Mercedes-Benz GLC-Class vs Alfa Romeo Tonale

What's the difference?

The new Mercedes-Benz GLC200 might be the base-grade, but it doesn’t look or feel like it. From the outside, it’s stylish and refined, and inside, it delivers that signature Benz luxury with premium features, impressive tech and a beautiful cabin.

While the engine isn’t wildly powerful, it’s more than capable for everyday driving and long stretches on the highway and the ride quality overall is smooth, quiet and composed. It loses points for being more expensive than its entry-grade rivals and for those steep ongoing servicing costs, which could be a sticking point for some buyers.

If you’re an ‘Alfa Romeo person’, or even just an ‘Italian car person’, you’ve got this on your short list and there’s little I can say that will change your mind. 

And you wouldn’t be making a bad decision if you did pick up a Tonale.

But if $80,000 sounds like a lot for a small SUV and you still want something that looks stylish and feels special, the mild-hybrid Tonale Veloce should do, if the likes of the X1, Q3, or XC40 don’t scratch that left-of-centre itch.

And a fun small SUV? A Mini Countryman JCW, Audi SQ2 or VW T-Roc R are all different sizes, but all more powerful than the Alfa and all fall below the $70,000 mark.

But, if you’re keen on that plug-in hybrid drivetrain and have a day-to-day lifestyle that’ll allow you to make the most of its electric range (and most major city-dwelling Australians do to some extent), then the outlay might just be worth it to be able to check out the Tonale in your garage or driveway every day.

The GLC is a handsome SUV with a strong, confident stance. It looks fit and premium, but not overly sporty, especially with the standard 'Avantgarde' exterior styling seen on our test car.

The entry-level grade rolls on 19-inch alloy wheels, features slimline running boards, LED lighting all around and an interior ambient lighting package that even includes logo 'puddle light' projection from the side mirrors.

Inside, the GLC200 doesn’t skimp on style. You get sports seats trimmed in synthetic leather (available in a range of colours), plus a panoramic sunroof, flashy dual displays and a black headliner that adds a cocooned feel.

The ambient lighting is a real standout and reminiscent of sci-fi films like Tron! It adds to the cabin’s upmarket vibe.

Combined with the soft-touch surfaces and neat trim details, the interior feels luxurious. And to be frank, it should at this level. But not every base-grade SUV in this segment gets it right. This one does.

If Alfa any traditionalists are hesitant to embrace the Tonale’s hybrid drivetrain, surely the Tonale’s styling has the opposite effect.

Small SUVs can fall victim to trying to look too much like a hatchback, or being plastered with lots of little trim details to break up large areas. The Tonale, on the other hand, looks like an SUV regardless of size, and its styling elements are decidedly restrained.

Most notably, at the front, Alfa Romeo has employed the ‘scudetto’ shield-shaped grille and horizontal lower grilles to form the ‘trefoil’, a face as familiar as BMW’s kidney grille or the Porsche 911’s round headlights.

The aforementioned ‘3+3’ headlights are sleek, and somewhat mirrored by similarly styled tail-lights that flank a light bar across the middle of the boot. Badging is minimal, the ‘Tonale’ on the rear in a cursive ‘Alfa’ typeface and the small ‘Veloce’ lettering found only on the front three-quarter panels.

The 20-inch wheels are so Alfa Romeo in their ‘teledial’ circular design, though all three wheel options for the Tonale fit into this theme. In a car park or on the driveway, they’re certainly eye-catching to those not expecting them - a friend said upon sight of this test car, "Look at the wheels. They’re silly! I love them!".

Inside, the cabin space isn’t too ‘busy’ with visual elements, though some of those that are there - the row of buttons for climate control or the multimedia screen, for example - are possibly a little too simple. The buttons could be from any old car, and the screen looks like a ‘tacked on’ rectangle.

Just about everything else looks suitably restrained but relatively elegant for a small SUV, though, with elements like the steering wheel remaining rather simple and (in modern terms) timeless. The paddles behind it are a bit of visual theatre, too.

Like the exterior, the interior adopts some circular cues like the air vents, door speakers, DNA drive mode dial, and even the cowl over the driver display. 

The second row is a little more spartan, with little in the way of visual ‘wow’ and a disappointingly basic vent (albeit adjustable in two different directions) and USB ports mounted in hard grey plastic.

For the most part, the interior looks quality, and with relatively minimal hard or scratchy plastic, feels it too.

The cabin is spacious in both rows, with decent access thanks to wide door apertures and 195mm of ground clearance. That said, it’s the kind of cockpit you sort of tuck into and I knocked a knee or elbow on the steering wheel getting in (my husband joked this was just a user issue). My eight-year old had no trouble hopping in and out, though.

The front seats are best described as sumptuous, with features like expandable under-thigh and lumbar support. It’s super easy to get comfortable and stay that way, a big plus for anyone who does long drives, like I do.

The rear seats are equally comfy, with generous padding and deep bases. You’ll find three top-tether points in the back row, but realistically, it’s a space better suited to two child seats.

Keeping the cabin tidy is simple thanks to thoughtful storage throughout. There are deep door bins with drink bottle holders, a couple of cupholders in each row, a largish glove box and a dual-lid centre console.

Up front, there’s also a phone cubby, two USB-C ports and a wireless charging pad. In the rear, you get another two USB-C ports and some handy map pockets.

The boot has proven to be a practical space, with 620L of capacity and a level load floor. There’s a reversible mat and underfloor storage, which is also where you’ll find the space-saver spare tyre.

This grade now includes a powered tailgate, a welcome addition, and the second row folds electrically in a 40/20/40 split, giving you more flexibility when you need it.

The updated media display is easy enough to use once you spend a bit of time with it. The touchscreen is responsive, and wireless Apple CarPlay maintained a steady connection throughout our test. I also appreciated how the instrument cluster and head-up display pull through directions from either your phone or the in-built sat nav system.

Inside, the Tonale feels relatively spacious for a small SUV, with possibly more places to put things than you might expect from a traditionally enthusiast-focused brand. 

In both front and rear seats, no part of the body or console impedes on passenger space - though the door armrests feel like they're a little far to comfortably rest an elbow on - and nothing gets in the way when reaching controls or the centre console.

Ergonomically, everything falls well to hand and no far reaches are really required, though the cupholders in the centre are a little narrow for some relatively normal-sized cups or bottles, and have rubber grips inside that require a little extra pull to retrieve items from.

Other options for bottles include the door pockets, or for a small bottle even the centre console bin is quite deep (albeit narrow).

Smartphones, even fairly tall ones, will rest securely in the angled - a nice touch - wireless charging bay, though while having the phone in a position it won’t slide out from is a plus, angling a phone screen to be visible to the driver might be too tempting for some. It is, mercifully, a little obscured by the gear shifter.

On controls, the steering-wheel design hasn’t changed for more than half a decade which, honestly, is so, so fine. Really, Alfa’s steering wheel has few buttons including the engine start, a relatively timeless (read: simple) visual style, and a thin rim with moulded thumb rests that encourage 9-and-3 hand positions.

The buttons on the wheel are easy, clear, and feel nice, and controlling the driver display is relatively easy as there aren’t really sub-menus to get lost in.

The main multimedia screen is also relatively well laid out, marking a nice step up from previous Uconnect systems (Jeep and Fiat owners will also know), though the connectivity with wireless phone mirroring, Android Auto in my case, was a little laggy and dropped out occasionally, seemingly in the same spot on the same Melbourne CBD street during my commute each morning.

The downsides are relatively few on the practicality front, but there is another: the boot space in the hybrid suffers due to the battery space needed, so 500 litres for the non-plug-in Tonale variants is down to 385 litres for the PHEV.

That’s still less than an electric Volvo XC40 Recharge (claimed to be 418L), though fortunately it grows to a spacious 1430 with the seats folded down, and is accessible via an automatic electrically opening boot door.

Another important point, while we’re in the boot, is the lack of spare tyre. Instead, a repair kit is provided - something those who enjoy a road trip might lament.

Whether the Alfa Romeo Tonale plug-in hybrid is expensive depends on how you frame it. For a small SUV, it’s fairly pricey, but for a premium PHEV, it’s on the more budget-friendly end of the scale.

At $78,500 before on-road costs for a Tonale Veloce PHEV, the plug-in is nearly $20,000 more expensive than the Veloce ‘mild-hybrid’ (MHEV) at $58,900. The test car (pictured) for this review also has two cost options, the Alfa Red paint being $1990 and the 20-inch grey alloy wheels for $1500.

So, $81,990 is a lot for a small SUV, but it’s still about the same price as a Peugeot 508 PHEV and less than a top-spec Mazda CX-60 PHEV.

Alfa Romeo says the difference in price between the Veloce MHEV and PHEV isn’t as broad as it seems just due to the drivetrain, as the PHEV scores a ‘Lusso pack’ as standard rather than being a $4500 option for the MHEV.

That pack is where a few of the goodies in this Tonale come from, such as the black leather seats adorned with Alfa-badged headrests - eight-way electrically adjustable with heating and cooling in the front - plus a heated steering wheel and a 14-speaker Harmon Kardon sound system.

A couple more features are exclusive to the Veloce PHEV, however, like the sunroof and the chrome finish on its dual-exit exhaust tips.

Standard across the range, however, is the 10.25-inch touchscreen for the multimedia system, running Stellantis’ Uconnect 5 operating system with an Alfa-specific skin, as well as the 12.3-inch ‘Cannochiale’ TFT driver display, plus wireless phone connectivity with Apple CarPlay and Android Auto, plus a wireless device charger.

Other functional standards are the ‘3+3’ LED Matrix headlights, visually inspired by past models like the rare Alfa Romeo SZ coupe, plus adaptive ‘driving beam’ and dynamic indicators.

The GLC200 is powered by a 2.0-litre, four-cylinder, turbo-petrol engine paired with a 48-volt mild-hybrid system, producing up to 150kW of power and 320Nm of torque. It’s the least powerful engine in the GLC range, but still manages to feel punchy when you need it to.

This all-wheel-drive variant is paired with a nine-speed automatic transmission. While it can feel a little twitchy at lower speeds when the auto start/stop system is active, it’s otherwise a smooth and well-matched combination for everyday driving.

Engaging driving is key to an Alfa Romeo justifying being somewhat on the pricier end of the cost spectrum, so numbers like ‘208kW’ for a total system output in a small SUV are welcome to see on paper.

The Tonale’s 1.3-litre turbocharged petrol four-cylinder engine alone makes 132kW and 270Nm, aided by an electric system outputting 90kW and 250Nm. The 208kW is its total useable peak, with Alfa not stating a peak torque figure, but a 0-100km/h claim comes in at a fairly impressive 6.2 seconds.

That’s helped by the Tonale’s all-wheel-drive nature, the front wheels driven by the engine via a six-speed torque converter automatic, and electricity powering the rears.

The GLC200 has an official combined cycle (urban/extra-urban) fuel consumption figure of 7.5L/100km and with its 62-litre fuel tank, you’re looking at a theoretical driving range of up to 826km which are solid figures for a family cruiser.

In real-world testing, I averaged 7.8L/100km, mostly around town with one longer trip thrown in. Overall, I’m pretty happy with its efficiency.

Mercedes-Benz recommends a minimum of 95 RON premium unleaded petrol for this model.

A 42.5-litre petrol tank and a 15.5kWh lithium-ion battery combine to provide an electric driving range of 60.5km that’s backed up by the ability to charge or save power for when it’s needed by letting the internal-combustion engine (ICE) kick in.

And while this has the potential to mean essentially no fuel is used in short-run, day-to-day driving, anything resembling a longer trip means you’re unlikely to reach the kind of efficiency figures Alfa Romeo claims.

The official combined fuel consumption figure for the Tonale PHEV is 1.5L/100km, though achieving this would require stopping and recharging the battery every 100km of driving, and the driving would need to be in perfect conditions for battery range - i.e. relatively low speeds.

The Tonale PHEV is efficient, yes, but it’s not ‘1.5L/100km efficient’ in the real world if you need to take a drive longer than a standard work day with maybe an errand or two.

After 23 kilometres of real-world driving, the indicated battery range dropped from 65km (odd given Alfa’s spec sheet provided claims a 60.5km range) to 30km, an indicated drop of 35km.

A 12 km discrepancy between over just 23km of standard driving isn’t ideal, though the trip included some highway driving - not an electric drivetrain’s best stage.

Alfa Romeo says a household-style 3.0kW charger should fill the battery from empty in 5.5 hours, while a ‘fast’ charger at 7.4kW should take 2.5 hours via the Type 2 charging port.

Despite having the ‘baby’ engine in the range, the GLC200 doesn’t feel underpowered. Power delivery is generally quick, and there’s enough in reserve when you need to get up to speed or overtake. It’s responsive and confident in everyday driving.

That said, the auto start/stop feature is frustrating around town, especially at give way signs or roundabouts where you’re more likely to pause than come to a full stop.

It will cut the engine, and then when you want to accelerate, there’s a delay - sometimes even a little rollback. Not ideal, and definitely something that takes away from the otherwise polished drive.

The suspension hits a lovely balance, it’s forgiving but not floaty. You feel the road just enough to stay connected without it ever feeling harsh, which means the ride stays smooth and composed. It’s also a lovely highway cruiser, easily settling into long stretches with comfort and ease.

Visibility is solid, with minimal blind spots thanks to slim pillars, and the steering is responsive. It corners with confidence, too, with very little body roll, which isn’t always the case in a mid-size SUV.

Parking is straightforward thanks to a clear 360-degree camera system and park assist. The reversing camera turns with the steering wheel, which takes a moment to adjust to, but ultimately makes tight manoeuvres that little bit easier.

This might be the make-or-break topic for a select few Alfa Romeo customers - is the Tonale fun to drive?

Yes, thankfully.

Where the mild-hybrid was sometimes criticised for being slightly underwhelming for a car wearing the snake-adorned badge from Milan, the extra power, all-wheel-drive grip and electric torque delivery make the Tonale feel spirited enough for a sporty-leaning small SUV.

The DNA dial really does come into play plenty, too. 

D, for dynamic, is pretty much reserved for when you’re actually ‘driving’ the Tonale - its stiffened suspension and relatively greedy power draw isn’t for low-speed commuting or daily efficiency.

N, or natural, is best for most long-ish commuting or trip situations, particularly highway driving where relying fully on the battery range isn’t ideal, as mentioned.

A, for advanced efficiency, is the ‘EV mode’ and best suits anyone whose daily commute takes them between urban or suburban areas which can be done under EV driving, though it can be used up to 206km/h.

If you don’t mind the petrol engine kicking in on occasion, leaving ‘natural’ to its own devices will result in some relatively frugal driving - a week of testing, commuting, filming and enjoying the Tonale used less than a tank of fuel, including one round trip of more than 140km.

Commuting in the Tonale proved comfortable enough - the steering is light and the dual-stage valve suspension in its softer mode combined with the electric drivetrain resulted in a calm and controlled feeling.

Its suspension soaks up bumps well, though a consistently uneven road surface can feel a little jittery (though not harsh or crashy) after a while.

Getting more dynamic (yes, the D on the dial), however, brought out some interesting characteristics of the Tonale. That light steering is paired with a quick rack (a 14.8:1 ratio, or two-and-a-half turns lock to lock), meaning the Tonale is easy to turn in hard, and a 53F/47R weight distribution provides enough balance (paired with a low centre of gravity thanks to the battery) to keep on top of the small SUVs movements.

All four wheels being driven under its ‘dynamic’ hybrid mode means grip and acceleration in cornering is plenty useful, though braking coming into the corners via the Tonale’s ‘brake by wire’ system could be a little more feelsome.

The gearbox is very eager under acceleration, too much so for commuting, but if it doesn’t suit your needs even for spirited driving then the manual mode is there.

It’s worth noting that those huge brushed alloy shift paddles come into play here, though being attached to the column steering rather than the wheel presents a key ‘pro’ and ‘con’ each: the paddles are always in the same place, just not always in relation to your hands.

With five stars from ANCAP, the Tonale is off to a good start on the safety front.

Its six airbags isn’t exactly class-leading, there isn’t one at front centre, for example, but the PHEV does have the full active and passive safety suite available on the Tonale as standard.

A series of features make the Tonale ‘level 2 autonomous’ including a front camera, lane-keep assist and traffic jam assist, the relatively standard adaptive cruise control, plus traffic sign recognition, driver behaviour warning, and, of course, AEB.

Blind-spot monitoring, side parking sensors, and a surround-view parking camera are standard on the Veloce, aside from the Ti.

The GLC is backed by a five-year/unlimited kilometre warranty, which puts it on par with key rivals in this space. Servicing intervals are generous, too, at every 12 months or 25,000km. Great news if you rack up a lot of kilometres.

But the catch? Servicing costs are steep. Mercedes-Benz offers pre-paid servicing plans in three-, four-or five-year bundles, and the five-year package will set you back $7350. That averages out to almost $1500 per visit. Oof.

For comparison, the Audi Q5’s five-year plan is $3520, and BMW’s five-year 'Basic Service Inclusive' package for the X3 is $2475. So, while the GLC might win on features and finish, it definitely asks more of you when it comes to ongoing costs.

Alfa Romeo has a relatively industry standard five-year/unlimited kilometre warranty for its models, and the Tonale falls under this, with five years of free roadside assistance thrown in, too.

Being a plug-in hybrid, the battery does have its own specific warranty, that being eight years or 160,000km, whichever comes first.

The first five services are priced at a maximum on Alfa Romeo’s website, listed at a top of $500 for the first (15,000km/12 months), $600 for the second (30,000km or 24 months, as the intervals go), while the third is $500, the fourth a whopping $1000 max, and the final capped price back to $500.