Mercedes-AMG GLC63 vs Porsche Macan

What's the difference?

Obviously, I had nothing to worry about. The GLC 63 S is the same boisterous, silly car I drove 18 months ago, just with a few new bits to improve the package. As ever, the GLC 63 S is all about the experience - big noise, huge grip but all in comfort with plenty of gadgets.

The only real issues are price, service pricing and the length of the warranty. The first two probably won't bother most owners and one hopes the third won't be problem, but it would be nice if the length was reflected in the price.

If you care about badge, it has impeccable credentials, the AMG stripes and that plate on the engine with the builder's name. They're good credentials. The GLC 63 S has some very determined and capable competition, but none of them blend the speed, overall comfort and sheer sensory silliness of the AMG.

There is no doubting the substance of the Porsche Macan Electric. Its ride, steering and poise make it a joy to drive on twisting roads, and it ticks the practicality boxes, too.

The only lingering question is whether enough people are ready to make the all-electric switch. Only then will we know if Porsche's Macan gamble has paid off.

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

As before, the GLC 63 S comes in wagon and couple bodystyles. Little has changed, with just the usual tweaked front and rear bumpers and mildly redesigned headlights.

All the good bits have remained, like the 'Panamericana' grille from the AMG GT monsters, the jet wing-inspired front bumper and plenty of open space to feed the radiators and intercoolers.

Neither the wagon nor coupe is a pretty machine, but no mid-size SUV is much of an oil painting, with the exception of the Jaguar F-Pace.

The 'Night Package' is still a standard inclusion, blacking out various bits and pieces and looking good when allied with the dark alloys. They both look tough, though, which is classic AMG DNA.

Inside is pretty much the same as before, with just two obvious changes. The new Alcantara-trimmed steering wheel, again from the AMG GT, and also on the C 63 S, joins the party with a more expensive look and feel.

And the new MBUX screen is wider and looks much more at home in a $165,000-plus car. It's still a bit old-feeling, but the digital dash adds a bit of techno-style while the garish speaker covers don't.

The Macan Electric looks sharp, all aerodynamic and swept-back like a range-maximising electric SUV should.

There’s functional method behind all this swoopy styling, too. The headlights look as though they’ve been chiselled into the body work, and at the grille, you’ll find active venting to help with cooling when needed.

There is also a sizeable front splitter that looks very much like the Macan is sticking its jaw out. All of which is to assist with aero and range.

It’s also a dual charging port layout with access left and right, though the latter is AC charging only, while the one on the left does both.

Step inside the Macan and you’ll find a familiar and very welcoming space. I especially like the twin-screen set-up that looks great in the way it's kind of embedded into the dash. Each is big, clear and easy to use.

I also really like the control panel that gives you quick-button access to the climate control, and the haptic feedback is next level, with the whole screen clicking in or out whenever you hit a button.

That said, in Turbo-guise you’re dropping almost $200,000, and some of the materials feel too hard and plasticky at that price point.

A family of four will love any GLC. The wagon's extra headroom over the coupe is useful if not life-changing, while the knee, leg and foot room are generous. Front seat passengers enjoy comfortable seating as long as you're not too keen on pudding.

Underneath, the upward sweep of the centre console is a pair of cupholders and a wireless charging Qi pad that will fit larger phones. Under the split armrest is a small but handy console bin, inside which you'll find USB-C ports.

Two more USB-C ports in the rear join a 12-volt socket and there are also climate controls for the rear seat passengers. The centre armrest pops open with a shallow, carpet-lined tray and two cupholders pop out the front. Each of the four doors has a bottle holder, too.

The boot space is unchanged for each bodystyle - 550/1600 litres for the wagon and 500/1400 litres for the coupe. Both have high loading lips, which is something to consider if you're hauling heavy things about or have trouble lifting items to a reasonable height.

There is a little open-sesame magic at play with the Macan, and that starts at the frunk, where, if you lovingly caress the bonnet, it will automatically pop open for you, revealing an 84-litre storage space.

Rubbing the charging port will see it slide open, too, but just in case you’re not the kind of person who likes to fondle their car in public, you can use the key.

The Macan’s boot is a little more traditional, opening to reveal 540 litres (but just 480 litres in the 4S or Turbo) of storage with the rear seats in place, with a wide, flat and very useable area for your goodies.

The back seat of the Macan feels spacious enough, without being outstanding. There’s more than enough space for my 175cm frame, with enough knee and head room, but the way the middle console juts out will definitely eat into leg room for any middle-row passenger.

Elsewhere you get air-con controls with vents, along with bottle storage in each of the doors. There is also a pull-down divider that’s home to two extra cupholders.

The Macan arrives with four trim levels, the entry-level Macan, the Macan 4, Macan 4S and then the flagship Macan Turbo. The latter is just a name Porsche now applies to its go-fast models — obviously there isn’t an actual turbo in action.

The new electric range opens with the Macan, which lists at $128,400, before on-road costs. A reminder here that the old entry-level Macan with an ICE powertrain would have set you back less than six figures, so this one represents quite the jump.

Now, it should be pointed out that you can still buy the previous-generation ICE Macan, at least until supply runs dry. The brand isn’t getting any more, but suggests there are enough in the country to satisfy demand until around Q2 next year.

Next is the 4, which is $134,400 and adds a second e-motor. Then comes the 4S, yours for $149,300, before the range tops out with the Turbo, which climbs to $184,400. All prices before on-road costs.

Those are big numbers, but at least Australian-delivered cars are some of the best-specified on the planet. 

That starts with the Macan, which gets a 12.6-inch digital instrument cluster, and a second 10.9-inch central touchscreen with Apple CarPlay and Android Auto.

It rides on 20-inch alloys, has synthetic-leather seats that are heated up front and Australian cars get things like the clever 'Porsche Active Suspension Management' (PASM) system as standard.

Next up is the Macan 4, which adds a second electric motor, but otherwise largely mirrors the base car’s spec. Next on the list is the 4S, which rides on a different 20-inch alloy, picks up LED matrix headlights, sports a better Bose stereo, a panoramic roof and four-zone climate control.

Finally, the Turbo is the big dog of the electric Macan range, packing serious power, but also arriving with its own 20-inch alloy wheel design (with 21-inch wheels a no-cost option) — an augmented reality head-up display, and things like the 'Porsche Electric Sport Sound', the 'Sport Chrono Package' and a performance-focused 'Sport+' drive mode.

An AMG 4.0-litre twin-turbo V8 brings the thunder, with a massive 375kW and 700Nm of torque. That's plugged into a nine-speed MCT (multi-clutch as opposed to twin-clutch) transmission and Merc's '4Matic+' all-wheel drive system.

With all that power and grip, you'll crack the ton in a supercar-baiting 3.8 seconds. One little point to note is the engine has active mounts.

Should you fancy turning your tinny into a landspeedboat, you can tow up to 2000kg for a braked trailer, and 750kg unbraked.

The entry-level Macan is equipped with a single rear-mounted electric motor, and it will make a total 250kW (265kW with launch control activated) and 563Nm, which is enough to push the cheapest Macan to 100km/h in 5.7 seconds.

The 4 then adds a second electric motor for AWD, upping the grunt to 285kW (300kW with the launch function) and 650Nm, and drops the sprint to a brisk 5.2 seconds.

The 4S is probably the performance sweet spot, with its dual-motor set-up generating 330kW (380kW in launch) and 820Nm, and a blistering sprint of just 4.1 seconds.

But the Macan Turbo is a true monster. We’re talking 430kW (470kW with launch control), 1130Nm and a sprint to 100km/h that’s as fast as a Carrera Cup race car – just 3.3 seconds.

It’s twin-motor, all-wheel drive and offers the kind of brutal acceleration that gives you a little facelift every time you step on the accelerator.

Mercedes reckons you'll get 12.2L/100km on the combined cycle which seems laughable at first and then you see what it actually does. To be fair, the car I drove on the launch copped a hammering and was hovering around the 17.0L/100km, with the start-stop and coasting functions playing only cameo roles.

Every Macan is fitted with a big 100kWh lithium-ion battery, which helps deliver a solid driving range no matter which one you choose.

The entry-level Macan will cover the most distance, at a claimed 654km, while the 4, 4S and Turbo will travel 624km, 619km and 616km, respectively.

The Macan rides on an 800V architecture, and is set up for 270kW DC high-speed charging, which will take 21min to go from 10 to 80 per cent. It will also accept 11kW AC charging, which should take 10 hours to go from empty to full.

Worth noting, though, that most home wall boxes are around 7.0kW, which means a full charge would take more like 13 hours plus.

Like any V8-powered AMG, the twin-turbo engine absolutely dominates the GLC 63 S. Even at walking speeds you can feel the serious firepower on offer, just a flex of your ankle away.

The figures are colossal - 375kW (over 500 horsepower) and 700Nm pushing around two tonnes of mid-sized SUV. Its famed bark is bettered only by Jaguar's completely unhinged, and surely borderline illegal, 5.0-litre supercharged V8.

You need to know you've got plenty of tech underneath you to make this stick to the road. The 21-inch alloys are wrapped in 265/40s at the front and 295/30s at the back, Continental Cross Contacts if you're interested.

They should - and would - ruin the ride, but the standard fitment of air suspension means that in normal driving, the GLC 63 S is firm but comfortable. A BMW X3 M is much harder, especially at the rear, going without the complex and heavier air set-up.

The air suspension is probably the pivotal piece of chassis tech that makes this car so versatile. While it's got driving modes up the wazoo - including the new 'Slippery' mode - it's a perfectly agreeable daily driver.

Leave it in comfort, accept that it has a firm ride and you're in good shape for the school run or the commute. You just sail along on a light throttle because there is virtually no turbo lag.

Whack it in Race and you can attack your favourite empty, bendy road with all the grip you could ever need.

The steering is remarkably light and direct for such a chunker and the optional carbon ceramic brakes were never bothered by what I could throw at them.

The V8 roars and spits and crackles, the gearbox shifting seamlessly up and down through the ratios. It's blissfully silly.

In a way, it's a velvet fist in an iron glove - comfortable inside but happy to headbutt the horizon with little provocation.

I'd prefer it if the transmission was a bit more decisive on slow speed shifts and you'll have to prepare yourself for a lot of wearying road noise on long trips. The latter is the price you pay for a ton of grip.

Porsche seemed at pains to prove that, though the all-electric Macan has lost its ICE heart, it's still worthy of the badge, and still very much a Porsche.

First stop, then, was the Norwell race circuit in Queensland, to put the Macan through its paces with 0-100km/h sprints, drifting (well drift attempts... ) on a watered-down skid pan and finally some high-speed running on the circuit.

And two things immediately became very clear. The first, and most obvious, was that, like the first men on the moon, we were likely among only a handful of people that might ever take their all-electric Porsche mid-size SUV to a race track. And second, this is one seriously sorted electric car.

Happily, for the many (read: every) owners who won't be pulling out of a pit garage at their next local track day, the Macan is actually more enjoyable on the road than it is on the track.

On the latter, there's a freedom to push too hard – what with the lack of trees, guard rails or oncoming traffic – and cracks do appear, mostly from the screaming tyres struggling with the two-tonne-plus weight.

But on public roads, where a thick fog of consequence prevents you pushing too hard, the Macan is a gem.

Porsche tends to have a knack for these things, I know, but the Macan is a seriously smooth and satisfying drive.

The ride is bang-on (comfortable enough on rougher surfaces, firm and grippy enough on twisting roads) and the steering is direct and confidence-inspiring.

Body-roll has been largely banished, too, with the Macan staying flat, stable and satisfying, even on the tighter stuff.

In much the same way the ICE Macan defined what it meant to be a driver's SUV, I think this one does the same in the EV space. And the fact that it does it with five seats and a decent boot is a sizeable bonus.

But there's no denying it lacks in the emotion department. That sense of excitement, the sound track, the hard-to-define fizz – as competent its this, and as weaponised as the EV powertrain is – it does feel a little clinical, like a tool doing its job and doing it well.

One important caveat. We've driven the 4 and Turbo to date. The entry-level Macan and the mid-tier 4S are still incoming. And I suspect I wouldn't be dropping my deposit on the Turbo.

Yes, the power is ridiculous, but I don't reckon you need it. For me, the 4 is more than enough, but I suspect the real performance sweet spot will be with the 4S.

The Porsche Macan Electric is yet to be assessed by ANCAP, or by Europe’s NCAP, but it doesn’t appear to be missing any key equipment from its safety list.

That includes curtain airbags that extend all the way to the boot, AEB with pedestrian detection, lane keeping assist, a surround view camera and 'Intersection Assist'.

Mercedes Benz offers a three year/unlimited kilometre warranty with roadside assist which is not really up to scratch for a premium brand. Yes, the cars are complex but they're also expensive, so the investment should come with a commensurate warranty.

Service intervals are generous at 12 months/20,000km (as opposed to the 25,000km of other GLCs) and the capped price servicing means you'll know what you're paying.

Mercedes offers you the choice of an up-front payment or pay-as-you-go. Upfront ranges from $4050 for three services, $6100 for four, and $6850 for five.

If you go with PAYG, three services is a hefty $5000. Basically, each service is at least a grand when averaged out over time and that's pricey.

Service inclusions differ between your chosen method, but only slightly. The pricing includes filters, oil and, unusually, spark plugs and brake fluid, but that's small comfort.

The Porsche ownership experience is frankly underwhelming by modern standards, with the brand offering just a three-year/unlimited kilometre warranty, plus an eight-year/160,000km battery warranty.

The positive, though, is that servicing should only be required every two years or 30,000km. You also buy a prepaid service plan for three, four or five years, priced at $1495, $2795, $2995.