Mercedes-AMG GLC43 vs Cadillac Lyriq

What's the difference?

The Mercedes-AMG GLC43 has your back if you’re looking for a thrilling performance SUV that moonlights as the daily family driver. It boasts a fairly practical cabin with good storage. Is it too expensive? Yep. Would I have one? Absolutely. It’s fun and full of features.

This rocked my kid's world – the lighting, the cool superhero vibes of the styling … the ‘tatatata’ chirps of the engine. It won him over completely.

The Lyriq Luxury combines handsome styling and luxurious appointments with responsive yet supple ride quality, the choice of relaxed driving or exhilarating performance as desired and a decent driving range. Its lack of towing ability may be a deal breaker for some, but it's certainly worthy of consideration by prestige SUV buyers with a penchant for electric power and (for now at least) sub-$100K drive-away pricing.

The GLC43 looks distinctly more aggressive than its GLC300 sibling.

The grille features vertical struts instead of the star motif and there’s a sporty spoiler lip at the rear that complements the quad exhausts.

The large headlights featuring Mercedes Digital Light LEDs dance when you first put them on and add a sporty dynamic to the styling, as does the 20-inch alloy wheels.

The interior is largely the same with a dashboard that is headlined by an 11.9-inch touchscreen multimedia system and a 12.3-inch digital instrument cluster.

The ambient lighting system transforms the space at night time and honestly, makes it look pretty flash compared to some of its rivals. I also love the big panoramic sunroof and cute circular air-vents found in the front – they add some interest to the cabin.

The optioned performance seats of our test model make this look the part of a performance SUV and there is AMG badging everywhere - just so you don’t forget what you're driving. This looks beautiful inside and out and it earns its luxury tag.

The Lyriq has a generous 3095mm wheelbase, is more than five metres long (5005mm) and almost two metres wide (1977mm, including mirrors). Its 1620mm roof height is relatively low for a large SUV, resulting in a sleek and sporty profile combined with a muscular surefooted stance fronted by a finely-etched solid grille.

It rides on five-link independent suspension with GM’s ‘passive plus’ dampers, plus there’s electric power-assisted steering and big Brembo disc brakes in each corner featuring classy Cadillac scripts on the calipers. Turning circle is 12.1 metres, which is to be expected for a car of this size.

The interior design is an elegant blend of soft-touch materials and discreetly textured surface finishes with an emphasis on chrome and satin chrome highlights. It’s also spacious as you’d expect, with the panoramic sunroof creating a bright and airy feel.

We applaud Cadillac’s adherence to tradition with physical buttons and knurled dials and knobs for controlling key cabin and driving functions, in preference to annoying and distracting touchscreen menus. There’s also nice attention to detail with small jewel-like Cadillac emblems and scripts contributing to its prestige look and feel.

The cabin up front feels like a cockpit because the optioned performance seats absolutely lock you into place.

The adjustments are pretty good for the lumbar and under-thigh supports but the highlight are the kinetic stretching massage functions on both front seats, it really helps to alleviate fatigue on a longer journey. 

While I find the seats comfy, my husband didn’t! He said he needed more ‘space’ between the legs and with the bucket-style, he um … didn’t get that required space. Take from that what you will.

Getting in and out of the backseat is easy enough but the side steps are overkill and can dig into the calves.

The back seats are not super comfortable as they are on the harder side but the headroom and legroom are great for my 168cm height. The back row would still be most comfortable as a four-seater when filled with adults, though.

The individual storage is excellent up front with a decently sized glove box, middle console and a huge storage bin and drink bottle holder in each door.

The centre console features a good-sized cubby that includes a phone shelf and two retractable cupholders.

The storage and amenities in the rear are okay with directional air vents, reading lights and a fold-down armrest with two cup holders. You also get shallow storage bins in each door but this row misses out on charging options, which is a shame.

The other technology looks high-end and the graphics in both the 11.9-inch touchscreen multimedia system and 12.3-inch digital instrument cluster assert that the GLC43 is a luxury vehicle.

Both are easy to use, highly customisable and look fantastic. What a combo!

The augmented reality satellite navigation shows dynamic directions overlaid on a live video feed, so there's no excuse for getting lost while using it. There's also wireless Apple CarPlay and Android Auto, as well as, a Mercedes Me Connect app, so you can access features on your car remotely.

Charging options are only found in the front row but you get a good selection with three USB-C ports and a wireless charging pad.

The GLC43 gets a large coloured head-up display, fingerprint scanner (that can lock a certain profile or features) and dual-zone climate control but it would have been nice to see climate control in the rear row as well.

The boot is pretty large for a medium SUV at 620L, and can comfortably fit shopping or luggage.

There’s a tyre mobility kit and extra underfloor storage, and the rear row has a 40/20/40 split fold, which opens up your storage options. You also get a powered tailgate in this model, which is always handy.

The Lyriq’s 2687kg kerb weight (largely due to its hefty propulsion battery) and 3200kg GVM results in a modest 513kg load capacity, which could easily be used up by five large adults before you could think about loading their luggage. It’s also not rated for towing in Australia which limits its appeal as a recreational vehicle.

Driver and front passenger enjoy palatial space and comfort plus ample storage with a bottle-holder and bin in each door. There's also a large glove box, pop-out drawer in the dash and a ‘floating’ centre console equipped with a lower tray, three USB-C ports, a 12V socket, wireless phone charging and a felt-lined box at the back with padded lid that doubles as an elbow rest.

The rear doors open wide for easy entry to the rear bench seat which even for tall people (I’m 186cm) offers ample room for knees and feet, enhanced by a flat floor with no transmission tunnel for centre passengers to straddle.

However, the top of my head brushes the roof lining and the unusually high floor height (we assume caused by the underfloor battery) results in raised thigh angles that concentrate more weight on the lower back.

Given the rounded lower backrest cushions, which integrate with the ISOFIX child seat anchorages in the outer seating positions, also protrude into a passenger's lower back region, the rear seat provides less than ideal comfort for tall passengers in contrast to the sublime luxury up front.

Even so, rear passenger storage is well catered for with a bottle-holder in each door, pockets on both front seat backrests and two cupholders in the fold-down centre armrest. The rear of the centre console offers two more USB-C ports, adjustable air vents and adjustments for numerous comfort settings.

The power tailgate provides access to the fully carpeted rear luggage area, which offers up to 793 litres (almost 0.8 cubic metres) of load volume with the rear seats upright and up to 1722 litres (almost 1.8 cubic metres) with the seats power-folded flat. This provides a versatile space for carrying everything from a mountain bike to flatpack furniture.

The luggage area also has four tie-down hooks, a 12V socket and a hinged floor section which when opened reveals an underfloor bin ideal for storing charging cables (see image).

The Lyriq is available in two trim levels comprising the Luxury from $122,000 and the Sport from $124,000 (both before on-road costs) but GMANZ is currently offering both for $95,000, drive-away.

These list and drive-away prices compare more than favourably when cross-shopping German luxury EV SUV alternatives like the Audi Q8 e-tron ($140,090), BMW iX ($142,900) or Mercedes-Benz EQE ($146,700).

The key differences between the Lyriq duo are visual, with the Luxury emphasising traditional elegance with lavish chrome detailing while the Sport is more performance oriented with greater use of dark trim elements.

Our test vehicle is the Luxury variant, finished in optional ‘Crystal White Tricoat’ paired with what GM describes as ‘Noir with Santorini Blue Accents’ interior trim.

Large and stylish in true Cadillac tradition, the Lyriq is built in right-hand drive form at GM’s Spring Hill manufacturing plant in Tennessee, instead of local RHD remanufacturing like its Chevrolet pick-up siblings.

Luxurious standard equipment includes big 21-inch multi-spoke alloy wheels and 275/45R21 self-sealing tyres (no spare), a full-length panoramic sunroof with power internal sunshade, power tailgate, rear roof spoiler, heated door mirrors with puddle lamps and more.

Concealed door handles discreetly extend to allow access to a sumptuous synthetic-leather interior with power adjustable/heated steering wheel, power front seats with heating/ventilation/massage/memory functions, outer rear seating also with heating/ventilation/massage, tri-zone climate control, five USB ports, 360-degree camera, wireless phone charging, a choice of 126 ambient interior lighting colours and more.

The driver is treated to a curved 33-inch colour LED instrument cluster/multimedia display which controls premium 19-speaker AKG Studio sound (including speakers in the front seat head restraints) and numerous multimedia functions including wireless Apple CarPlay/Android Auto connectivity.

The 43 gains the 2.0-litre four-cylinder turbo-petrol engine from the AMG A45 hot hatch, which replaces the 3.0L turbo V6 from the previous model.

What makes this one interesting is that it’s been designed with Formula 1 tech and its performance is boosted by an electric turbocharger. Which means you have instant power delivery.

The new engine produces a power output of 310kW and 500Nm of torque. So, a little more power (23kW) but a little less torque (20Nm) than the previous model. The GLC43 is an AWD and has a nine-speed auto transmission which is mostly smooth.

The new GLC43 features a true AMG engine and that means it was hand-built by a master engine builder. Every AMG engine features a plaque with the builder's signature, which is very cool.

The Lyriq features drive units with single-speed transmissions located at the front and rear which provide permanent all-wheel drive. Each is equipped with an electric motor, which combined produce 388kW of power and 610Nm of torque. There are also numerous selectable drive modes. Claimed 0-100km/h acceleration time is a rapid 5.3 seconds.

You might be surprised given its outputs, but the new GLC43 is fairly frugal when it comes to consumption.

The official combined fuel-cycle consumption figure is 9.9L/100km and my real-world usage came out at 8.8L.

I have put the GLC43 through its paces too – mountain roads, urban and long trips … and have not been shy using it’s power.

That's excellent usage for such a powerful SUV but expect higher in an urban setting.

Based on the official combined fuel cycle and 62L fuel tank, expect a theoretical driving range of 626km.

Mercedes recommends a minimum 98-octane unleaded petrol to be used.

GMANZ claims official combined consumption of 22.5kWh/100km and up to 530km of driving range from the Lyriq’s 102kW lithium-ion propulsion battery.

When we collected our test vehicle the dash display was showing 100 per cent charge and an estimated driving range of 583km.

We drove 239km over five days and still had 52 per cent charge and 300km of range remaining when we did an overnight charge at home using the supplied AC charger with a domestic three-pin plug.

However, after 15 hours the charge only increased from 52 to 65 per cent for just 76km of extra driving range, so we would recommend installing a dedicated wall box for faster home charging.

In total we covered 297km across our usual mix of suburban, city and highway driving with average energy consumption just under the Cadillac's official figure, so based on our test results a driving range of around 500km per charge is credible.

GMANZ claims 7.4kW AC charging can add up to 43km of range per hour, which increases to 94km with 22.1kW charging. And up to 128km of range can be added in just 10 minutes using 190kW DC fast charging.

After driving the GLC43, it proves why its considered a performance SUV – the new engine and that Formula One tech creates a fun on-road experience. 

Power delivery is quick and stable – you never feel overwhelmed by what the car is doing but you do get excited.

It has a dedicated 'Track Pace' feature for when you take it to a race track. I mean … is that needed for a family car? Probably not but it’s cool nonetheless.

This new model sees a redesigned adaptive suspension and rear axle steering. The suspension is firm and it hits the road with a definitive thump. I like the feedback when I’m pushing it around bends but for the daily school run, it’s a pretty hard ride.

The rear axle steering is fantastic when you hit big mountain hair-pin turns or need to manoeuvre precisely in your lane. It’s extremely agile on the road, when it needs to be. 

It’s a bummer that the cabin is loud with road noise and while you can do long journeys, just know it’s not a comfort tourer. You drive this for the fun factor.

All of the pillars are quite wide, which I found impeded my vision on bends but on the straights it was fine. I just did more of a weave and bob to check all of the blind spots this week.

Because of the electric turbocharger, power stays high but revs low at lower speeds. This can make parking can feel a little bunny-hoppy at times until you get used to how to accelerate at low speeds. Once you do, it’s a breeze to park and the 360-degree camera is top-notch.

The driving position is supportive and comfortable with multiple power-adjustment of the seat and steering wheel ensuring people of most heights and girths can enjoy luxurious travel.

The low dashboard height ensures vision to the front of the bonnet and its array of physical buttons, knurled dials and knobs minimise touchscreen use, which makes driving far less distracting than having to search through digital menus.

It’s very quiet given its electric drivetrain. Most noise emanates from the tyres but that is also minimised by the audio system’s noise cancellation technology and the cabin’s effective acoustic insulation.

Ride quality and handling are excellent thanks to the Lyriq’s suspension refinement and close to an ideal 50-50 weight distribution mostly influenced by the positioning of its drive battery.

This battery’s considerable heft (we reckon it weighs at least half a tonne) also creates ample sprung weight to assist the suspension in smoothing out bumps and its underfloor location ensures a low centre of gravity for surefooted cornering.

Standing start acceleration is more than impressive for a luxury car weighing almost 2.7 tonnes, with instantaneous torque from its two electric motors helping to propel the Lyriq to a neck-straining 100km/h in about five seconds.

This spirited response creates a sporty and engaging drive that belies the vehicle’s weight, particularly in Sport mode with its sharper throttle response and firmer steering feel.

We also like the choices for regenerative braking which include ‘One Pedal Driving’ mode with 'Normal' and 'High' settings, both of which make the quartet of disc brakes largely redundant (the High setting feels like heavy pedal braking) while optimising battery charge. There’s also a small paddle on the steering wheel which increases regenerative braking in response to the amount of finger pressure applied to it.

Our only criticism from a driver’s point of view is the absence of a head-up display (HUD) and traffic sign recognition (TSR), both of which are notable omissions for a prestige vehicle in this price range.

The Lyriq does not come with an ANCAP rating (typical for small volume production) but has a suite of passive and active features like multiple airbags including dual head side-curtains, AEB with intersection/front pedestrian/cyclist detection, lane-keeping, a 360-degree camera, parking assist, tyre pressure monitoring, adaptive cruise control and lots more. The rear bench seat has ISOFIX child seat anchorages on the outer seating positions and top tethers across all three.

In this part of the market it's fair to expect a head-up display and traffic sign recognition as standard but both are missing in action. 

The GLC comes with a five-year/unlimited kilometre warranty, which is a normal term for the class.

You can pre-purchase either a three-, four- or five-year servicing plan, priced at $4420 for three years, $5520 for four and $6245 for five years. 

Services on the five-year plan cost an average of $1249 per service which is very expensive for the class.

Servicing intervals are reasonable at every 12 months or an extra-long 25,000km, whichever occurs first.

The Lyriq comes standard with a five-year/unlimited km warranty including five years' of roadside assist, while the propulsion battery is covered by a separate eight-year/160,000km warranty.

Scheduled servicing is every 12 months/12,000km whichever occurs first, with costs for the first five years of scheduled servicing or five scheduled services included in the vehicle’s purchase price. These servicing terms are generous for this segment, although some rivals offer similar enticements like Audi’s six-year ‘complimentary’ servicing for its Q8 e-tron.

GMANZ has a national network of 45-50 dealerships across most capital cities and some regional areas but not all offer vehicle servicing.