Mercedes-Benz Glb250 vs BMW 118i

What's the difference?

Well, Mercedes-Benz has done it again, finding (or creating, depending on your position) a niche and filling it. But unlike some others that preceded it, this example is a good one.

Despite its safety and handling shortcomings, the GLB 250 looks the part, is undeniably practical and serves up surprising performance, which means it's a winner in our books.

The 118i has restored my faith in entry-level models from premium brands. Could it do with more standard gear? Absolutely, especially at $50K, and given what you could get in a higher-grade variant from a mainstream manufacturer, like the Mazda3 or VW Golf.

But the 118i is a cut above the mainstream hatchbacks in terms of performance, driver engagement and how the car makes you feel. 

If value is the priority, look elsewhere. But if your budget stretches this far and you can live without some of the luxo features, there’s little to complain about with the 118i hatch.

These days, so many SUVs try to toe the coupe line by incorporating a sloped-back roofline –and yes, the same is predominantly true of those that call themselves traditional wagons.

That said, prepare yourself for a bit of a throwback, because the GLB 250 is about as faithful to the classic two-box design as it gets in 2020, which we absolutely love.

Up front, it's undoubtedly a Mercedes-Benz SUV, albeit with a much squarer appearance. Simply put, the GLB 250 looks butch.

We particularly love its simple LED headlights, classic grille and strong bumper, which make it look smart but capable.

Around the side, the GLB 250 is a typical small SUV with black plastic cladding covering its wheelarch extensions and connecting skirts.

The otherwise plain design is spiced up by a sporty set of alloy wheels (our test vehicle was fitted with 18-inch items with 235/55 runflat tyres) and an unusual kink in the glasshouse, around the C-pillar.

The GLB 250 is at its best at the rear, where it exudes presence, with the tough look punctuated by the droopy LED tail-lights and a prominent bumper, which houses a diffuser element flanked by dual exhaust tailpipes.

Inside, the GLB 250 quickly reveals itself to be a technological tour de force. And yes, if its cabin looks familiar, it's because its mechanical relatives (A-Class, B-Class, CLA and GLA) more or less have the same cockpit.

As expected, a pair of 10.25-inch high-resolution displays sit side by side proudly atop the dashboard, with one the central touchscreen and the other the digital instrument cluster.

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

The GLB 250 is properly premium where it counts. Sure, trainspotters will notice the black 'Artico leather' upholstery covering the steering wheel, seats, armrests and door shoulders is of the artificial variety, but it's inoffensive, unlike in some of its SUV siblings.

Soft-touch materials are used for the upper dashboard, leaving hard plastics for the lower sections, which is exactly what you'd hope for at this price.

While a black headliner lends itself to a dark cabin, brighter highlights come by way of the metallic trim used throughout, notably on the steering wheel, dashboard, doors and centre console. And let's not forget the sensational ambient lighting. It's very, very cool.

And mercifully, gloss-black accents are limited to the surrounds of the steering wheel, turbine-style front air vents, dual-zone climate controls and centre console. The less scratches and fingerprints the better, we say.

Since the first-generation model arrived on the scene in the early 2000s, the 1 Series has had a slightly awkward design, partly due to the rear-wheel drive underpinnings. But this latest third-gen model, that debuted in 2019, is by far the most sleek and stylish yet. 

This is helped by the slimline tail-lights, rising shoulder line and well-executed front-end design with the signature BMW quad headlights and wide 'kidney' grille. 

In Australia the 118i comes as standard with 'M suspension' that lowers the ride height by 10mm, which gives it even more of a hunkered down look. The 'Black Sapphire' paintwork of the test car also upped the sexiness of the little hatch.

The 1 Series, and its competitors from Benz and Audi, are all visually appealing in different ways, ensuring they will each appeal to different buyers. 

The interior design is unmistakably BMW, which hasn’t evolved significantly for about 15 years. Although new-generation models like the iX and the soon-to-launch X1 SUV prove that BMW can evolve.

BMW’s overall dash design and layout isn’t a million miles away from the edgy angular look of the new Audi A3 - and that’s no criticism.

The mixed synthetic leather and cloth trim on the seats has a cool blue cloth motif to break up the grey and add a small splash of colour to the cabin. Matching blue stitching on the dash and doors is a nice touch.

Measuring 4638mm long (with a 2829mm wheelbase), 1834mm wide and 1659mm tall, the GLB250 is closer in size to the GLC than the GLA, making it a small SUV on paper only. And that only means good things when it comes to practicality.

For example, cargo capacity with the 50/50 split-fold third row stowed is strong, at 565L, but it can be increased to a massive 1780L with the 40/20/40 split-fold middle bench also out of action. If six or seven seats are in use, though, there's limited space to play with.

That said, the boot is still very well thought out, as evidenced by its massive aperture, lack of a load lip, and flat floor, which make loading bulkier items a lot easier. And yes, its load cover can actually be stored underfloor when not in use!

There are also four tie-down points, two bag hooks, a side storage net and a 12V power outlet to make things that little bit easier, while the rear seats can be operated from behind.

Speaking of which, let's cut straight to the point: Mercedes-Benz claims the third row can accommodate occupants that are up to 168cm tall thanks to the middle bench's ability to slide fore and aft by up to 140mm.

Therefore, my 184cm (6.0ft) frame is a little too tall, but I was still able to sit in the back, albeit not in complete comfort, with about a centimetre of legroom and negligible headroom and toe-room on offer.

The biggest challenge for any occupant is getting in and out in the first place, as the middle bench doesn't tumble forward for easy access. Needless to say, you're not going to look graceful here. Children can learn to deal with it, but adults won't be excited by the prospect.

So, the middle bench is where it's at, even when slid all the way forward. Behind my driving position, it provides about a centimetre of legroom, but this can be increased to a generous 8.0cm by sliding it all the way back.

Either way, plenty of toe-room is available alongside more than an 2.0cm of headroom – and that's with a dual-pane panoramic sunroof fitted.

The second row can accommodate three adults at a pinch, partly thanks to the short transmission tunnel that ensure there's just enough space for three pairs of fully grown feet across the two footwells. Children will be fine.

While we're on the topic, four ISOFIX and five top-tether anchorage points are on hand for fitting up to four child seats across the second and third rows, making the GLB250 a genuine option for families.

In-cabin storage options are numerous, with the central storage bin on the larger side despite housing a pair of USB-C ports, and the glove box is also pretty handy, even if it does have an odd shape. There's also a sunglasses holder in front of the rearview mirror.

The centre console's cubby doesn't lend itself to storage, though, as it's more or less taken up by two cupholders, another USB-C port and a wireless smartphone charger.

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

Second-row occupants are further treated to a fold-down armrest with another pair of cupholders, although they're of the retractable (flimsy) variety.

These passengers also have access to two USB-C ports, which fold out below a small cubby and a pair of air vents, which are located at the rear of the front centre console. There are also storage nets on the front seat backrests.

And don't make the mistake of thinking the third row misses out on the action, as two cupholders (one regular, the other small) divide the seats, which have their own USB-C ports and device straps to the sides.

Up front the 118i’s sports seats offer unbelievable levels of lateral support, and despite the bolsters being adjustable, it might be a little too snug for some. It’s expected for a pricey hot hatch but not the lower grade 1 Series. And given how much side support there is, it could do with a touch more under-thigh padding. The driver’s seat is power adjustable while the front passenger has to adjust their seat manually.

The typically chunky BMW M leather steering wheel looks and feels expensive and offers good grip. The minimal steering wheel controls are well labelled with text or clear icons. I appreciated the analogue air conditioning controls instead of them being buried in a multimedia screen menu.

The multimedia system menu is unfussy and while it’s not as tech heavy as some other systems, I don’t see that as a negative. It just means there are fewer functions you’re forced to remember. You can control the system via the 'iDrive' controller in the centre console or it can be used as a touchscreen. I like the way users are given both options. The 10.25-inch screen is nice and wide but quite narrow. Overall, BMW’s operating system is easy to use and functions well.

In terms of devices, the 118i has a wireless charging pad, as well as a USB-A and USB-C port, and a 12-volt charger up front.

It has a smallish central bin, but it’s fine for a number of smaller items. Tall bottles fit easily in the door storage bin and there’s a secondary slot for other items. The 118i comes with a decent sized glovebox, and two front cupholders with a nook for phones just behind it.

The 118i is more spacious than anticipated, especially in the second row. The back of the front seats are scalloped, allowing for a little extra knee room, but there is a good amount of legroom generally, and plenty of headroom, despite the lower roofline. 

The rear seats are on the flat side but still comfortable, and there are ISOFIX points on the two outboard seats.

Rear seat occupants have access to map pockets, two more USB-C ports, and storage for big bottles in the doors (just), but there are no rear air vents. The seats fold 60/40 and there’s no central armrest.

Open the hatch and you’ll find a reasonably sized boot that can swallow 380 litres, expanding to 1200L with the rear seats stowed. There is plenty of under-floor storage because there’s no spare tyre on account of the run-flats favoured by BMW. There are, however, a couple of tie-down anchors and shopping bag hooks.

The 118i kicks off the BMW 1 Series range from $49,900, before on-road costs. From there you can step up into the warmed over 128ti from $58,900, and the range is topped by the spicy all-wheel drive M135i xDrive in Pure ($67,900) or regular guise ($72,900).

The 118i’s circa-$50K price tag is a lot for an entry-level small hatchback, but it seems BMW has become better at including standard gear in its base variants. But it’s still not what you’d call generous.

Standard equipment in the 118i includes single-zone climate control, a head-up display, LED headlights and fog lights, an 'M aerodynamics' package, leather steering wheel, sports seats, a six-speaker audio system, auto-dimming rear-view mirror, rain-sensing wipers, 'M Sport' suspension, wireless smartphone charging, a 10.25-inch digital instrument cluster, and a 10.25-inch multimedia screen with satellite navigation, digital radio and Apple CarPlay. 

The only option fitted to the test car was premium paint ($1308) which brought the price-as-tested to $51,208, before on-road costs.

So there’s some good tech on the list, but there could be more premium features, you know, given it’s a premium brand, and all. Heated seats would be nice, for example.

Unsurprisingly, BMW offers a number of different options packs ranging in price from $1700 to more than $4000, depending on what you want.

Its two closest rivals are of course from the other big Germans - the Mercedes-Benz A180 (from $49,890) and Audi A3 35TFSI ($47,100) hatchbacks. The level of standard gear is relatively even across the three, although the Audi has the lead when it comes to safety (more on that below), hardly surprising given it's the newest of the three.

There’s also the question of value, especially when you compare with high-grade small hatchbacks from mainstream brands. Models like the Mazda3 X20 Astina ($43,190 BOC), or Honda Civic VTi-LX ($47,200 drive-away) could be good alternatives, or for similar money you could get into something sporty like a Hyundai i30 N Premium (from $48,000 BOC) or for a few grand more there’s the Volkswagen Golf GTI ($54,990 BOC).

The GLB 250 is motivated by a peppy 2.0-litre turbo-petrol four-cylinder engine that produces 165kW of power from 5500-6100rpm and 350Nm of torque from 1800-4000rpm.

This unit is mated to an eight-speed dual-clutch automatic transmission that's solid on debut, while Mercedes-Benz's 4Matic all-wheel-drive system is also in tow.

Thanks to this combination, the GLB250 can sprint from a standstill to 100km/h in a brisk 6.9 seconds while on the way to its top speed of 236km/h. It also enables a maximum braked towing capacity of 2000kg.

The 118i is powered by a three-cylinder turbocharged petrol engine, offering up 103kW of power and 220Nm of torque. It’s the same unit found in the Mini Cooper, albeit uprated by 3kW for the BMW.

It is front-wheel drive and the engine is paired with a seven-speed dual-clutch automatic transmission.

BMW says the 118i can cover the 0-100km/h sprint in 8.5 seconds.

If you’re after a quicker 1 Series, then the 180kW i28ti or 225kW Mi35i xDrive could be a better pick.

The GLB250's fuel consumption on the combined-cycle test (ADR 81/02) is 7.7 litres per 100 kilometres, while its carbon dioxide emissions are 173 grams per kilometre. Both claims are pretty solid.

In our real-world testing, though, we averaged 8.9L/100km over 180km of driving skewed towards country roads over highways. As such, it's a strong result, especially when you consider my lead foot.

For reference, the GLB 250's 60L fuel tank takes 95RON petrol at minimum.

According to BMW, the 118i consumes 5.9 litres of fuel per 100 kilometres. During my week of mixed driving with the hatch, I recorded a much higher average figure of 10.8L/100km. This was exacerbated by the fact I did my main test drive shortly before returning the car. It was much more efficient around town.

It has a 50-litre fuel tank and does require premium 95 RON petrol. In terms of CO2, the 118i emits 135g/km.

Families are sure to be pleased by the way the GLB 250 drives, because it can be summed up in one word - comfortable.

A lot of the credit has to go to the GLB 250's independent suspension set-up, which consists of MacPherson-strut front and trailing-link rear axles with adaptive dampers.

The ride is sensational, with the GLB just wafting along on the highway. Take it onto a coarse-chip road and this quality does suffer, but not much. That said, road noise does become more of a factor on lower-quality tarmac.

It's worth reiterating that our test vehicle was fitted with 18-inch alloy wheels, which are an inch smaller than the GLB 250's standard set that come with lower-profile tyres (235/50), so the chances are our glowing review doesn't apply across the board.

There were also some noticeable underbody creaks when navigating speed bumps and the like, but hopefully they're just specific to our test vehicle.

What will be more consistent, though, is the wind noise generated by the side mirrors at highway speeds. It penetrates the cabin and disturbs its serenity more than any underbody creak ever could, so turn up the sound system.

Handling-wise, the GLB 250 performs just as well as any other non-performance SUV with seven seats and a high centre of gravity, with body roll prominent when cornering with intent.

Put the aforementioned adaptive dampers into their sportiest setting and body control improves somewhat, but you'll still be conscious of the GLB 250's 1721kg kerb weight.

Either way, grip is quite good due to the all-wheel drive system, which works hard to keep things on track. Its front bias is apparent, though, with the GLB 250 running wide of its line at times.

While it's not the sharpest handler, the GLB 250 is far from awful, partly thanks to the electric power steering's variable ratio set-up.

This system goes from lock-to-lock with ease at low speed, making parking manoeuvres much easier to perform, while it's far more stable at high speed.

However, it's not the first word in feel despite being well-weighted… until you make the mistake of engaging the GLB 250's Sport drive mode, which adds too much artificial weight.

Speaking of sporty, the GLB 250 is surprisingly fun in a straight line thanks to its strong engine and transmission combination.

I particularly enjoyed the 2.0-litre turbo-petrol four-cylinder engine's mid-range, headlined by a useful 350Nm of max torque from 1800-4000rpm.

Once it comes and goes, though, it's a 'long' wait until 165kW of peak power kicks in from 5500-6100rpm, so best to up-shift early.

Doing so is very easy due to the new eight-speed dual-clutch automatic transmission, which serves up gear changes that are only smooth, but quick.

Engage Sport drive mode and the engine and transmission become that little bit sharper, with the former's throttle response improved, while the latter adopts more aggressive shift patterns.

That said, it's best to resist that temptation, as the GLB 250 is at its best when driven calmly, while it exudes family-friendly comfort.

To be honest I wasn’t particularly hopeful of an engaging driving experience with the 118i given I have been underwhelmed by the base Mercedes-Benz A-Class. But after a week with the 1 Series, I reckon it might well be the pick of the premium players in this segment.

The 118i is also a much more enjoyable car to drive than the entry-level version of the outgoing X1 SUV with which it shares a powertrain. If you don’t need the extra cargo space or the ride height of the X1, then please test drive the 118i just to see what you’d be missing if you opted for the X1.

BMW has always excelled when it comes to building punchy powertrains for driver’s cars, and that continues to be true, even for its smallest internal combustion unit.

The 103kW/220Nm turbocharged three-pot is smooth yet responsive, offering linear power and torque delivery and acceleration that will bring a smile to your face.

Obviously it’s not as quick as its sportier 1 Series siblings, but make no mistake, you can still have fun in a 118i.

There’s a little bit of lag when taking off and some hesitation from the seven-speed dual-clutch transmission during shifts, but neither are deal-breakers.

That obsession with driver engagement has paid off with the steering which is quick and direct.

The suspension is geared towards dynamism and as a result of that, and the sharp steering, you’ll be seeking out the nearest twisty section of road every time you get behind the wheel. It’s planted in corners with excellent road-holding characteristics.

Unfortunately that dynamic tune, and the low-profile tyres, means the ride is on the firmer side and a little jiggly around town, but it settles at speed. 

In terms of visibility, the 118i has huge B- and C-pillars, small rear side windows and a narrow rear windscreen, so you’ll be relying on the parking sensors and camera. The 11.4m turning circle feels large for a small car, too. 

The cabin is well insulated from some outside noise but coarse chip roads will make their presence felt.

The 1 Series range was awarded the maximum five-star rating from crash safety watchdog, ANCAP, in 2019.

The 118i comes with front and rear parking sensors, reversing camera, cruise control, low-speed auto emergency braking, forward collision warning, rear cross-traffic alert, lane departure warning, driver fatigue detection, and six airbags.

It is not fitted with a front centre airbag to help mitigate against injury between the driver and front passenger in a side collision. Only the Audi A3 has this out of the three Germans in this segment.

In this grade, the 1 Series is fitted with regular cruise control, rather than the adaptive system that moderates speed according to the speed of the vehicle ahead. It is a surprise to see the more old-school system in a BMW.

The lane keeping aid works well, smoothly centring the vehicle in the lane when required.

As with all Mercedes-Benz models, the GLB 250 comes with a five-year/unlimited-kilometre warranty, which is the gold standard for the premium market. It also comes with five years of roadside assistance.

The GLB 250's service intervals are every 12 months or 25,000km, whichever comes first. It is available with a three-year capped-price servicing plan for $2650, but its pricing can be reduced by $500 if paid upfront alongside the vehicle.

BMW continues to offer a three-year/unlimited kilometre warranty for its models, which is disappointingly a couple of years off most rivals these days.

The German giant also does things a little differently when it comes to servicing. Instead of service schedules, it has ‘condition-based servicing’, which is when the vehicle’s computer will inform you when the car needs a service. 

BMW’s Service Inclusive pre-paid plan runs for five years or 80,000km for the 1 Series, and costs $1700 up front when you buy the car. That averages out to about $340 per service, which isn’t bad for a premium marque.