camera view and ‘Active Parking Assist’.

And if a crash is unavoidable, there are no fewer than 11 airbags on-board, including driver and front passenger front and side, rear side, full-length curtains, driver and passenger knee and a front centre bag.

There are three top-tether points for child seats across the second row, with ISOFIX anchors on the two outer positions.

The GLB comes with Mercedes’ five-year, unlimited kilometre warranty, which is now the standard in the premium segment. The EV’s battery warranty lasts eight years or 160,000km, which is also pretty standard.

Services are required every year or 25,000km which is a decent interval.

Benz offers pre-paid service packages running for three, four or five years. The mild-hybrid is $3430 for three years, $4680 for four and $6300 for five years.

The EV is more affordable to service, costing $2525 for three, $3765 for four and $4440 for five years.

This is quite pricey compared to rivals. BMW’s iX3 is offered with a six-year pre-paid plan and it’s $2420. The Polestar 4 is free to service for the first five years.

The G580 is covered by Mercedes-Benz Australia’s five-year/unlimited-km warranty, which remains the standard offering in the premium part of the market and an eight-year/160,000km drive battery warranty.

Service intervals are every 12 months or 20,000km with service plan pricing available over three ($2645), four ($3980) and five ($4670) years. In approximate terms, each workshop visit will cost ‘around’ $900. Not exactly cheap, especially for an EV, but this is no ordinary electric vehicle.