Mercedes-Benz GLB vs Audi R8

What's the difference?

The Mercedes-Benz GLB is an oddball. While it isn’t my definition of beauty, it's a surprisingly capable and spacious small-to-medium SUV.

The entry-level GLB200, while comfortable, feels a bit underdone in the engine department. Therefore the mid-spec GLB250 with the more-powerful 2.0-litre turbo and mild-hybrid assistance plus all-wheel drive grip is the better pick.

The Audi R8 V10 RWD and V10 Performance Quattro have their own personalities. I'm a big fan of the lower-powered rear-wheel drive car, but the Performance is the ultimate here with better brakes and that 330km/h top speed. Either way the R8 is a true supercar, but one that doesn't have to be driven gingerly as though something may break off.

This isn’t the prettiest car ever. It has the Mazda CX-8 or CX-80 effect where you can tell a smaller car has been stretched and extended to create more interior space. It just looks a little awkward as a result.

The rear section of the GLB in particular is much higher and boxier than the GLA which makes it look rather back-heavy. Thankfully roof rails are standard which toughens the look somewhat.

The facelift that was introduced in 2023 brought an updated front bumper, as well as tweaked LED headlight and tail-light signatures. The changes aren’t wildly different from the original car that launched in 2019 but it’s still fresh enough.

Inside is where this car is starting to look its age. While Mercedes-Benz was one of the first to introduce a wraparound screen set-up combining the digital instrument cluster and touchscreen multimedia system into a single unit, many have copied this and it no longer looks unique.

It doesn’t help that the dual 10.25-inch screens are small now in comparison to newer rivals. It’s standard for a digital instrument cluster to be closer to 12.3-inches in diameter now.

A main interior change with this facelift included the removal of the touchpad controller on the centre console. In its place is now a shallow storage area which doesn’t really serve a purpose.

There’s also a new AMG-style steering wheel as standard which has fiddly gloss black touch sliders that get grimy upon use.

While the changes are welcome, the ageing roots are still present. You can’t escape the blingy touches that just end up looking cheap and tacky.

A key example of this are the air vents which have obnoxious interior ambient lighting in them to try and make the cabin look cool.

I’m also not a huge fan of the star pattern trim on the dashboard and the swathes of stainless steel-looking inlays.

Lamborghini styling can look over the top, McLarens can sometimes appear delicate and fragile, and Ferraris seem to be everywhere, and even for me, begin to blend into one.

The R8, though, looks exactly how an Audi supercar should look – understated, tough and serious. Have you seen that Audi advert with the R8 on a dyno not wearing any pants? That sounds ridiculous but Google it because it sums up what the R8 is – a real car with a raw race car underneath, that's meant to be driven comfortably on the road and hard on a race track and the styling indicates that intent with little in the way of fanfare.

Well, there is that big window at the back which shows off the engine and the 'side blades' that surround the large vents carved into the side of the car to cool the engine.

The latest update has taken the design from the second-gen car which arrived in 2016 and added a new grille, front bumper, door sills and vents in the rear bumper. It's a more angular, sharper, and busier design with more vents and winglets than ever.

The R8 V10 RWD and R8 V10 Performance are close to identical in their styling. You can pick the Performance by its gloss carbon front spoiler, side sills, mirror caps and rear diffuser. The RWD has gloss black elements instead.

Which looks best: the Coupe or Spyder? That's a personal thing, but I reckon race cars need to have a hardtop roof, so it's the coupe for me, please.

Built using the 'Audi Space Frame' which weighs only 200kg, the R8 is 4426mm long and just 1240mm tall, but at 1940mm across it has a wide, planted stance.

Up front the driver’s seat is comfortable, offering electric adjustability and lumbar support, extendable thigh support and heating. Some extra bolstering on the seat base would be nice though as it’s a little flat for my liking.

While the glossy piano black touch sliders on the steering wheel aren’t the most intuitive, I love holding this leather-wrapped wheel as it straddles the line of being thick enough but not too thick. BMW should take note…

The thin stalks behind the steering wheel are a joy to use and have a nice thwack to them. I appreciate the column-mounted gear selector as this frees up more space on the centre console, though it could be utilised better. More on this in a bit.

The digital instrument cluster offers a range of different themes to select from, though the standard version looks the nicest and offers the most customisation. It’s nice being able to put a full-width map display on the instrument cluster.

The touchscreen multimedia system offers a clean and intuitive interface that’s hard to get lost in. For the most part, however, I ended up using smartphone mirroring. Thankfully this update brought wireless Apple CarPlay and Android Auto.

It’s nice having the row of physical climate control switchgear within easy reach especially as carmakers are now integrating these into the touchscreen interface. Even Mercedes-Benz is guilty of this in its newer cars.

There isn’t a tonne of general storage on the centre console beyond the deep central box which has a split-opening lid. The wireless charger barely fits my iPhone 15 Pro Max, the cupholders are on the small side and the aforementioned storage section where the touch slider once was is useless from a storage standpoint.

Moving to the second row, it’s rather spacious for a small-ish SUV. At a leggy 182cm tall, I have plenty of leg and headroom behind my own driving position.

You’re able to slide and recline each individual seat in the second row to prioritise second-row comfort or allow more space for third-row passengers. It’s needed because third-row space is tight!

Second-row amenities include air vents mounted on the back of the centre console, various storage spaces, two USB-C ports, as well as a fold-down armrest with cupholders. Also if you stare at the back of the centre console it looks very much like a screaming face.

As already mentioned, the third row isn’t the most spacious ever, although this is a small-ish SUV so best not to expect palatial levels of room. It’s likely more for occasional use by children and it’s good to note there is airbag coverage back there.

Amenities are few and far between in the third row, limited to just a few storage spots and a USB-C port on both sides. Unfortunately there are no air vents.

At the back there’s a handsfree power tailgate which is handy if you’ve got your hands full. It opens swiftly, though with all three rows of seating upright there isn’t much room at all. Mercedes-Benz doesn’t even quote a boot capacity figure, but it’s only enough for a bag or two.

Thankfully if you’re not using the third row the benefit of this car is there’s much more boot space than the GLA. Mercedes-Benz claims there’s a generous 565L of boot space, which can further expand to 1800L with the second row folded.

Unfortunately there is no spare wheel in the GLB200 as it has run-flat tyres as standard, though regular tyres with a tyre repair kit is a no-cost option.

The R8 is a two-seater supercar and practicality isn't high on its 'to do' list with limited cabin storage in the form door pockets almost as small as my jeans pockets, two cupholders hiding under a trapdoor in the centre armrest, a hidey hole in front of the shifter containing a wireless charger and two USB ports and the glove box.

As for the boot – there are two: one in the nose with a 112-litre cargo capacity and another behind the mid-mounted engine with 226 litres.

Room for people, well you and a friend, is excellent. I'm 191cm (6'3") tall with a 2.0m wingspan and found the footwell deep and spacious, while head and shoulder room is also good.

The entry level R8 RWD Coupe lists for $295,000, while the Spyder version is $316,500. The R8 V10 Performance Coupe is $395,000 and the Spyder is $416,500.

It's in my view the best value supercar on the market. The Lamborghini Huracán Evo shares the same 5.2-litre V10, the transmission and the chassis (like Audi it's part of the Volkswagen family) and starts at $460K.

A Ferrari 488 Pista is pushing $600K, but the McLaren 570S is closer in price at $395,000 – although I find the R8 much less stressful and completely different to drive – read about that below.

Let's talk features. Coming standard on the R8 RWD Coupe and Spyder are laser LED headlights (new to the R8 for this update), 20-inch cast aluminum wheels (also new), a full leather interior (new) with heated and power adjustable RS sports seats, 12.3-inch instrument cluster, Bang & Olufsen 13-speaker stereo (new, too), sat nav, digital radio, proximity key and wireless device charging (new).

The R8 V10 Performance Coupe gets all of the features above but swaps the wheels for lighter, milled alloy rims, ditches the steel brakes for ceramic (pricey to replace, though), and adds other mechanical extras over the entry car such as Audi's magnetic dampers, plus a carbon-fibre reinforced polymer front swaybar.

What's missing? A central media screen would be good so your passenger can pick the music or follow the sat nav. Audi calls it a 'driver-focused cabin', but the Huracán has a media screen in the centre console.

I think there's a bit of advanced safety equipment missing, too – but that's in the section down further.

The Mercedes-Benz GLB200 is powered by a 1.3-litre turbocharged four-cylinder petrol engine which produces 120kW and 270Nm.

This engine also features in ‘200’ versions of the A-Class, CLA and GLA, plus versions of it also feature in the Renault Arkana, Captur, Duster, and Kangoo, as well as the Nissan Qashqai and now the new Mitsubishi ASX.

It’s mated to a seven-speed dual-clutch automatic transmission with drive sent to the front wheels only.

Unlike the more powerful GLB250 and AMG GLB35 all-wheel drive trims, the GLB200 is the only model to go without 48V mild-hybrid assistance in Australia. It was originally promised when this facelifted model was announced in 2023.

Mercedes-Benz claims the GLB200 can do the 0-100km/h sprint in 9.3 seconds and top speed is 207km/h.

There are two grades in the Audi R8 range – the entry-point R8 V10 RWD which has rear-wheel drive (RWD), and the R8 V10 Performance Quattro which has all-wheel drive (AWD).

Both obviously have V10 engines, it's a naturally aspirated 5.2-litre petrol unit (so no turbos here), but the RWD makes less power and torque at 397kW and 540Nm, while the Performance produces 449kW and 560Nm.

The V10 is mounted behind the driver's seat but ahead of the rear axle making it mid-engined car. The engine even has its own window and you can see it in there with its face pressed up against the glass.

There are two body styles as well – the Coupe and Spyder (convertible, roadster, just another word for a retractable soft roof). We'll get to the prices in the next section, but let's talk about the more interesting numbers such as top speeds.

The V10 RWD in coupe form can reach 324km/h and the Spyder can hit 322km/h while the V10 Performance Coupe and Spyder are both a smidge quicker at 330km/h.

Those are all go-straight-to-jail speeds in Australia, so if you're tempted to fact check my numbers then do it on a racetrack. Audi holds excellent track days – I've done them and you'll not only get to drive the R8 as fast as you can, the instructors will help you improve your advanced driving skills, too. Do it, it could save your life.

Acceleration from 0-100km/h is rapid – 3.7 seconds and 3.8 seconds for the V10 RWD Coupe and Spyder respectively, while the V10 Performance Coupe and Spyder can nail it in 3.2 seconds and 3.3 seconds.

The V10 engine has a cylinder-on-demand feature which can shut down five of the cylinders while cruising on a motorway, say at 110km/h. It's a fuel-saving system, but keep in mind this V10 loves petrol and lots of it – I've hidden that all the way down the bottom of this review.

Shifting gears in all R8s is a seven-speed dual-clutch automatic transmission.

Mercedes-Benz claims the GLB200 has a combined fuel consumption of 7.5L/100km.

During our urban and metropolitan-based testing, however, we saw an average of 9.0L/100km according to the trip computer which isn’t great but also not the worst I’ve seen. Expect this figure to balloon out further if you load more people onboard as the engine will have to work harder.

There is a 52L fuel tank which requires a minimum of 95 RON premium unleaded petrol.

Using my as-tested fuel consumption figure, this means the GLB200 has a theoretical range of up to 578km.

That's like asking how many calories are in this pavlova that I'm about to push into my mouth? Seriously if you're asking then you shouldn't be eating it – or driving the R8.

But just for the record, according to Audi the RWD R8 uses 12.0L/100km in Coupe form and 12.2L/100km in Spyder guise after a combination of urban and open roads, while the AWD R8 of course will use more at 13.4L/100km for both Coupe and Spyder.

While this 1.3-litre turbo engine may be sufficient in the smaller A-Class and GLA, it barely scrapes by in the GLB200.

Even with one person onboard the engine has to rev out the first few gears to around 3000rpm to keep up with traffic from the lights. It doesn't have the nicest engine note either.

It doesn’t help that the dual-clutch automatic can be a little vague from a standstill, taking a beat to kick into action. This is most noticeable when doing low-speed manoeuvres or reversing.

Although initial acceleration can be on the thrashy side, rolling acceleration while at speed is a lot more linear and calm thanks to peak torque coming on tap from 2000rpm. This means the car will only downshift when it needs to.

There are a few different drive modes you can select from, but the default ‘Comfort’ mode feels the most natural. ‘Eco’ does quell some of the rev flares during initial acceleration, though the engine feels much more tardy in general.

Linked with these drive modes are the adaptive dampers. This is a very comfortable car, especially on the standard smaller 19-inch alloy wheels as there’s plenty of tyre sidewall to absorb bigger bumps.

Coupled with this is sporty steering that’s direct and makes the car feel nimble despite its 1.7-tonne kerb weight.

It really is the best of both worlds because you get the fun and sporty characteristics from the steering, plus the comfort and supple feeling from the suspension. It’s hard to fault this set-up.

In terms of noise, vibration and harshness (NVH), if you look beyond the sometimes shouty engine, this car is quiet and refined. There’s some tyre roar at higher speeds, but many European vehicles have this trait.

It’s also a benefit that this car is a little older as there aren’t many safety system-related bings and bongs that distract from the cabin ambience.

A race circuit is the best place to test the performance of an Audi R8. I've been lucky enough to have done this in the past, but for this update of the R8 the Australian launch was held on public roads and included a convoy of RS models such as the RS 6 Avant, RS 7, RS Q3 and TT RS.

Even then I think I was 'stitched up' because I began the day in the R8 V10 Performance Coupe but spent almost the entirety of my allocated time in roadworks at 40km/h before swapping to an RS Q3.

So, while I can't honesty comment about the dynamics on this updated R8 V10 Performance Coupe I can tell you that having driven every iteration of the R8 since 2012 that it's a weapon, with helicopter-like visibility out of that large front window.

If, like me, you think turbos are 'cheating' (superchargers are fine), then you'll love the linear power delivery of the R8's naturally aspirated V10, and while I love front-engined sportscars, nothing beats a mid-engined car for the feeling of balance and lightness in the nose while having the sound of thousands of explosions going off just behind your back.

Having AWD is not just great for acceleration and perfect traction from Audi's quattro system, I think it's a good safety feature in a supercar, and while only your judgements can stop things going pear shaped, the system will be there to help on slippery roads.

The following day was different. I was in the R8 V10 RWD, the country roads were superb and while it wasn't a racetrack it was enough to get a hint of the capabilities of the RWD R8.

While the R8 V10 RWD feels the same to sit in with the same great view, it feels different to drive than its faster sibling, in a good way. First there's the noticeable power difference – more than 50kW and 20Nm less – but also the lack of AWD makes the front end feel more pointable, and the car feel more like a traditional sportscar that pushes from behind rather than pulling from the front. Less power, but more fun.

The RS cars in our test convoy were all awesome machines, but stepping out of even the RS6 Avant and slipping down into the R8 cockpit was like getting into a UFO – it's so far ahead dynamically of any other Audi that all I could do was laugh like an idiot. Corners which were making an RS 7 really struggle, were handled effortlessly by the R8. And in a straight line it's a bullet in a barrel.

The Performance has the better brakes: 380mm ceramic discs with six piston calipers up front and 356mm discs with four piston calipers at the rear. The RWD has steel discs – 365mm with eight piston calipers up front and 356mm discs with four piston calipers in the rear.

Keep in mind if you are planning on track days, you'll find the ceramic discs costly to replace, and beside the stopping power of the steel ones is excellent.

And yet, on pot holed course bitumen the ride is a lot more comfortable than you might think and having driven the Performance in traffic it's a much nicer place to sit than the claustrophobic cabin of a McLaren 570S. You could honestly use the R8 daily.

ANCAP has not tested the Audi R8 so there's no star rating available. What we can tell you is that the R8 has a low level of advanced safety technology – there's no AEB, no adaptive cruise control, no rear cross traffic alert, nor blind spot warning, nor lane keeping assistance. That's the reason why the score is so low here.

The R8 does have electronic stability control and ABS, and active roll over protection, plus six airbags, although the Spyder doesn't have curtain airbags.

The GLB200 is covered by a five-year, unlimited-kilometre warranty, like the rest of the Mercedes-Benz line-up.

Logbook servicing is every 12 months or 25,000km, whichever comes first, which is good if you do a lot of driving.

You can purchase a three-, four- or five-year service package which costs $3495, $4650 and $6185, respectively. With the latter this equals $1237 per service, which is expensive, although it is cheaper than the slightly larger GLC.

The R8 is covered by Audi's three-year, unlimited kilometre warranty which not only falls behind in duration compared to mainstream brands but also its direct rival Mercedes-Benz which now has five-year, unlimited kilometre coverage.

Service intervals are every 12 months or 15,000km but unlike other Audi models there isn't a three-year or five-year plan available.