Subaru BRZ vs Mercedes-Benz GLE-Class

What's the difference?

The Subaru BRZ is a classic modern-day sports car that is a driver’s car through and through. This top-spec tS tester with the litany of accessories is a great example of what’s possible straight from the dealer, but it’s definitely not the best bang for your buck.

Thankfully you still get virtually every benefit the BRZ offers in the entry-level model. You’ll save thousands of dollars which you can use to pay for fuel on a road trip or modify your car exactly how you’d like.

If you can get past the relatively steep asking price, the design appeals to you, and its slightly last-gen ergonomics work for you, then there’s a lot to like about the GLE. It’s a big, capable and comfortable cruiser, but given there are cheaper and more efficient options around, it would be a decision of the heart rather than the head.

The Subaru BRZ has a timeless exterior design that screams dynamic sports car from every angle.

Even though the second-generation BRZ is around halfway through its lifecycle now, the design is aging like fine wine. It’s also a lovely evolution of the original which dates back to 2011.

The BRZ is low slung, has an aggressive front fascia plus the rear has prominent exhaust pipes. All of this stacks up to make a tough-looking car.

Thankfully this test example is also finished in 'WR Blue' exterior paint, which in my books is still the best colour for a Subaru performance car.

Adding all the genuine accessory goodies onto this car not only amplifies its street appeal, but also harnesses its racing intent. The carbon rear wing in particular has a swan neck design much like the Porsche 911 GT3. Many interested car-spotters craned their necks to get a good look.

Despite this, all the accessories are too flashy for my taste, especially for a car likely to be driven daily. I’d go for the stock look to retain resale, or something subtle like a small rear lip spoiler.

Inside the BRZ has all of the hallmarks of a sports car, as well. These include a steering wheel with minimal buttons, a prominent rev counter and contoured seats.

The manual gear shifter in this car is prominent and nice to hold. It’s great to still see manual options as they’re slowly but surely falling out of favour with buyers.

The manual handbrake is also a nice touch from a design perspective, but it limits overall interior practicality. More on that in a bit.

You can tell the interior is getting a little dated due to the older central multimedia system. But at the end of the day sports cars are more about the driving experience than the flashy tech.

The GLE hasn’t changed massively since 2019, but sleeker lights and some tweaks around the face have helped it age relatively gracefully. As much as a 2.4-tonne SUV can be graceful.

There are still references to the original ML-Class the GLE succeeded, like the ‘coupe’ shape of the C-pillar that betrays the true SUV shape of the GLE.

The reshaped front-end has less black plastic on show, and its grille stays true to the pre-facelift design.

Inside, it’s just the steering wheel that’s new, everything else holds up well in terms of a design that’s also practical, though some would say it looks outdated given the many physical controls.

Hopping into the BRZ you’re immediately aware you’re getting into a sports car. It’s low-slung and the driving position feels like you’re almost sitting on the road. Perfect for this kind of machine.

The front seats are beautifully contoured and lock you in for when you’re driving through the twisties. Thankfully, the bolstering isn’t too aggressive and it’s still comfortable for everyday driving.

Ahead of the driver, the leather-wrapped steering wheel has a thin rim and is lovely to hold and turn. There aren’t many buttons but the few that remain are purposeful and have a lovely tactile click.

Behind this there is a 7.0-inch digital instrument cluster that permanently displays the rev counter in the middle. It’s a cool set-up that almost has a retro look to it, plus you’re able to configure the content that is displayed on the left-hand side.

Moving across, the central touchscreen multimedia system is classic Subaru. Nothing revolutionary, but I appreciate the physical shortcut buttons and dials on both sides of the screen.

It’s very easy to navigate around the screen, though as the photos show it is prone to glare, especially in bright scenarios.

Disappointingly there is only wired Apple CarPlay and Android Auto, with no wireless versions offered. You need to plug your phone in with a USB-A cable in a slot under the split-fold centre armrest.

While this means your phone will reliably charge, rather than having your phone overheat on a wireless charger, there’s no nice spot to put your phone given the physical handbrake takes up so much valuable centre armrest space.

You can put your phone in one of the cupholder spots, but when you do you don’t get a centre armrest. It’s too compromised for my liking.

While I’m on the topic of storage, there isn’t a great deal of it. There’s a small glove box and if you want, you can technically use the backseat area as they’re way too compromised for adults to fit into.

The rear seats are so small I didn’t even bother trying to fit as in my default driving position there is zero legroom. Even kids would struggle.

In terms of boot space, there is 201L available with the rear seats upright. It’s a fine space, though it’s impeded by the full-size spare wheel poking above the load floor. As a result you need to pack around the wheel.

Folding the rear seats makes the boot space more usable, though the envelope to slot things into the boot is narrow.

While the full-size spare wheel impedes the boot area, I’m glad it’s there because it’s much more usable than a dinky space-saver spare wheel or nothing at all. It gives you peace of mind in the event you have a puncture in the middle of nowhere.

The GLE is very easy to use because of those physical controls.

Save for the trackpad in the centre console that can be used like a laptop’s control mat - it’s a little fiddly - everything is easy to locate and adjust and the controls feel nice. The switches along the climate control row all feel nice and clicky, buttons in the centre console are big and obvious, and even the steering wheel’s haptic buttons are laid out sensibly.

The touchscreen’s software has been updated since launch during the facelift and it’s easy to navigate, but wireless Android Auto or Apple CarPlay are a good workaround.

The front seats, as well as being comfortable, are adjustable to an impressive degree for finding your driving position and there’s plenty of room and light to make the cockpit feel airy.

Storage isn’t at a premium, there’s plenty of space in door cards, the central storage bin, and the cupholders and phone charger can be hidden away.

Behind the front row, rear seat space is ample, though if you opt for seven seats the second row can be moved to accommodate a third row of passengers when needed.

In our test car, that isn’t the case, so the GLE’s cavernous 630 litres of boot storage is available. The second row can split 40/20/40, which is convenient for loading long items while four passengers are present.

Oh, but under the boot floor, despite some extra room for bits and pieces, no spare tyre. Big marks down for a car that absolutely has the space for one.

It’s not a strong start for the GLE. Our top-spec (non-AMG) GLE 450d 4Matic variant starts from $154,900, before on-road costs, while our test car has $3800 of option boxes ticked.

So, $158,700 before on-roads as-tested, the GLE is this borderline prohibitively expensive for what it offers.

If the car you’re after must be diesel, the options are still many in terms of rivals… especially if you’d like to save a few dollars.

Moving on from the big Mazdas and VW Touaregs to the proper premium badges, and there’s the $136,815 Audi Q7 50 TDI (if we exclude the $120,530 base Q7 TDI) or the BMW X5 30d for $138,600. Even a Range Rover Sport D300 comes in under the GLE at $159,481.

For a seven-ish year old luxury SUV, the GLE does a decent job of hiding its age in some ways, but there are gaps.

The twin 12.3-inch screens for multimedia and driver display have aged well, plus there’s electrically adjustable leather front seats with heating, though the leather in our new test car needs some softening up. Perhaps over time.

The new steering wheel comes thanks to newer models in Merc’s line-up, though haptic controls can be accidentally bumped (as opposed to buttons).

Wireless phone charging, wireless Android Auto and Apple CarPlay, a head-up display, a huge sunroof, LED interior lighting, adaptive high beam headlights, a power tailgate and surround-view parking cameras are all standard.

Optionally, there’s a set of 21-inch wheels as pictured on our test car. They’re $2400 and you’d probably be better off with standard 20-inch wheels for the extra comfort.

The illuminated running boards are a $1400 option, and they’re also probably not necessary. But I’m not your mum, go for it if you want.

Oh, and you can also have the GLE in seven-seat form, but our test car is a luxuriously spacious five-seater.

Power continues to come from a 2.4-litre naturally aspirated flat-four petrol engine producing 174kW and 250Nm.

This is mated to either a six-speed manual gearbox or a six-speed automatic transmission. Our tester is equipped with the former. Both feature a limited-slip rear differential.

The GLE 450d’s 3.0-litre inline six-cylinder diesel engine is turbocharged, with a healthy 270kW and a brawny 750Nm to its name. That torque peaks all the way from 1350rpm to 2800rpm, by the way. Handy.

A nine-speed automatic transmission sends drive to all four wheels ('4Matic' in Merc-talk), while a 48-volt ‘mild-hybrid' system ('EQ Boost' in Merc-talk) means take-offs and shifts are aided by a bit of electric power.

Mercedes says the GLE can dispatch the 0-100km/h sprint in just 5.6 seconds, and that feels about right.

Subaru claims the BRZ manual consumes an average of 9.5L/100km on the (ADR 81/02) combined (urban/extra-urban) cycle.

We almost matched this during our largely urban-based testing, achieving an average of 9.7L/100km. There’s a 50L fuel tank which means there’s a total theoretical range of 515km using our as-tested fuel consumption.

A minimum of 98 RON premium unleaded petrol is required which isn’t uncommon for sports cars, but it still hurts your hip pocket nerve.

Mercedes claims a 7.4L/100km combined cycle (urban/extra-urban) fuel consumption figure for the big lug, but achieving that and making the most of its large 85-litre tank is a challenge.

We averaged 8.7L/100km on test but the trip computer showed as low as 8.0L/100km at one point. Get the GLE on the highway and fuel use plummets.

Theoretically you should be able to get about 1150km from a single tank, but realistically we wouldn’t plan trips any longer than 900km between fuel stations. 

Still impressive, given that’s about the distance between Melbourne and Sydney, or Sydney and Brisbane. Roughly.

This is where the BRZ has always excelled and this kitted-out tS manual is no exception.

Firing up with a cold engine, you’re immediately aware this is powered by a horizontally-opposed 'boxer' engine. It has that classic high idle that eventually simmers down once the engine has warmed up a bit.

Setting off you need to acquaint yourself with how this manual gearbox works. Every manual is a little different, however this BRZ is easy to pick up and understand quickly.

I particularly like the notchy and direct gear throw. It makes changing gears easy, fun and engaging.

If I am to be critical, the clutch bite point is a little high and there is a touch too much rev hang when changing gears, especially in the ‘Sport’ drive mode, but you get used to it eventually.

In everyday driving scenarios there is enough power available. Some more wouldn’t go astray due to the lack of a turbocharger, but this constraint makes the car more fun to drive as you have to work harder with the gears.

Speaking of, the gearing is short, which means you will be shifting gears quickly. At 60km/h, for example, the car can be driven around in sixth gear, which is clearly focused on maximising efficiency.

Once you’ve reached your set speed there’s enough torque to maintain it without having to dive back through the gears. This is nice because you don’t have to shuffle through the gears to keep up with traffic.

Out on the open road is where the BRZ comes into its own. The steering in particular highlights how balanced and poised the car feels. It’s so fun to chuck around on twisty bends and feel the weight transfer.

The STI-tuned suspension in this particular trim also highlights how sporty and dialled-in this car is. It can feel a little rough and taut on pimpled urban roads, though you need to remind yourself this is a sports car, not a comfort-oriented SUV.

In a similar vein, at higher speeds there is a lot of road and tyre noise that transfers into the cabin. This is made worse when the rear seats are folded. While more sound insulation would likely fix this, I like it being left out in the name of lighter weight (kerb weight is only 1.3 tonnes).

A trip in the GLE feels like a welcome step back in time. Sure, coming in close to five metres long and two-and-a-half tonnes means it’s not a nimble steer, but the GLE strikes a nice balance of comfort and tactility that’s getting rarer.

None of it feels particularly sharp in terms of inputs or feedback, but it’s easy and predictable to a point where even winding back-roads are effortless to flow through.

The big diesel engine feels almost lazy, but it’s just so effortless in getting things moving as it strives to sit close to idle whenever possible. Because of that, there’s little noise from the engine bay even under reasonable acceleration, and the powertrain is helped by that 48-volt system which makes stop-starts from the lights super-smooth.

The mild-hybrid also helps smooth out power delivery, to the point where the only time the GLE feels clunky is the occasional lag when shifting from Drive to Reverse or vice versa.

The test car’s suspension isn’t the optional airbag set-up, but the non-adaptive steel does fine in terms of comfort and soaking up harsh surfaces. And even the big 21-inch wheels aren’t too bad over sharp bumps.

With smaller wheels (more tyre cushioning) and the air suspension, it feels like the GLE would ride gorgeously.

Its body control is predictable on smooth roads, and if you’re careful you steer the hefty SUV through tight, winding roads easily, but consistently rough surfaces can make the GLE feel unsettled for a short period of time.

There’s an overall softness to it that means gentle off-roading is possible, and the tyres are thick enough to make it comfortable. You won’t find yourself being tossed around on a flat enough gravel road.

There’s a lot under the skin in the GLE in terms of safety, and it doesn’t always make itself known. This is a compliment.

The GLE scored a maximum five stars in its ANCAP assessment in 2019, and though the criteria has changed significantly since then, it feels like it should still score well.

The GLE doesn’t intervene unless it needs to, but the ability is there for the big Merc to avoid incidents and employ many means to protect passengers and pedestrians alike.

A warning for the driver and a gentle seatbelt tension comes in before the car slams on the brakes, though if no action is taken before an expected collision the GLE will drop its AEB anchors.

There are nine airbags if it all goes pear-shaped, plus some well-tuned adaptive cruise control with lane keep assist and departure alert, there’s traffic sign recognition with that, too.

Blind spot warnings, front- and rear cross-traffic alert, front and rear parking sensors and driver monitoring are joined by Mercedes’ plethora of other little safety features that minimise impact and damage in a crash.

Subaru BRZ owners are covered by a five-year, 100,000km warranty which is now commonplace in the mainstream segment. Many carmakers are now extending their coverage out to seven years and beyond.

Logbook servicing is required every 12 months or 15,000km, whichever comes first. The first five services cost a total of $2595.51, which averages out to around $519 per service. For the performance car space this isn’t cheap but not as exorbitant as more premium offerings.

Subaru has a total of 128 dealers around Australia, with a spread across metro, rural and regional areas.

Servicing isn’t cheap at Mercedes, even in the context of this market segment. A three-year service plan for the GLE costs $4045, while five years is $8055. That’s $1348 or $1611 per service respectively. The later services in those five years will of course be much more expensive and bring the average up.

Intervals are every 12 months or 25,000km, but Mercedes’ five-year/unlimited-kilometre warranty means anything major that goes wrong in that time should be covered - always read the fine print.

The brand’s Australian website lists 67 Mercedes-Benz dealers that can service your car.