Mercedes-Benz Glb200 vs Mazda CX-60

What's the difference?

The GLB is set to mix up the Australian premium small SUV landscape by launching something a little different to most of its competitors. It's bold and interesting to look at, which is a good sign for a brand that's spent the last few years going to great pains to homogenise the styling of its main models.

Importantly, it manages to look interesting and drive well, while living up to an ambitious practicality promise.

Whether consumers warm to it or not will largely depend on its standard specs in Australia, so stay tuned closer to its second quarter 2020 launch to see exactly how competitive Benz can make its not-so-small small-SUV...

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

Have no doubts. The MY25 version of the CX-60 is the SUV that Mazda should have launched in Australia in 2023.

It fulfils the promise of its sophisticated specification, builds on the extensive dynamic abilities of previous models, and now provides a compelling – and unique – choice for medium-SUV buyers who do not need an extended seven-seater.

It may still looks a bit daggy from some angles outside, and we’d like a little bit less suspension noise on the inside, but the CX-60 should now be on Australian family-car shortlists.

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

The GLB is ugly... in a good way. I think so, anyway. It shuns the slick lines of the GLC, and Benz sedan family in favour of something unusual.

You'll notice straight away the chunky lines and upright front and rear fascias of the GLB, along with its light fittings that are wrong, but also right?

Then there's the shutline of the bonnet which rides across the top, creating a distinct off-set line, which is rudely interrupted by a jutting bit of chrome over the rear wheel arch.

It's almost so intentionally jarring that it feels like it's meant to conjure up visions of a mini G-Class. Benz says many of these design elements were internally dubbed 'squircles' due to their blending of angles and curves.

There's a lot to look at, and admittedly I wasn't initially a fan, but like many new design languages, you have to see it in the metal to appreciate it. I found it only became more endearing with time.

Just like the rest of the Benz compact vehicle family, the GLB has a new interior full of screens and round design elements. If you're a fan of the A-Class' interior you'll be a fan of this, too, although the GLB even ups the quality with some genuinely nice materials strewn about the place.

Special attention was paid to things like the little tubular metal fittings in the dash and doors, meant to represent grab handles and the LED lighting on higher spec cars reflected inside the air vents is always one of those wow factor items.

The dual 10.25-inch screen set-up is controversial. Some will love it, some will be begging for a set of analog dials.

Once you've adjusted to it though, it's relatively easy to use – with a couple of caveats we'll explore in the practicality section.

If you’re searching for something new in the looks department for the CX-60, you won’t find it, since this is essentially the same car as last year’s model from the outside. Except there’s a new beige colour option.

Which means the same long-bonnet/cab-backward silhouette remains, along with the corporate wing-motif grille, hunched-over styling (that looks awkward from some angles) and short rear overhangs.

Still, the overall effect remains modern, clean and distinct from the nearly-identical and very closely-related CX-70, CX-80 and CX-90 further up the Mazda food chain.

Note that the CX-60 is usefully larger than the CX-5, with the former coming in at 4740mm long, 1890mm wide, 1675mm tall and 2870mm in wheelbase length, compared to the latter’s 4575mm, 1845mm, 1680mm and 2700mm dimensions respectively.

Which, of course, elevates it from an interior point of view.

The GLB's thematic purpose in the Benz family is to be the practical option to the upcoming GLA's 'sportiness' and larger GLC's luxury. Although it's not that much smaller than the GLC, the GLB is packaged in a radically different way.

For one, it can be had as a seven-seater, and at this size there's not much that can compete in the luxury space. Again, that makes its closest rival the Land Rover Discovery Sport which is dimensionally similar and also offered with seven seats.

The next closest seven-seat competitors come in the form of the VW Tiguan Allspace and perhaps Skoda Kodiaq.

Audi and BMW don't quite have anything like it (despite fielding a Q2 and Q3 or X1 and X2 respectively... ), and that could well be the GLB's master stroke. It almost fills its own niche. Mercedes is heavy on the idea that this will be the perfect SUV in its line-up for growing families.

Like those VW group rivals, the GLB is a bit of a practicality wizard, too, able to make use of a huge 500-litre boot with the rear seats stowed, or 570 litres as a five-seater.

The second row is on rails, so you can either max legroom or max boot space respectively. I was genuinely surprised with how spacious the third row is.

The packaging is brilliant, I can fit in there, not only with my head completely upright (just touching the roof), but also with actual knee room! The second row seats are also designed as such that your feet can tuck under them, so you don't feel squashed.

Even with another adult in the rear row it's wide enough to not cause problems.

Keep in mind though, with all three rows deployed you'll almost be sacrificing 100 per cent of that massive boot. I couldn't even fit a basic duffel bag in the shelf of space left over.

The second row offers simply heaps of legroom for passengers, even with adults in the third row, and it's surprisingly wide and deep. I found the panoramic sunroof, fitted to some launch cars, ate into the headroom, although it was still more than enough.

Up front is upright, but comfortable in all grades, with the GLA 35 having the most comfortable seats, by far. There are a few trenches strewn about the place, decent cupholders and a centre console box which hosts USB ports.

Trim quality was a notch above the A- and B-Class across the dash, mainly thanks the the choice of materials in the GLB's design.

I do have a few minor issues with visibility though. The A-pillar is upright and, at times, takes up too much of your line-of-sight, especially when approaching corners.

In my seating position, the top of the steering wheel obscures bits of the digital dash, and vision out the back was okay but not stellar thanks to the GLB's almost flat rear window.

Benz' digital dash suite is capable of almost everything that Audi's benchmark 'Virtual Cockpit' does, although using it is a bit awkward, with many sub menus and odd touchpads for flicking through them on the steering wheel.

Like the exterior, the changes for the MY25 CX-60 are pretty much under the skin, with improved noise/vibration and harshness-quelling measures to quieten things down more.

And an exhaust-sound enhancer through the audio system to liven things up if you desire.

Representing the aforementioned $10K saving over the previous entry-level Evolve, the Pure does possess less opulent trim and (nice) cloth seat fabrics, but otherwise the CX-60 does present a larger-than-usual cabin environment compared to smaller medium-sized SUVs.

But fans of big, showy screens may be underwhelmed.

The dash is elegant but somewhat old-fashioned, especially compared to, say, the latest BMW X3’s dazzling displays. It feels like a hangover from last decade’s CX-9.

Yet there’s no denying how satisfyingly easy and logical most of it is, from the super-clear, electronic instrumentation to the simple and effective climate control layout, while the iDrive-style rotary controller means less time with eyes off the road. Safe, intuitive ergonomics. Thank you, Mazda.

Additionally, there’s a quality solidness to the fit and finish that elevates the social-climbing Mazda beyond what a CX-5 could achieve.

All the essentials are also well thought out, from storage and vision out to ventilation and, not least of all, space and seat support, especially when sat on over long distances.

That also carries over to the expansive back-seat environment, with air vents, USB ports, lighting, cupholders and grab handles. The CX-60 is an SUV that a family could grow into without it feeling excessive.

Is this ‘big-medium’ or ‘small-large’ sized?

From the boot’s perspective, either fits, and is one of the reasons why you might consider stepping up to a CX-60. The floor is low, wide, flat and easy to load, as well as beautifully finished.

The 40/20/40 split fold backrests can be folded remotely via Mazda’s Karakuri function, boosting capacity from 477 litres (VDA) to 1726L, while the in-line six-cylinder models have a space-saver spare wheel underneath, leaving PHEV owners with an inadequate tyre repair kit.

Starting from $50,240 (all prices are before on-road costs) for the Pure grade in G40e six-cylinder turbo-petrol-powered guise that should account for nearly half of all sales, this is the new base grade.

It has lost some items compared to the previous entry-level Evolve, but remains a decently-equipped proposition.

Included are LED headlights with auto high beams, keyless entry/start, dual-zone climate control, cloth trim, a 10.25-inch display/touchscreen, a 360-degree view camera, front/rear parking sensors, satellite navigation, wireless Apple CarPlay/Android Auto, DAB+ digital radio, eight-speaker audio, vehicle-exit warning, folding/heated exterior mirrors and 18-inch alloy wheels.

There’s also a decent level of advanced driver-assist safety technology like autonomous emergency braking, lane-support systems and adaptive cruise control. More on those later.

Moving up to the Evolve from $55,240 scores you a larger touchscreen (12.3-inches), ground-view monitor, artificial leather trim, a wireless charger, powered tailgate and a few extra safety features like front-cross traffic alert and a driver monitor, while the new Touring grade from $58,240 gains leather trim and heated/powered front seats with driver’s side memory.

Climbing up to the GT from $64,240 adds adaptive LED headlights, panoramic sunroof, Bose 12-speaker audio upgrade, a powered/heated steering wheel, hands-free tailgate operation, heated rear seats, glossier trim and 20-inch alloys, while the Azami from $68,440 includes Nappa leather, glitzier finishes, vented front seats and more.

Speaking of more, $2000 extra buys you a white interior with unique woven textiles (Azami Takumi pack) or a sportier tan colour edition (Azami SP pack).

Want more economy? Diesel adds another $2000 while going for the PHEV powertrain ups that by a whopping $11,050 across all grades. We’re grateful for the choice, Mazda.

These certainly sound expensive for a mid-sized SUV from Japan, but the CX-60 is considerably larger and roomier than, say, a CX-5 or Toyota RAV4, and possesses a level of sophisticated engineering that puts it in Audi Q5, BMW X3, Lexus NX, Mercedes-Benz GLC and Volvo XC60 territory – and the least-expensive of these kicks off from upwards of $20,000 more, depending on spec.

As a sub-luxury premium proposition, then, the CX-60 lives in a sort of no-man’s land. Yet its styling certainly reveals where Mazda’s aspirations lie.

The GLB has an almost confusingly extensive list of engine options. In Europe it's offered with three petrols and three diesels in either front- or all-wheel drive.

We'll only address the petrols as they are the only units destined for our market. The entry-level car is the GLB 200 which has Mercedes' familiar 1.3-litre four-cylinder turbo engine (120kW/250Nm) shared across the A- and B-Class, as well as various Renault models. In this case it's mated to a seven-speed dual-clutch automatic.

Next up is the GLB 250. The 250 is a 2.0-litre engine with significantly higher outputs (165kW/350Nm). It is offered only with Benz' '4Matic' all-wheel drive. It is offered with an eight-speed dual-clutch auto only.

Then there's the star of the petrol-powered show, the GLB 35 AMG. Powered again by a 2.0-litre engine, the AMG-tuned GLB ups the ante to 225kW/400Nm. It is offered with an AMG tuned eight-speed auto, and adds the 'Sport +' drive mode.

For now, the base engine is the 209kW/450Nm G40e, a 3.3-litre turbo-petrol ‘six’ delivering the sort of healthy power figures that late-model Commodore and Falcon buyers would appreciate.

There’s also the 187kW/550Nm D50e turbo-diesel version, for extra pulling power and economy, and we’re getting into premium Euro territory here, because both offer a 48-volt, mild-hybrid system, employing a small electric motor located behind the engine to boost torque yet cut fuel consumption and CO2 emissions.

Mazda says new motor control and clutch slip control software facilitates “…smoother transitions as the electric motor is activated and deactivated”. We hope so!

Last but not least, there’s the 241kW/500Nm P50e plug-in hybrid electric vehicle powertrain, combining the familiar 2.5-litre four-cylinder petrol engine with a larger, 129kW electric motor powered by a 17.8kWh Lithium ion battery. The latter allows up to 76km of pure-electric driving, and can be recharged either by regenerative braking when driving or plugged into a Type 2 port.

All three engines use a revised eight-speed, wet multi-plate-clutch automatic transmission, still driving the rear or, as traction and/or performance needs arise, all four wheels.

Yep, this is essentially a rear-drive-biased family SUV, with a sophisticated double wishbone front and multi-link rear suspension set-up to keep everything in line.

So, what’s changed underneath compared to last year’s CX-60?

Among the modifications are stiffer dampers and softer rear springs to address ride-comfort issues with the old car; relocated front knuckle mounts; altered rear axle bushes and the removal of the rear anti-roll bar for more stable control; shorter rear bump stops for greater suspension travel; an extra joint in the steering column quells vibrations while updated software improves steering feel and electronic stability control operation. The goal is for noticeably smoother, comfier and more linear dynamics. 

Result? To find out how much better or worse Mazda’s latest mid-sized SUV is, we drove the it in a variety of conditions, from the push-and-shove of Melbourne’s bumper-to-bumper peak-hour traffic, to a series of demanding emergency-swerve and multi-speed ride and handling test manoeuvres at the legendary Lang Lang proving ground that shaped so many of our iconic Holdens.

More on that a bit later on.

Fuel consumption figures are as varied as the engine choices, the base GLB 200 will consume 6.2L/100km on the combined cycle, while the GLB 250 adds more than a litre to that number at 7.4L/100km, and despite its performance focus, the GLB 35 will supposedly do 7.6L/100km on the combined cycle.

Real-world figures will have to wait until we get our hands on Aussie-spec GLBs to do a fair week-long test. Stay tuned for that.

It is yet to be confirmed, but we'd be surprised if the GLB required anything less than 95RON mid-grade unleaded petrol.

One area where the Mazda did not need fixing is in its fuel economy.

All of the CX-60’s powertrains are rated at Euro 5.

Officially, the G40e 3.3-litre petrol averages 7.4L/100km, on the combined cycle, and emits 174 grams per kilometre of CO2. Urban and Extra Urban numbers are 9.9L/100km and 6.0L/100km.

Fitted with a 58L petrol tank, expect an average range of around 780km. And it will run on standard 91 RON unleaded petrol to boot.

Moving on to the D50e 3.3L diesel, it manages an impressive 5.0L/100km, for a CO2 figure of 132g/km, resulting in a range average of about 1160km. Its Urban/Extra Urban figures are 5.5/4.7L/100km respectively.

And, finally, there’s the P50e 2.5L PHEV, offering a theoretical 2.1L/100km, for a CO2 figure of just 49g/km, for an unlikely range average of 2380km from its 50L tank, though on 95 RON premium unleaded brew.

Out in the real world, and mostly driven harder than a typical owner might, the trip computer in the PHEV showed low sevens, while the diesel displayed mid-eights and the petrol high nines, which aren’t too bad at all.

Driving the GLB was surprising. It's comfortable! It doesn't seem to matter which grade you pick, either. In fact, the GLB 35 rides the best, with its ridiculous wheels overcompensated for by impressive active dampers.

Families will love the plush seats and ultra-compliant ride. Some Benz magic must have gone into the suspension calibration, but we think the ride is also helped along by the long wheelbase.

The position of the wheels also helps prevent the GLB from feeling too nose happy. You don't feel at risk of understeer at all, and this is probably due to the fact that the front wheels are actually quite far ahead of the A-pillar.

In terms of handling, the GLB is great. The steering is light, but direct in Comfort mode. Sport mode is more of a mixed bag, with the wheel feeling a bit too artificially heavy. In 'Individual' mode you can set it up to have the suspension and transmission set to Sport, with the Comfort steering.

Obviously the GLB 35 is a hoot in terms of power available. It's fun, if a little silly. I was surprised how sedate the exhaust is, even in Sport +, a show-pony the GLB 35 is not.

That goes for all grades, too. The cabin is generally well refined.

The 250 is the right car for most drivers, with plenty of power on tap, and a reasonably smart eight-speed dual-clutch. This transmission's major drawback was how annoying it was in Sport mode, sticking in gear and revving the engine out unnecessarily.

Surprisingly, we also had the chance to sample the base model 200. This car rode just as well as its higher-spec counterparts, and it was just as quiet, too, but the 1.3-engine took a long time to get to its sweet spot.

The extra weight of the GLB over the A-Class and B-Class was evident, and the seven-speed auto seems a little less intelligent and slick-shifting than the eight-speed on the other two grades.

There was a long waiting time for peak torque, meaning foot to the floor for several seconds before anything really happened.

That having been said, the 200 is still an attractive option to cut the cost of a GLB for someone who will mainly use it for city or urban driving.

Which leads to one of the GLBs drawbacks – it doesn't feel like a 'small' SUV behind the wheel. You feel every last bit of its dimensions when negotiating a three-point turn with its almost 12-metre turning radius or trying to navigate tight city streets.

Overall though, the GLB offered a surprisingly comfortable, quiet and even entertaining drive experience for an SUV.

This is the acid test. Does the CX-60 drive like a Mazda should?

In the engine department, definitely.

The changes that Mazda has made to the transmission calibration means that it no longer hunts indecisively between ratios like it used to, and that results in smoother shifts as well as a more relaxed driving experience.

And that's across the range, whether we're talking about the six-cylinder diesel or petrol, or four-pot plug-in hybrid. And the latter brings the biggest surprise, because the changes made to the gearbox have resulted in a much more pleasant car around town, with no more shunting or jerky movements to contend with.

And then there's the ride, which is palpably softer than before. The suspension is significantly more pliable and comfortable as a consequence, offering better bump absorption, improved control at speed and basically just a more refined experience. We tried several of the Lang Lang Proving Ground’s rough-road tests, which the CX-60 sailed over without any of the hard jarring of the previous model, which Mazda helpfully provided for back-to-back assessments.

So, how does all that translate in everyday driving?

Well, the latest CX-60 is way more comfortable to ride in across the board, it handles and corners with greater control and linearity, seems quieter and it's just a suppler experience overall.

As there was so much that was good with the original CX-60 anyway, including muscular performance from the inline six-cylinder turbos, impressive high-speed stability and exceptional body control through fast turns, the modifications for 2025 do much to elevate an already good thing.

So, it's a win-win situation. If you are in the market for a sub-premium, mid-sized SUV with performance and space, as well as newfound comfort and sophistication, you can do a lot worse than check out the CX-60. It is that much better than before.

Thankfully, the CX-60 isn’t frugal on safety, scoring a five-star ANCAP crash-test rating back in 2022.

An extensive suite of driver-assist tech is standard, and it’s all nicely tuned for Australian roads, unlike some Chinese vehicles we’ve tested and that’s an important distinction.

These include autonomous emergency braking (AEB) for cyclists, pedestrians and in back-over situations, blind-spot monitoring, vehicle exit warning, lane-departure, lane-assist and emergency lane-keep tech, driver attention alert, forward obstruction warning, rear cross-traffic alert, turn-across traffic and adaptive cruise control tech with full stop/go.

However, front cross-traffic alert, 'Cruising/Traffic Support' (that assists drivers in slow-moving traffic with automatic accelerator, brake and steering control to maintain a safe distance from the vehicle ahead) and see-through view front camera are not in the Pure. Adaptive LED headlights and drowsy driver alert only start from GT up, while emergency brake assist is for the Azami grade only.

All CX-60s include front and rear parking sensors, surround-view cameras, tyre pressure monitors and traffic sign recognition.

The AEB for vulnerable road users works between 10km/h and 80km/h, and the AEB car-to-car operates between 4km/h and 160km/h.

Likewise, the extensive lane-support systems work between 55km/h and 195km/h.

There are also eight airbags, as well as a trio of child-seat restraining top-tether points fitted, along with two ISOFIX latches in the rear outboard seats.

Like Audi and BMW, Mercedes persists with a three-year/unlimited km warranty. If you believe BMW, they say consumers in this price bracket don't expect longer warranties, but it would be nice, no?

The first German to do it will win a distinct advantage, but for now the GLB's warranty promise is par for the course.

Service pricing has not been plotted out for the GLB in our market yet but expect to be able to package in several years at a fixed price on finance, as you can on other Benz vehicles.

Mazda could also do a bit better with its warranty nowadays, since its five-year/unlimited kilometre warranty and roadside assistance is decidedly average.

Service intervals are at 12 months or every 15,000km, while a fixed-price service scheme is available, starting from $463 per service depending on powertrain. That’s for the petrol. The diesels start from $500 while the PHEVs commence from $435.