Mercedes-Benz GLC-Class vs Smart 1

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.

It’s easy to get lost in marketing hype, but — based on first impressions — the Smart #1 does what it says on the tin. This is a Chinese-built SUV that feels more premium than most, and one which is priced to tempt you from one of the German big three. The warranty isn’t good enough, though, and the multimedia screen can be infuriating, but it drives very nicely, especially on suburban roads.

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

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.

There is an impossibility pretty model in Smart’s new line-up, but the #1 ain’t it. While the #3 — which has also just launched — is a sleek-looking, coupe-style SUV, the #1 is a top-heavy small SUV that doesn’t shine from every angle.

Front-on, or from a front three-quarter angle, the #1 definitely works, with the brand setting out to remove unnecessary fussiness from the design, leaving smooth and rounded bodywork in its place.

There are no body creases or weird angles here, instead it’s a smooth, fluid-like design that flows from the front LED lights bar to the smooth shoulder lines to the matching light treatment at the rear. 

But it’s at the rear where, for mine, the design begins to fall over. From that angle, the #1 looks skinny and top-heavy, especially when wearing the red hat of the Brabus model.

Still, eye of the beholder and all that.

Inside, though, the #1 kicks all sorts of goals, presenting as a properly premium-feeling EV space that’s swimming with technology and lovely cabin materials.

I particularly love the letterbox-style screen that replaces the traditional dashboard. It’s not distracting or overbearing like some twin-screen set-ups, but clearly shows you the key driving stuff you need when you’re on the road.

Side note, though, the massive central screen is super clear and lightning fast, but as usual you need to spend some (a lot) of time with it to figure out where all the functions are hiding, with most of the car’s key controls hidden within its labyrinth.

And side note two, the background graphics look like they were designed by a cordial-addled child, it is busy, cartoonish and out of keeping with the calm, grown-up nature of the #1’s cabin.

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.

The Smart #1 measures just under 4.3m long, just over 1.8m in width and around 1.6m in height, and it rides on a 2.75m wheelbase. And the perk of the Smart’s EV powertrain, the brand says, is Mercedes-Benz E-Class levels of space in the back seat, despite the #1’s diminutive footprint.

It’s a big claim, and while I didn’t break out the tape measure I can say the backseat feels plenty generous, and because the rear pew slides forwards or backwards by 15cm, you can choose whether you want more legroom or more luggage space.

Speaking of which, pop the auto-opening boot (by hitting the ‘a’ in the ‘Smart’ lettering, which I couldn’t figure out without help) and you’ll find 323 litres of space with the back seat as far back as it goes, growing to 411 litres with it pushed all the way forward. There’s also a 15-litre frunk.

Smart says the #1 weighs 1800kg, adding it will tow 1600kg — but I’m sure you can imagine the impact a heavy load will have on your driving range.

The #1 is available in three trim levels — the Pro+, Premium and Brabus — and pricing (before on-road costs) climbs from $54,900 to $58,900 and $67,900. 

Brabus, by the way, was a lesser-known Mercedes-Benz tuning arm, a little like AMG, which should give you some idea of what to expect from the performance-badged models.

Anyway, that pricing is good enough to undercut key rivals, including the Volvo EX30 (from $59,990) and BMW iX1 ($78,900), and it’s drastically less than Mercedes-Benz's EQA 250 ($84,900), all before on-road costs.

Also firmly in the Smart’s favour is that there isn’t a cheap-feeling model among them, with even the Pro+ feeling properly well-equipped and premium.

Entry-level cars score 19-inch alloys, a panoramic roof, LED lighting, a powered tailgate and a 12.8-inch central screen with wireless Apple CarPlay and Android Auto, and a 9.2-inch digital dashboard. There’s wireless device charging and a decent stereo, too.

The Premium then adds matrix LED headlights, leather trim, a huge head-up display and a better Beats stereo, while the Brabus scores a unique interior and exterior treatment, better suspension and a launch control function.

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.

There are two drivetrains on offer here - one shared across the Pro+ and Premium, and another delivering the prodigious power of the #1 Brabus.

The first shared option is a single rear motor that delivers 200kW and 343Nm, which is enough to knock off the sprint to 100km/h in 6.7 seconds. Top speed for all models is listed as 180km/h.

The Brabus, though, adds a motor at the front axle, giving it AWD, which ups the outputs to a punchy 315kW and 543Nm, dropping the sprint to 100km/h to a very fast-feeling 3.9 seconds.

It’s a single-speed EV transmission in each, which means smooth, constant power delivery with no traditional ‘steps’, and all get 'Eco', 'Normal' and 'Sport' drive modes, though the only thing they impact is the accelerator response.

You can add weight to the steering, but that’s a separate item accessed elsewhere in the screen’s sub-menus.

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.

All Smart #1 models share the same 66kWh battery, but how far you can travel between charges comes down to the trim you choose, with the WLTP driving range either 400km, 420km or 440km. The Brabus, of course, covers the least ground between charges, owing to its dual-motor set-up and amped up power outputs. 

When it comes time to plug in, all models are equipped with 150kW DC fast-charging capability, and when plugged into said charger, you can expect to go from zero to 80 per cent charged in less than 30 minutes. 

There’s also 22kW AC charging on board in the Premium and Brabus models, which means you can use three-phase power, but plugged into a regular 7.4kWh home wallbox should see you go from zero to 80 per cent charged in 7.5 hours, which means overnight charging should work a treat.

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.

The #1 and its sister car, the #3, might share powertrains and batteries, but they are designed to drive very differently. The #3 is the sporty one (always code for a firmer ride), while the #1 is supposed to be softer, more comfortable and more city-friendly.

That’s the theory, at least. In practice, I have no idea. My time behind the wheel of the #1 was limited to its most fire-breathing model — the Brabus, which also scores its own suspension components — and soft is not a word that comes to mind once you’re strapped in behind its bright red seatbelt.

It begins with those bonkers power outputs, 315kW and 543Nm, which deliver genuine push-you-back-in-your-seat acceleration every time you stand on the go pedal.

Better still (well, I think so, at least), is that activating its sportiest 'Brabus' mode also unlocks a deep Abarth-style burbling soundtrack that rises and falls with your inputs.

But like most performance EVs, you can also dial the drive experience right back. In its softer drive modes the #1 Brabus feels calm and comfortable and not overly reactive, which makes sense, given the only thing the Brabus mode changes is accelerator sensitivity.

The result, though, is a car that you can tootle around in silently when you want to but hides a nuclear weapon under your right foot when you want to unleash that part of its personality. 

Downsides? It’s got plenty of point-and-shoot power, but in the few corners we managed to find in it, it didn’t quite live up to the all-out-performance badge. There’s a bit too much movement in the body — a symptom of its near-2.0-tonne weight — and it doesn’t feel entirely engaging.

A couple of important caveats, though. We didn’t get long behind the wheel of the #1, and the dull-as-dishwater prescribed drive program revealed little about its true performance potential. So, we’ll have to wait until the model is properly through the CarsGuide garage to give you a deeper dive on this one.

Full credit to Smart on this one, because the #1 comes with a pretty stacked active (crash avoidance) safety tech list, and though our test drive was far from exhaustive, only the speed limit warning (which you can switch off) felt overly intrusive, with the rest just sort of humming away in the background.

The full package includes things like adaptive cruise control, lane keeping assist, traffic-sign recognition and the aforementioned speed limit warning. There’s also AEB, along with seven airbags, all of which has earned the #1 a five-star Euro NCAP safety rating.

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.

Warranty is a definite soft spot, with LSH Auto offering five years or 150,000km, whichever comes first. For reference, other Chinese newcomers include Chery (seven years) BYD (six years) and GWM (seven years), while MG has just shifted to a 10-year warranty.

Still, service intervals are 12 months/20,000km, and you should be able to take your Smart to any LSH Auto Mercedes dealership (in Melbourne, Brisbane and Sydney) or either of the Smart dealerships in Sydney or Brisbane.

Service cost for the first four years averages $611 per workshop visit for the Pro+ and Premium (worth noting the fourth service is a big one) and $780 for the Brabus. Not particularly small numbers.