Mercedes-Benz GLB vs Ford Mustang Mach-E

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.

EV buyers who don’t or won’t see the point of the Mustang Mach-E are missing out.

This is a sporty and fun-to-drive electric SUV in the same way that the Ranger is the sporty and fun-to-drive ute. In other words, a lot of what makes Fords brilliant is alive and well here, without compromising functionality. The opposite of so many Chinese electric SUVs that shine brightest on the showroom floor, then.

Yes, a base Select that is around $10K cheaper to start with might help punters see the light even more clearly (and that's our choice), and it is starting to look dated inside and out, but overall, the Mach-E is an enjoyable, fulfilling and practical family proposition.

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.

So, what's changed with the facelift? Not much, meaning that the Mach-E – unveiled all the way back in late 2019 is beginning to look dated. Maybe that’s another classic Mustang trait.

The base Select gains the upper-series’ trick LED headlights. The Premium adopts some plastic body cladding. The grille treatments vary between the grades, with the GT boasting a unique look. Genuinely fresh new colours abound. And the alloys have been restyled.

Otherwise, it's still the same, Porsche Macan-esque small to medium-sized SUV crossover on the outside, down to the Hyundai Tucson-like vertical tail-light motif that barely seems like the regular Mustang muscle car’s, despite Ford’s intentions.

Inside, changes are largely limited to a repositioning of the gear selector from a rotary dial to a column shifter, Mercedes-style. That big portrait touchscreen could be straight out of a Ranger ute.

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.

As we’ve said before, the Mach-E is closer to something like, say, a BMW X4 than the boxier X3 from a proportions perspective, making it a classic coupe SUV.

Once you get over using the endlessly-annoying push-button door release, in lieu of a handle (why redesign the wheel?), that’s particularly noticeable entering/egressing the rear seat for larger people, though the front is fine.

While the interior is also clearly from an earlier era (and embarrassingly reminiscent of a Tesla), at least Ford finished engineering it for easy, seamless use.

The front seats are really comfy, ahead of a super-clear instrument pod, helping make for a great driving position, while the 15.5-inch display in the centre with Ford’s friendly SYNC4A operating system is simple to navigate once time is taken to familiarise. Current Ranger and Everest owners will feel right at home. The audio sound is superb too.

There’s a thoughtful amount of storage options, including for devices that require access to the handy USB outlets, ventilation is ample and the fit and finish in these Mexican-made Mustangs appears to be first class.

A big thumbs up, too, for the new column shifter and integrated central volume knob in the touchscreen that also allows adjustment of the climate control.

On the other hand, eyes must leave the road to dig into sub menus to change driving modes, side and rear vision is tight (those standard surround-view cameras sure come in handy), there are no paddle shifters to control regenerative braking, the glass roof neither opens nor completely blocks out sunlight due to there being no shade screen, and the overall ambience is more Ranger XLT than Ford LTD.

The back seat is surprisingly spacious given the coupe SUV dimensions, though the roofline may ruffle a few loose wigs. The backrests and cushions provides decent support, and most expected amenities are present, including air vents, USB outlets, overhead lighting/grab handles, coat hooks, cup/small bottle holders and centre armrest. And that glass ceiling does shower the cabin with light on a cloudy day.

Further back, the Mach-E offers 402 litres of cargo capacity that balloons out to 1420L with the split-fold back seats dropped, and there’s some hidden storage under the floor for smaller items. As mentioned earlier, the spare wheel is AWOL.

Existing owners will also notice a noticeably smaller ‘frunk’ area under the bonnet, where storage has plummeted from 134L to just 49L. That’s due to the newly-fitted heat pump that, at least helps boost efficiency in what is a spacious and practical family SUV.

Here's a worrying fact. The Mustang Mach-E is the cheapest new Ford passenger car you can buy in Australia that isn't based on a diesel-powered ute. And it still ain’t cheap!

When launched in Australia back in mid-2023, prices started north of $80,000 – all prices are before on-road costs – and then were swiftly slashed twice since then, as buyers basically stayed away.

Today, the well-equipped Select Single Motor RWD kicks off from $65,990. A grand more than before, but it does gain a heat pump to boost efficiency (though WLTP range remains steady at 470km), while also scoring more muscle, faster charging and – at last – softer suspension.

This is no stripped-back edition, with adaptive cruise control, dual-zone climate control, a 15.5-inch touchscreen, 360-degree-view camera, a glass roof, wireless Apple CarPlay/Android Auto, 10-speaker premium audio, a wireless charger, synthetic leather upholstery, powered and heated front seats, a powered tailgate and 19-inch alloys. Note that there is no spare wheel. Just a tyre-repair kit.

Meanwhile, the Premium Extended Range jumps $500 from $80,490 and continues with a bigger battery with an unchanged 600km of range, while it’s a near-$20K stretch from there for the flagship GT from $98,490.

Justifying a $1100-plus price hike is a more-powerful dual-motor set-up as well as a five-per cent range improvement at 515km, while retaining all-wheel drive (AWD), adaptive dampers, bolstered sports seats, 20-inch alloys and more.

Every grade includes advanced driver-assist systems (ADAS) tech from automatic braking and lane-support systems to 10 airbags ­– except in the GT, which only has nine. More on that in the safety section later on.

Against the stunning Polestar 4, swanky Kia EV6 and timeless Hyundai Ioniq 5, the Mach-E’s pricing is ballpark competitive, but is largely undercut by the sporty Cupra Tavascan, Skoda Enyaq, VW ID.4 and ID.5 cousins from Europe, as well as ubiquitous Tesla Model Y from China.

Speaking of which, the Ford seems downright unaffordable compared to the striking BYD Sealion 7, Deepal S07, Zeekr 7X, XPeng G6 and IM6 by MG. Game over then, you might think.

But, with names that sound like Cold War missile codes, none of these cheaper Chinese alternatives can match the rock-and-roll attitude that the evocative Mustang connection does.

And, damn it, the Mach-E’s calculated emotional play only heightens with exposure, which partly explains why it’s one of America’s best-selling EVs. Love it or hate it, even the comically contrived styling works.

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.

Though employing Ford’s Global Electrified One (GE1) platform that is a variation of the tragically discontinued Focus small car and Escape mid-sized SUV’s modular C2 platform, the Mach-E is basically a rear-motor, rear-wheel-drive EV, with the main traction unit now an in-house design. Previously that was outsourced.

A permanent magnet synchronous electric motor, it delivers 212kW of power and 525Nm of torque to the rear wheels via a single-speed reduction gear transmission.

Tipping the scales at 2086kg in the (albeit bigger-battery) Premium and 2100kg in the Select, its power-to-weight ratio is nearly 102kW per tonne and 101kW/tonne respectively. The latter needs 6.2s to streak from 0-100km/h, which is just 0.1s shy of the former. Top speed for both is 180km/h.

Meanwhile, with an electric motor added on to the front axle, the 2276kg, 434kW/955Nm GT’s 190kW/tonne slices acceleration down to just 3.8s, on the way to 200km/h, and relies on AWD, adaptive dampers and performance tyres to help keep things under control. Suspension consists of MacPherson struts up front and a multi-link rear end arrangement.

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.

Ford says the Select averages 18.5kWh/100km on the European cycle, while the Premium and GT are at 17.7kWh/100km and 21.0kWh/100km, respectively. These figures are in line with most rivals given the Mach-E’s performance capabilities.

Two distinct battery packs are offered, depending on grade.

The Select features a (useable) 73kWh Lithium Ferro phosphate (LFP) battery, for 470km of WLTP driving range. Premium and GT models switch to an 88kWh and 91kWh Nickel Manganese Cobalt (NMC) unit, bumping range up to 600km and 515km respectively.

The GE1’s 400V architecture has a CCS Type 2 port with 11kW AC charging capacity, or 150kW for DC charging. Many rivals offer faster charging capabilities.

According to the European data, AC charging from empty to full using a regular household socket needs up to 47 hours, or 10 hours with a 7kW Wallbox, while, a 50kW DC charger requires up to 90 minutes for a 10-80 per cent top-up, or under 40 minutes with a 150kW DC charger.

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.

If your idea of a Mustang is a big, heavy and rousing grand touring machine, then the Mach-E certainly lives up to the image.

And, in some ways, exceeds it, because – among the electric SUV fraternity – this one’s the driver’s choice, with a level of control and finesse that the muscle machines of yesteryear could only dream about.

Let's start with the performance. The 212kW Select and Premium are certainly fast enough. Sprightly off the mark, their acceleration is very smooth yet very determined, packing plenty of instantaneous punch when some extra squirt is required. Really, this is all the speed you’ll ever need.

Ford’s dynamic DNA force is very strong in these EVs, with steering that feels light yet precise, and naturally connected to the road, providing comparatively agile, flowing handling and decent body control. This is backed up by nicely nuanced traction intervention that – in true rear-drive Pony car tradition – allows for some playful rear-end breakaway.

After years of testing dreary, remote EVs – especially from but not just limited to China, the Mach-E’s willingness to interact with the driver is like enjoying a long, cold drink after hours in the hot sun.

With twin electric motors making 434kW and nearly 1000Nm, the GT turns the amp – if not quite the volume – up to 11, with tremendous response and terrific thrust right from the get-go. It’s actually quite astounding how contained and controlled the AWD flagship’s performance is delivered, given how brazenly fast it is down a straight road.

Jumping out of one of the other Mach-E models, the GT’s extra heft is immediately obvious around the bends, since it doesn’t quite have their lightness of touch. Grip is phenomenal, yet the driver can break traction even momentarily if desired, and there’s a sense that, in the right hands, few rivals with similar performance could keep up with the Ford in full flight. It’s fast everywhere all the time. But it’s just not quite as athletic or fun as the Select and Premium.

Note that, since we were on busy public roads, most of this assessment was carried out using the normal and not sport driving mode.

The driver assist safety systems are also really well tuned, sparing the driver the distraction and frustration of needless intervention, even when piloted enthusiastically.

The previous Mach-E was widely criticised for delivering a hard ride, even with the GT’s adaptive dampers. While you’d never call the suspension supple, the 2026 model’s ability to better absorb bumps is a welcome development, allowing the driver to better enjoy all the other benefits on offer. There are softer and more isolated alternatives, but few rivals are as rewarding dynamically.

Downsides include too much road noise intrusion over certain surfaces, the lack of paddles for the regenerative braking, and the fact that to switch that on or off requires the driver to resort to diving into a touchscreen menu. The same goes for switching between the cringy Whisper (eco), Active (normal) and Untame (sport) modes. How difficult would it be to fit a simple button to activate these?

Finally, thick pillars and small side/rear windows can make vision out difficult in tight spaces.

The Mach-E may be getting on to its sixth year in production, but there’s a welcome, non-EV analogue connection to the way this otherwise electrifying SUV goes, steers, handles and grips the road. Like many of the best Fords, the engineers have gone to the very real effort of prioritising driver enjoyment, without sacrificing everyday functionality.

Like we said earlier, the more time you spend in the Mach-E, the more enjoyable it gets.

Tested by ANCAP back in 2021, the Mach-E Select and Premium models managed a five-star ANCAP crash-test rating. The GT version remains unrated.

There’s a fairly comprehensive list of ADAS tech, including autonomous emergency braking (AEB) with intersection assist, reverse brake-assist, post-impact braking, lane-keep aid, lane-departure warning, evasive-steer assist, blind-spot monitoring, cross-traffic alert, adaptive cruise control with full stop/go functionality, traffic-sign recognition and tyre pressure monitors.

Select and Premium have 10 airbags (dual front, front-centre, a driver’s knee, front-side, rear-side and full-length curtain/head), but the GT misses out on the others’ front-centre airbag due its space-impeding bolstered sports seats, dropping the airbag count to nine.

The AEB tech operates between 5km/h to 80km/h in pedestrian, cyclist and back-over scenarios day or night, and between 5-187km/h car-to-car. The lane support systems work between 65km/h to 187km/h.

A pair of ISOFIX latches are fitted to the outboard rear seats, along with a three top-tether anchorage points.

Speaking of kids, while unnecessarily fiddly, the hidden door ‘buttons’ do have an anti-snag function that stops an opening door from slamming shut on venerable fingers.

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.

A five-year/unlimited kilometre warranty applies to the Mach-E, along with seven years of roadside assistance, activated annually if serviced at a Ford dealer.

Service intervals are every 12 months or 15,000km, whichever occurs first.

Prices for the 2026 facelift weren’t available at the time of publishing, but last year’s model alternated between costing $140 and $185 per service for the first 10 years. And the Mach-E can be maintained at any one of the 180-or-so Ford dealers network Australia-wide.

Ford says the EV Traction Battery is covered by an eight-year/160,000km warranty.