Porsche Cayenne VS Mercedes-Benz GLC-Class
- New fiercer face
- Cool cabin tech
- Advanced safety equipment
- Ride on standard suspension could be comfier
- Entry-grade not available with all-wheel drive
- Leather standard on upper grades only
Since the Porsche Cayenne turned the automotive world upside down in the early noughties, it has continued to evolve and has grown to become one of the brand's biggest sellers.
One size up from the mid-size Macan, it's problematic for hardcore Porsche-philes, but there's no doubting this five-seat SUV's success, or the fact that it helps keep the famous German sports car maker well and truly in the black.
And this is the new, third-generation version, with an all-new chassis, fresh engines, and a bunch of dynamic, safety and multimedia tech enhancements.
Read More: Porsche Cayenne Turbo 2018 review: snapshot
Read More: Porsche Cayenne S 2018 review: snapshot
Read More: Porsche Cayenne 2018 review: snapshot
|Engine Type||4.1L turbo|
I’m the eldest child in my family, and the best. That’s despite not having a degree in international law and working for the United Nations saving lives like my younger sister, or being a high-flying accountant like my other sister, or running a design agency in Germany like my other sister.
But being first and best like me is the exception to the rule because normally first versions of anything aren’t as good as they can be – like the Mercedes-Benz GLC when it made its debut in 2015. Now the updated version has arrived and it’s better, much better... in some ways.
There’s no longer a diesel, but there’s a hybrid instead, although that won’t arrive until 2020 along with the hardcore AMG versions.
Which is why at the Australian launch in October, 2019, I was only given the GLC 200 and 300 to climb all over and drive. So, while neither I nor anybody else piloted all of the types of GLCs you can buy, here’s everything you need to know about them.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Cayenne may be the Porsche of SUVs, but you can't have family car size and practicality without a few concessions.
It's fast, beautifully built, and engineered with a special eye for detail, and the well specced Cayenne S is the pick of the bunch for performance and value.
But it's worth remembering the SUV bit. This Porsche is more everyday enjoyment than track day excitement.
Is the Cayenne your kind of premium family truckster? Tell us in the comments below.
The updated Mercedes-Benz GLC has improved in many ways. It’s better looking, more powerful, and smarter with the addition of Hey Mercedes and new technology. The loss of the diesel won’t upset many. Benz says its customers are moving away from that fuel and the arrival of the plug-in hybrid is a step in the right, and more environmentally friendly, direction.
The GLC 300 is the sweet spot in the range. It's a bit over $10K more expensive than the 200 but comes with all-wheel drive, proximity unlocking, privacy glass and the awesome safety tech.
The design is new yet familiar. Longer (+63mm), wider (+44mm), lower to the ground, and lower overall (-9mm), yet the wheelbase is unchanged at just under 2.9m.
All models feature LED headlights, and the Cayenne and Cayenne S are identified by their silver grille slats, with the Turbo featuring matt and high-gloss black surfaces plus larger air intakes at the front.
Car-spotters will also notice narrower side windows with a sharper decline at rear (Porsche calls it the Flyline) and the C-pillars tilting forward for a racier look.
A full width horizontal light strip across the tail sits under a clear covering above a three-dimensional version of the Porsche logo.
And wheels now range in size from 19-inch on the Cayenne, 20-inch on the Cayenne S, to 21s on the Turbo, plus optional 22s, presumably for those who drive on billiard table smooth freeways at all times.
And the Cayenne now features staggered or mixed tyres for the first time, that is fatter rubber on the back than the front.
Inside, the biggest change is the adoption of the Panamera's 'Advanced Cockpit', with the central tachometer in the iconic five-gauge instrument cluster flanked by twin 7.0-inch screens to create a blended analogue/digital version of the classic Porsche five dial layout.
Plus, there's the sleek 12.3-inch screen in the centre running everything from nav and vehicle settings to audio control and phone calls, through touch and voice.
Again, it's a direct lift from the Panamera, and the screen layout can be customised to personal preference, with Apple CarPlay standard (but no Android Auto).
I’ve worked it out: Mercedes-Benz’s designers have just flipped the grille of the previous model upside down. No, they haven’t, but the new face of the GLC looks more resolved, broader and determined than the 2015 car.
Along with the grille and bumper, the headlights have been restyled and now appear more elegant, while the inlays in the tail-lights now have a floating square-shaped design.
Changes to the interior may seem minimal, but only from a material and trim perspective, the upgrade in technology is big. There’s the new display screen, the digital instrument cluster, the steering wheel and touch pad controller, and new upholstery colours.
There are 17 upholstery colours and combinations. Black is standard across the line-up in Artico and leather, while 'Silk Beige' and 'Magma Grey' are no-cost options on GLC 200 and 300 SUVs.
There are 10 paint hues to choose from with 'Polar White' (non-metallic) being a no-cost colour across the range and 'Iridium Silver Metallic' standard on the GLC 63 S SUV and Coupe.
Optional colours include: 'Hyacinth Red', 'Brilliant Blue' and what seems like 50 shades of grey with names like 'Selenite Grey', 'Mojave Silver' and 'Obsidian Black.'
Do the grades differ in their look? Yep, you can tell you’re looking at a GLC 300 and not a 200 by the 20-inch alloy wheels, running boards and rear privacy glass.
The GLC 300 Coupe could be mistaken for a full-blown AMG model thanks to its AMG Line body kit including 20-inch wheels, while the cabin is also outfitted with the AMG Line interior package adding aluminum sports pedals, flat-bottomed steering wheel and AMG floor mats.
As for the AMG grades the GLC 63 S looks more hardcore than its 43 ‘lite’ sibling thanks to the 21-inch rims, ‘jet-wing’ design front apron, flared guards, finned diffuser, spoiler lip and AMG performance exhaust system.
All interiors, regardless of the grade, are stunning. Even the entry-level GLC 200 with its black ash open pore wood trim and chrome air vents feels modern and uber stylish (I’m reclaiming the word uber).
There’s definitely more wow factor here than in the cabins of Audi and BMW rivals, particularly now with the large media screen and virtual instrument cluster.
What are the GLC’s dimensions? Well, it’s not a huge SUV at just 4669mm long, 1890mm wide and 1639mm tall.
Practicality highlights are more storage around the cabin, and a slide and recline adjustable rear seat.
Up front, the glove box is cooled, there are storage compartments under both seats, plus two cupholders, decent bottle holders in the doors, a 12-volt outlet (under the glove box), as well as two USB charge and connectivity ports in a generous console storage box.
Jump in the back and you'll find door bins with space for bottles, map pockets on the front seat backrests, a pair of cupholders in the fold-down centre armrest, plus two USB charge ports and a 12-volt socket in the centre console.
The rear seat's tilt and slide party trick means there's plenty of leg and headroom in the rearmost, fully reclined position. But tweak a lever on the side and a pull handle under the cushion and you can move forward (in stages) to liberate as much as 100 litres of extra cargo space over the outgoing model, while maintaining seating for five (three without legs in the extreme forward position).
Porsche's official description of the rear bench offering “two comfortable seats outside left and right and one centre seat” accurately sums up the relatively squeezy plight of the centre rear passenger.
Cargo capacity is 770 litres with the 40/20/40 rear seat upright, and a handy 1710 with it folded forward. There are four tie-down anchor points, plus a netted storage area on the passenger side, two lights and yet another 12-volt power point.
An auto tailgate is standard on all models, and a 20-inch collapsible spare (with inflator kit) sits under the rear floor.
If towing is your thing the Cayenne's weight ceiling is 3.5-tonne for a braked trailer, and 750kg unbraked. Porsche's 'Trailer Stability Management' system is standard.
It depends. The SUV is absolutely (and obviously) the more practical of the two body styles, and at 191cm tall I can sit with plenty of head and legroom behind my driving position, while the boot’s cargo capacity is 550 litres.
The Coupe will need you to make a couple of practicality compromises. There weren’t any Coupes at the Australian launch in October, but Matt Campbell tested it in Europe and at 182cm tall he found the raked roofline better suited to smaller adults and children. The boot in the Coupe is smaller, too, at 500 litres capacity.
Cabin storage on board both the SUV and Coupe is good with four gigantic cupholders (two up front and two in the back), big door pockets, a large centre console bin and a decent-sized hidey hole under the trapdoor in front of the media touch pad.
Talking of that touch pad, it’s just one of the ways to access the media system, you can also use the touchscreen and the small black ‘swipe’ button on the left of the steering wheel.
The MBUX media system with its Hey Mercedes personal assistant function works to open the sunblind for example, or adjust the climate control, or locate destinations in the sat nav.
While the tech is still a bit clunky it represents the primitive stages of cars that’ll probably be more like companions in years to come. That’s possibly a bit creepy, but damned convenient and practical, nonetheless.
The digital instrument cluster is configurable to align with each driver’s personal preferences.
All GLCs come equipped with two USB ports and a 12-volt outlet, while grades from the 300 up also have smartphone wireless charging.
Three-zone climate control is only standard on the Mercedes-AMG GLC 63 S, but all grades come with directional air vents for the rear seats.
Price and features
There are three models offered initially, starting with the Cayenne, powered by a 3.0-litre single turbo-petrol V6 for $116,300 before on-road costs. Then the 2.9-litre V6 Cayenne S adds a second turbo and around $40k to the price tag, coming in at $155,100.
The powerhouse Turbo tops the line-up with a 4.0-litre twin-turbo petrol V8 under the bonnet, and cost of entry sitting at $239,400.
Not a diesel in sight (for Australia) for the time being, with an E-Hybrid variant due here closer to the end of this year.
As you'd expect in this part of the market the standard equipment list is solid, with the Cayenne featuring partial leather trim, cruise control, LED headlights, daytime running lights and tail-lights, rain-sensing wipers, dual-zone climate control, privacy glass, front seats with 14-way electric adjustment and memory settings, remote central locking with 'Keyless Go', the twin digital instrument displays, multi-function sports steering wheel (with gearshift paddles), auto tailgate, 'Porsche Active Suspension Management (PASM - with adaptive dampers), 19-inch alloy wheels, and 'Porsche Communication Management' (PCM) with the 12.3-inch screen controlling nav, phone and audio (10-speaker, 150 watt and digital radio).
As well as it's more powerful twin-turbo V6 engine, the Cayenne S adds 'Adaptive PASM' (with air suspension), 20-inch alloy rims, twin dual-tube tailpipes, dynamic (directional) LED headlights, a dual-pane panoramic sunroof, heated front seats, pedal faces in stainless steel, a 710-watt Bose 'Surround Sound System' with 14 speakers (including subwoofer), and metallic paint in any one of seven colours.
Then the Cayenne Turbo piles on the power and luxury with the twin-turbo V8 joined by 21-inch alloys (in dark titanium with highly polished surfaces) including wheel arch extensions in the exterior colour, 'Porsche Active Aero' (with adaptive roof spoiler), scrolling LED indicators, 'LED Matrix' headlights, 'smooth finish' leather upholstery, 18-way electronically-adjustable 'Adaptive Sports' front seats with unique trim and fatter side bolsters, front and rear seat heating (and ventilated/cooled front seats), exterior mirrors with kerb-view parking aid, a heated steering wheel, 'cross-brushed' aluminium interior highlights, and Alcantara roof lining (cloth on base and S).
If you're ready to stump up the big bucks, that's a heap of fruit to go with this car's comfort and performance potential.
There are eight members in the GLC family. Most affordable is the GLC 200 with its list price of $66,100, then the 300 at $77,700 and a 300e plug-in petrol-electric hybrid for $80,400.
Want the Coupe body style and AMG-look without the price tag? Well, there’s a GLC 300 coupe, too, for $87,700.
Standard features on the GLC 200 include 'Artico' upholstery (think leather but not leather), black ash open pore wood trim, leather-clad steering wheel and dual-zone climate control.
There’s also a 12.3-inch digital instrument cluster, 10.25-inch media display with Apple CarPlay and Android Auto, 'Hey Mercedes' MBUX assistant function, sat nav and a five-speaker sound system.
Then there are the 19-inch alloy wheels, roof racks, agility control suspension (see driving section), power tailgate and LED headlights.
The GLC 300 adds wireless charging for your smartphone, 20-inch alloys, privacy rear glass, proximity unlocking, multi-beam LED headlights with adaptive high beams and the 'Driver Assistance' package (see the safety section).
The GLC 300e has the same features as its petrol-only twin but adds air suspension, and pre-entry climate control, while the 300 Coupe come standard with the 'AMG Line' interior and exterior packages.
The Mercedes-AMG 43 SUV and Coupe are seriously loaded up with equipment. Standard is leather upholstery, Burmester sound system, a head-up display, heated front seats, Artico dashboard, panoramic sunroof (in the SUV and a glass sunroof in the Coupe), AMG 'Night Package', AMG 20-inch alloys, sports brakes, AMG grille and black roof rails.
The full-fat Mercedes-AMG 63 S SUV and Coupe step up another level with 21-inch AMG alloy wheels and an AMG body kit complete with front apron, spoiler lip and rear apron.
There’s an AMG performance exhaust system, plus heat and noise insulating glass. Coming standard inside is the AMG performance steering wheel, nappa leather upholstery and three-zone climate control.
Is it good value? Better value than the previous model, that’s for sure, what with the increase in cabin tech, but the sweet spot of the range is the GLC 300.
If you’re contemplating a Porsche Macan then $81,800 is the start-price there.
Engine & trans
The new car's engines are lifted from the Panamera, and not only feature more power than the outgoing Cayenne, but Porsche claims improved fuel economy and lower emissions.
All feature an alloy block and heads, the Cayenne's 3.0-litre, single turbo V6 delivering 250kW from 5300-6400rpm, and 450Nm from just 1340rpm all the way to 5300rpm.
This 'base' engine features direct fuel-injection, 'VarioCam Plus' (variable cam control on the inlet and outlet side, and valve-lift adjustment on the inlet side), as well as the turbo located in the engine's vee to help minimise lag.
The Cayenne S's 2.9-litre V6 adds a second turbo to deliver 324kW from 5700-6600rpm, and 550Nm between 1800rpm and 5500rpm. It's shorter stroke design helps lift the rev ceiling by 300rpm (to 6800rpm).
Then the Cayenne Turbo adds two more cylinders to pump out no less than 404kW (542hp) across a narrow plateau from 5750-6000rpm, and 770Nm between 1960rpm and 4500rpm. The V8 also locates the turbos in the 'hot vee', but drops back to 'VarioCam' (variable cam control on the inlet and outlet side) without valve-lift adjustment on the inlet side.
All models now feature an eight-speed 'shift-by-wire' 'Tiptronic S' auto transmission, with drive going to all four wheels courtesy of Porsche's Active Traction Management system. The gear set in the Turbo (including the final drive) is slightly taller, although the seventh and eighth ratios are overdriven on all models to maximise fuel economy.
Claimed 0-100km/h times (with optional Sport Chrono package numbers in brackets) are: Cayenne – 6.2sec (5.9s), Cayenne S – 5.2sec (4.9s), Cayenne Turbo - 4.1sec (3.9s).
And if you have a very long driveway, leading up to your (presumably) very large house, you'll be pleased to know maximum velocity for the Cayenne is 245km/h, rising to 265km/h for the S, and a stonking 286km/h for the Turbo.
There are four petrol engines and a plug-in hybrid on offer in the Australian GLC line-up.
The GLC 200 is rear-wheel drive (RWD) only and has been given a new four-cylinder 2.0-litre turbo-petrol engine making 145kW of power and 320Nm of torque (up 10kW/20Nm), while the GLC 300 is all-wheel drive (AWD) using the same engine tuned to produce 190kW/370Nm (up 35kW/20Nm).
Both have a nine-speed automatic transmission and use a new 48-volt mild-hybrid system which can cut the engine during coasting and add up to 150Nm of torque.
The GLC 300e is a plug-in petrol-electric hybrid and is also AWD with a 2.0-litre four-cylinder engine making 155kW/350Nm, plus a 90kW/440Nm electric motor.
The Mercedes-AMG GLCs are both AWD and use a nine-speed sports automatic transmission but have different engines. The Mercedes-AMG 43 has a twin-turbo 3.0-litre V6 making 287kW/520Nm, while the 63 S has a twin-turbo 4.0-litre V8 producing 375kW/700Nm.
This update marks the disappearance of the GLC 300 d diesel from the line-up. Mercedes-Benz told us why in our news story here.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle ranges from 9.2L/100 km for the Cayenne (emitting 209g/km of C02 in the process), to 9.4L/100 km for the Cayenne S (213g/km), and 11.9L/100 km for the Cayenne Turbo (272g/km).
All models feature auto start-stop (with coasting), your only fuel option is 98 RON premium unleaded, and you'll need 90 litres of it to fill the tank.
Mercedes-Benz says the GLC 200’s 2.0-litre four-cylinder turbo engine should use premium unleaded at a rate of 7.8L/100km over a combination of open and urban roads. The combined fuel consumption of the GLC 300 according to Mercedes is 8.1L/100km.
More fun but less economical are the AMGs with the GLC 43’s V6 using 10.4L/100km over a combination of open and urban driving, while the GLC 63 S is even thirstier with the official fuel economy being 12.2L/100km.
Mileage figures have yet to be given for the 300e plug-in petrol-electric hybrid.
The new Cayenne sits on the VW Group MLB Evo platform, which also underpins the Audi Q7, Bentley Bentayga, Lamborghini Urus, and the soon-to-arrive new generation VW Touareg.
It uses a lot of aluminium and lightweight high-strength steel which, in concert with the alloy body panels, makes the car not only stiffer, but lighter by up to 65kg.
We've driven each model over a two-day launch program in The Barossa Valley in South Australia, and can confirm the base Cayenne is quick, the S is properly fast, and the Turbo is ballistic.
The transmission is a conventional eight-speed auto, rather than Porsche's PDK dual-clutch, and shifts are quick but smooth in normal mode, transitioning to a sharper, even more precise response in Sport or Sport Plus.
Porsche stands proudly on its reputation as a great sports car maker and says the Cayenne fits easily into that context. But let's face it, this is a two tonne SUV, and while it's dynamically outstanding, it's no 911.
All models feature multi-link suspension front and rear including active dampers, with varying levels of suspension sophistication as you walk up the range, to three chamber air suspension on the Turbo.
On quick twisting B-roads it's fast, in the case of the Turbo, bloody fast. It grips hard thanks to fat Z-rated rubber and active drive distribution makes sure it puts its power down perfectly. But no matter how sophisticated the suspension tech, it still feels large and relatively top heavy.
The electromechanical steering is light, and while it's accurate, no matter which mode you're in road feel is modest.
Not surprisingly, the ride firms up in tune with sportier drive modes, but in Comfort, even the Turbo on 21-inch rims, soaked up the irregularities of at times choppy rural roads with surprising ease.
Given the car's mass and performance potential braking is an understandable priority, with even the base model featuring big ventilated rotors all around with four piston calipers at the front and two at the back.
The S ups that to six piston front and four at the rear, while the Turbo debuts Porsche's 'Surface Coated Brake' a Tungsten-Carbide coating on the discs and special pads for longer life and less dust. Of course, the front calipers are 10-piston with four at the rear (and they're white just to prove brake dust isn't a problem).
In typical Aussie conditions these monster brakes are like cracking a walnut with a sledgehammer. Stopping power (on all models) is immense, and pedal feel is agreeably progressive.
We also headed off-road through rutted dirt and rocky climbs, and with five drive and chassis modes at its disposal the Cayenne ate it up.
The different off-highway modes ('Gravel', 'Mud' and 'Rock') will lock and unlock the centre and rear diff as required and the adjustable hill descent control made crawling down steep slopes a breeze. You can even option up an 'Offroad Package' bringing extra protection for vital components, as well as off-road specific info in the PCM and a compass display on the dash.
If you need to think about the dips and climbs on your country retreat, or maybe just the pitch of your driveway, the Cayenne and Cayenne S's approach and (with the Turbo in brackets) is 25.2degrees (23.3), ramp over is 18.7degrees (16.7), departure is 22.1degrees (20.4), ground clearance measures 210mm (190mm), and fording depth is 500mm (475mm).
The GLC 300e and AMG versions hadn’t arrived in Australia at the time of launch in October 2019, but I did have the opportunity to put hundreds of kilometres on the GLC 200 and 300, on our less than perfect local roads.
I should point out here that the SUVs we drove had the standard 'Agility Control' suspension, which is Benz-speak for regular shock absorbers and coil springs.
That was good news to me when I arrived ready to drive, given the GLCs we tested in Europe earlier in 2019 were fitted with air suspension and driven on incredibly smooth roads.
Both the GLCs I tested were also fitted with the AMG Line pack and while this doesn’t affect the output or change the suspension it did increase the 200’s wheel size from 19- to 20-inch rims.
Starting in the GLC 200 I was impressed by how easy the SUV was to drive with accurate and light steering, great visibility and while acceleration from 0-100km/h in 7.8sec is nothing to brag about I was won over by the balanced feel of the RWD SUV.
I didn’t get that same balanced feel in the AWD GLC 300 but there was the superb traction and much swifter acceleration (0-100km/h in 6.2s).
The GLC 300 and 200 struggled, however, to remain composed and maintain a comfortable ride on the extremely shoddy, but typically Aussie roads I tested them on.
There also seemed to be a lack of travel in the suspension causing both cars I tested to ‘bottom-out’ at regular speeds in fairly small dips. If you’re planning to spend money on optioning yours up, I’d seriously consider ticking the 'Air Body Control' air suspension box.
That said, the driving experience was a tranquil, easy and enjoyable one – the way a C-Class SUV should be.
I know there are readers out there keen to know about the off-road capability of the GLC but there was no chance to test this out on the Australian launch.
Matt Campbell did have the opportunity to get the GLC muddy in Europe and found that with the 'Off Road Pack' it’s capable of handling tougher terrain than many would think. Unfortunately, that off-road pack won’t be available in Australia.
And while we’re yet to sample the updated version of the Mercedes-AMG 43 and 63 S the previous models were outstanding, and going by our impression of the vehicles in Europe, will slap a smile on your face. We’ll know for sure when those SUVs arrive later in 2020.
Active safety systems include the usual suspects like ABS, ESC, and traction control (ASR), with the addition of other features under the 'Porsche Stability Management' umbrella, including ABD (torque vectoring by braking), and MSR (prevents slip on the drive wheels produced under engine braking)
There's also AEB (although the Porsche system doesn't bring the car to a complete stop), 'Park Assist' (front and rear) including 'Surround View', 'Lane Keeping Assist', 'Lane Change Assist', and tyre pressure monitoring.
But if all else fails passive features include an active bonnet (activated by pedestrians, cyclists, etc detected by the front camera), driver and front passenger airbag, knee airbags for the driver and front passenger, front side airbags, rear side airbags and full-length curtain bags.
There are three top tether points across the back seat with ISOFIX anchors on the two outer positions. ANCAP hasn't assessed the third generation Cayenne so far, but its Euro NCAP affiliate awarded a left-hand drive, 3.0-litre diesel model a maximum five stars in 2017.
The Mercedes-Benz GLC was given the maximum five-star ANCAP rating when it was tested in 2015.
Coming standard from the entry-grade GLC 200 are nine airbags, a 360-degree camera, auto parking, plus advanced safety technology such as adaptive cruise control, AEB, blind spot warning, rear cross traffic alert and traffic sign recognition.
Grades from the GLC 300 upwards pick up the 'Driver Assistance Package' which adds active steering, cross traffic function, active blind spot and lane keeping assistance, evasive steering and lane changing assistant.
For child seats you’ll find three top tether points and two ISOFIX mounts across the second row.
The Cayenne is covered by Porsche's three year/unlimited km warranty, with paint covered for the same period, and a 12-year (unlimited km) anti-corrosion warranty also included.
Porsche Roadside Assist provides 24/7/365 coverage for the life of the warranty, and after the warranty runs out is renewed for 12 months every time the vehicle is serviced at an authorised Porsche dealer, and the main service interval is 12 months/15,000km.
No capped price servicing is available, with final costs determined at the dealer level (in line with variable labour costs by state/territory). Indicative scheduled costs for the first four years/60,000km line up as: 12 months/15,000km (annual) - $695, 24 months/30,000km (intermediate) - $695, 36 months/45,000km (annual) - $695, and 48 months/60,000km (major) - $1300, for a total of $3385.
That said, we’d encourage the luxury brands to follow the lead of mainstream manufacturers and move to five-year warranties.
Servicing is recommended annually or every 25,000km, whichever comes first. Owners are able to prepay for the servicing which amounts to $2150 for three years or $2700 if you pay as you go.