Mercedes-AMG GLC43 vs MG Im6

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.

A super solid first outing from the IM brand. Don't let the pricing fool you, there is still bang for buck on offer in the IM6 Performance, even if it at times feels a bit too digital for my tastes.

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.

I feel almost mean saying this, because there will be plenty of people who like the way the IM6 looks, and I don’t want to rain on their parade. But… I’m not one of them.

It reminds me a bit of the pre-facelift Tesla Model Y, in that it’s largely feature-less and a bit blobby, and there’s not a sharp angle anywhere to be found on the thing. Premium to me means powerful and assured — picture just about any Audi — whereas I just find this a bit bland and soft.

Anyway, I do like the big alloys, the insulated glass roof and the light treatment front and rear.

And I like the cabin. The seats aren’t leather, but they’re super thick and comfortable, and there is a genuinely premium air in the cabin, helped by the acreage of screens and the quality elements, like the little door panels.

The doors unlatch electrically, matching the pop-out door handles outside, but they can be a bit fidgety. Someone from MG told me how they worked (you kind of cover the handle and let the door come to you) but I watched everyone else who tried to open them struggle. If you're at the point where you have to explain how a door handle works, you might have over-egged the pudding.

The second screen below the main one acts a bit like a mobile phone. You can alter your home screen widgets and access the main menu, even as Apple CarPlay is synched at the top. You’ll get used to it, I’m sure, but I found it to be a bit fidgety.

Actually it reminds me a little bit of the Lexus trackpad, or whatever that hateful system was called, where you controlled the main screen via a little mousepad thing, though happily it’s nowhere near as annoying as that was.

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 IM6 measures 4904mm long, 1988mm wide and 1669mm tall, and it rides on a 2950mm wheelbase, with IM describing it as a "mid-large SUV", though I expect it will be classed as a medium SUV Australia.

That said, ICE and EV mid-size electric SUVs are not cut from the same cloth, with the latter making use of a flat floor to maximise space. And so it is with the IM6, where backseat room is pretty damn impressive. I’m 175cm, and I had no problem at all with legroom or headroom, plus the same plush seats from up there are in the back, too.

There are also air vents but no temperature controls, and while there are USB ports, there is no regular household-style plug in the cabin. 

The glass in the windows is laminated, while the roof is double glazed, which MG tells me is Australian summer-proof, but I guess we'll know for sure in a couple of months.

There’s no shortage of cargo room either. There’s a 32-litre frunk up front, and there’s 646 litres in the boot with the rear seats in place. They’re 60/40 split, and if you drop them, luggage space grows to 1621 litres.

The towing capacity is a braked 1500kg, too, but I don’t expect to see many of these towing a camper trailer around.

Premium play means more premium prices, and my IM6 Performance will set you back $80,990 on the road. That might have just sent your eyebrows skyward, but keep in mind it’s faster than some Ferraris, and is swimming with high-end tech, so the bang-for-buck factor is actually still pretty good.

There are cheaper ones, too. The single-motor Premium grade is $60,990 drive-away, albeit with less power and slower charging. Then there’s the Platinum, with a bigger battery and faster charging, which is $69,990

The Performance, though, gets everything IM has to give, including an 800-volt architecture, which means super-fast charging, as well as twin motors, brutal acceleration, a decent driving range and adaptive air suspension.

Elsewhere, you get LED lighting, a big and insulated glass roof, and 20-inch alloy wheels. Inside, there are thick and soft synthetic leather seats that are heated and cooled in both rows, a banging 20-speaker sound system, and wireless charging to pair with wireless Apple CarPlay and Android Auto.

There’s also 'active noise cancellation', and a seat-aware digital assistant which is about the best, and fastest, I’ve ever used. The IM6’s speaker system can locate where a voice is coming from, so any passenger can use the assistant. For example, if you’re in the backseat and say 'hey IM, lower my window', only your window opens. It’s a technology that I specifically remember the German brands crowing about not so long ago.

There’s also a 10.5-inch central touchscreen that controls much of the vast 26.3-inch screen that runs from in front of the driver to the centre of the cabin, as well as clever little magnets embedded in the dash in front of the driver, as well as in the back of the front seat headrests, that are designed to hold phones, iPads or other little accessories.

Also cool is the IM6’s self-parking tech, but there’s also a relatively useless crab walk function, which leans on the rear-wheel steering system to drive diagonally at slow speeds. I’m still not entirely sure when you’d use that one, to be honest.

Honestly, it’s a lot of stuff, and a lot of tech.

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.

This is the real party trick of the IM6, because there’s a nuclear power plant under the metal somewhere. All up, the twin-motor setup produces a total 578kW and 802Nm, though I suspect you’re never accessing all the grunt all at once. Still, 100km/h zips by in 3.4 seconds, and the top speed is 239km/h. For the record, that’s exactly as fast the Ferrari Roma Spider I recently handed back, so yeah, it’s properly supercar quick.

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.

Also on board is a 100kWh Nickel-Cobalt-Magnesium battery that produces a WLTP driving range of 505kms. Pretty good.

Charging is strong, too. The high-tech platform allows for 396kW DC fast charging, which is faster than what is currently offered in Australia. The claim is 30-80 per cent charged in 15 minutes. There’s also an external vehicle-to-load (V2L) port.

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.

First things first, don't get too distracted by the word "performance" here. The IM6 doesn't act like a performance car, it feels bit too plush, and bit too digital, for that.

But that's not necessarily a bad thing. Performance cars are often loud, raucous and uncomfortable, and the IM6 is none of those things. Instead, those mountains of power and torque make silky, silent progress absolutely effortless, which feels pretty premium to me.

MG makes a big deal of how much work went into insulating the cabin from noise – with active noise cancellation joined by double-paned insulated glass – and it is a properly calming and quiet space.

Also strong is the suspension, with the adaptive air setup soaking up most bumps and bruises, but I found it can clang over really solid bumps, sounding like it's bouncing off a stopper. The steering is solid, too, with a nice weight, if not overly talkative in the feedback department, while the rear-wheel steering helps eat into the turning circle for tight three-point turns.

The downside, though, is that it all feels a little too digital, and like there's been a little too much overthinking gone into it. Having to push a button to see behind you in a hurry is bonkers (see my explanation in the Safety section below), and the secondary screen is more annoying than intuitive. And there were several bings or bongs I couldn't even identify. All of which interrupts the otherwise calming nature of the drive experience.

There is a long list of safety aids on the IM6, and I won't detail the lot here. But I will call out a couple of curious mentions.

As always, the driver distraction warning is annoying, but can be switched off. And MG also counts the IM platform, or what it calls a digital chassis, as part of the safety offering. It has its own digital brain that adapts the air suspension, the rear-wheel steering and the active safety kit on the fly.

The other curiosity is the weird way you see out the back. Rather than fit a digital rear-view mirror to counteract the almost non-existent rear vision, you instead push up on a little toggle on the steering wheel to bring up a live view of what's happening behind you on the central screen.

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 IM6 is covered by a five-year, unlimited-kilometre warranty, rather than MG’S 10-year term. Capped-price servicing is offered for the first five years, with your total bill just under $3000. The service intervals are 20,000kms or 12 months.