Suzuki S-Cross vs Mercedes-Benz GLC-Class

What's the difference?

Back in the day, you’d hear people say they’d never buy an all-new car, but instead get the last of the old model that would have had all the bugs ironed out.

If this sort of homespun logic makes sense, then maybe the latest S-Cross might just be the perfect SUV car for you.

Not only has it been in production for years, there is nothing fundamentally wrong with it. Indeed, for performance, packaging and ease, it does plenty that's right. Thoughtful design is timeless.

But there are newer alternatives that look way fresher (particularly inside) yet cost the same or less, and offer more, including updated driver-assist safety.

Still, you can do a lot worse than take an S-Cross for a test drive.

Like I said right from the start, this new, hybrid version of the AMG GLC63 is technically superior to the model it replaces in every meaningful way. It is faster, more powerful and more fuel efficient and therefore a better performance SUV than the model it replaces.

Is it a better model than the one it replaces? Ultimately that will come down to how much stock you put into the soundtrack and your feelings on an AMG not powered by a V8 engine.

Because if you can see past that, then the AMG GLC63 is an absolutely fantastic performance SUV. Not only does the new powertrain make it faster in a straight line, but the chassis is very well-balanced, making for an engaging driving experience.

For those who can look past the smaller engine they will be rewarded with an incredibly fast and rewarding-to-drive member of the AMG family.

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

It took Suzuki not one, not two, but three goes before the stylists succeeded in making the S-Cross look good.

The original was like an early Nissan Dualis clone, but all droopy faced, so they grafted on an aggressively toothy face back in 2016 that only a gargoyle’s mother could love.

At least this latest version – said to have been designed in Italy, no less – no longer looks like Frankenstein’s monster.

Released during 2022, the blockier nose, squared-off profile and restyled posterior are meant to make the S-Cross seem larger than its more-successful (and prettier) Vitara sibling, which uses the same platform, by the way.

Not a bad makeover job as far as big facelifts go, then, especially considering the Suzuki’s windscreen, doors and roof remain as before.

The GLC63 is unmistakably an AMG from the moment you first lay eyes on it. That’s thanks to the AMG-specific elements, starting with the grille with vertical strikes and the AMG crest on the bonnet; which is now a signature item for the performance sub-brand.

The GLC63 is also fitted with the Night Package II design kit; this adds a darkened grille and black chrome badging to further enhance its visual appeal.

The AMG-specific alloy wheels and more aggressive stance do mean the GLC63 stands out from the rest of the GLC range, helping it look fast even when it’s standing still.

It might be an old interior, but at least Suzuki got the fundamentals right in the first place, while also bothering to update the electronics for it to at least seem more contemporary.

Basics first. In typical SUV fashion, entry and egress are excellent, via tall and wide doors with corresponding apertures. There’s a pleasing sense of space for taller occupants, especially in terms of leg and head room.

Once sat in the driver’s seat, the mid-last-decade looking dashboard is instantly familiar and completely non-intimidating.

Concise and surprisingly elegant analogue dials (now with an auxiliary digital speedo, at last) sit ahead of the driver, along with a reach-and-height-adjustable steering column that allows for people of all shapes and sizes to find the right position. Deep windows provide extensive vision and let lots of light inside, too.

Finished in what looks like stitched leather and chainmail-inspired inserts, the front seats in this Plus grade are wide enough for comfort yet bolstered enough for some support through corners.

We rate them, though driver-lumbar and front-passenger height adjustments are disappointingly absent.

Years ago, reviews lambasted manufacturers for providing “too many buttons”, but after an endless succession of touchscreens housing most (if not all) audio, climate and vehicle control access, we miss the days of the button-fest.

If you do too, the S-Cross obliges with array of climate-control switches and driver-assist buttons located around the driver for fast and definite access.

On the other hand, while Suzuki’s new 9.0-inch touchscreen does a fine job housing other vital vehicular and multimedia functions, it drops the ball with no volume knob.

The alternative looks like a slide control but relies on clumsy pushing. Fail. Luckily the steering-spoke-sited toggles do the same job far better, at least for the driver.

Kudos, too, for the effective and intuitive multimedia system, that packs a lot in a small-ish space. The excellent surround/aerial-view camera rates a mention, as well as wireless Apple CarPlay that hardly ever drops out.

Nobody is going to mistake the extensive plastic trim and other finishes as premium, but it isn’t horrendous, doesn’t inflict occupants with the cheap off-gas stink often found in bargain-basement brands, and absolutely nothing rattled or squeaked in our time with the Suzuki. 

Storage is also impressive, from the large glove box and deep centre bin/armrest to bottle-gobbling pockets on all four doors. Cups are also well-catered for.

However, betraying the S-Cross’ age are the AWOL wireless charging, head-up display (at this price… ), USB-C outlets and configurable instrumentation.

Moving on to the rear seat reveals a family-friendly environment as far as space is concerned, with adequate comfort provided by the (slightly) reclinable backrest and (fixed) cushion. The windows lower all the way down and the folding centre armrest has a cupholder, too.

But while you’ll find a single map pocket and overhead grab handles, there are no USB ports (at all), nor overhead reading lights or rear-facing air vents.

Never mind. At least the rear backrest reclines (a tiny bit) for added comfort, while further back, boot capacity is a useful 430 litres.

The load area is flat and wide and a space saver spare wheel is located underneath the boot floor.

The backrest has a 60/40 split and the floor can be positioned in different locations. Volume jumps to 1230L with the backrests dropped.

If you rate space, practicality and ease above modernity, then, the S-Cross still holds up remarkably well. Just keep in mind that its interior will appear dated compared newer and flashier competition.

Inside the GLC63 is clearly a derivative of the rest of the range, with its C-Class-inspired design and layout, but there’s enough AMG-specific elements to ensure it looks and feels special. This starts with the AMG steering wheel, which comes not only with a thick rim wrapped in Alcantara, but also some AMG special dials to adjust the various performance settings for the powertrain, suspension and transmission.

Then there are the AMG-specific seats, which look good and offer good support for the driver and front seat passenger. The rear seats offer decent space for what is a mid-size SUV, with room enough for two adults or teenagers or three smaller kids.

Those in the back aren’t particularly well looked after though, with only rear air-con vents and small door pockets but no USB charging ports or other small item storage.

The boot is 590 litres, down from 620L in the rest of the range, thanks to the addition of the rear-mounted electric motor. There’s also no room for the temporary spare the rest of the GLC range gets and instead you have to make do with a puncture repair kit.

The power and torque figures aren’t the only numbers that have risen sharply, with the GLC63 clearly impacted by a double whammy of inflation and the usual new-car price rise.

The GLC63 now starts at more than $191,814 for the SUV and $198,415 for the Coupe, which represents a nearly $30k increase over the old V8-powered model, which was priced at $164,600 just two years ago. Even for luxury car buyers that’s a big jump, especially when you’re trying to convince people of the merits of the four-cylinder powertrain. 

That also means it's more expensive than all of its key competitors, including the BMW X3 M Competition, Maserati’s Grecale and the outgoing, petrol-powered Porsche Macan GTS.

To help explain some of this price increase Mercedes-Benz Australia has opted for a high level of standard specification for local cars. Standard equipment includes 21-inch alloys, AMG composite braking, a panoramic sliding sunroof, a unique AMG steering wheel, power-adjustable sports seats in Nappa leather, a head-up display, dual-zone climate control, wireless smartphone charging and a Burmester 3D Sound system.

Also included is the AMG Track Pace suite, for those who want to unleash their GLC on the racetrack.

There’s also a limited run, AMG Edition 1 Package available too, for an additional $12,900. On the outside you get Manufaktur graphite grey magno paint, foiling with colour gradation and large AMG logo on the sides, an AMG Aerodynamics Package, unique alloy wheels with Edition 1 and AMG branding, yellow brake calipers and an AMG fuel filler cap in silver chrome with AMG lettering. 

Inside there’s AMG Performance seats, AMG Nappa leather in black with yellow contrasting stitching, AMG illuminated door sills,  carbon-fibre AMG trim highlights, yellow seat belts and a unique AMG Performance steering wheel wrapped in carbon-fibre and microfibre.

Here’s where the S-Cross definitely does not show its age, because Suzuki sure knows how to engineer a great engine. And automatic transmission, too. Take note, rivals.

Of course, we’re talking about the long-lived 'BoosterJet' powertrain, as found in the terrific Swift Sport hot hatch.

In this case, the 1.4-litre twin-cam, direct-injection, turbo-petrol four-cylinder engine delivers 103kW at 5500rpm and 220Nm of torque between 1500-4000rpm. Tipping the scales at 1260kg, this results in a power-to-weight ratio of 82kW per tonne.

Not huge numbers, granted, but this little firecracker certainly punches above its weight in the seamless way performance is served up, helped out by the intelligent spread of ratios from the standard six-speed torque-converter automatic transmission, with paddle shifters included. Sadly, no manual gearbox is available.

This is what lies at the heart of the AMG GLC63’s success or failure. As I mentioned at the beginning, the previous generation’s 4.0-litre twin-turbo V8 has been replaced by an F1-inspired plug-in hybrid powertrain.

But don’t think that means AMG is suddenly focused on efficiency over performance. When AMG says the powertrain is inspired by the brand’s success in Formula 1 racing, what it means is the battery and electric motor provides a significant performance boost to support the internal combustion engine, not just save fuel.

To that end the combination of the turbocharged 2.0-litre four-cylinder petrol engine and the rear-mounted electric motor produces an impressive 500kW and 1020Nm. That’s a massive jump over the 375kW/700Nm made by the outgoing V8.

Suzuki reckons the S-Cross will average 5.9L/100km on the combined cycle, though keep in mind that it requires expensive 95 RON premium unleaded petrol.

As far as carbon dioxide emissions are concerned, that translates to between 138 and 145 grams/km.

We managed about 7.7L/100km – and this included some very spirited performance testing with the air-con always on, against the trip computer’s more-accurate-than-expected 7.4L.

With a 47-litre fuel tank, expect a range of about 790km between refills.

Mercedes makes no secret that the battery is designed for performance, not saving fuel. It only has a 14km EV range but can recharge quickly on the move to provide a power boost when needed.

But despite all that, the GLC63 is actually significantly more fuel efficient than the old V8, using a claimed 7.3L/100km, which is a massive 4.9L/100km improvement over the old model. Although, on our day-long test drive we didn’t manage to come close to that claimed figure and instead saw returns around 11L/100km, albeit after a lot of spirited open-road driving.

So, if you’ve read this far down, you might have been pleasantly surprised by the S-Cross' spacious and practical interior, ease of operation and decent equipment levels.

Yet the main event lives under the bonnet.

Let’s start with the performance. Throttle response is instant and lag-free, allowing for strong acceleration right from the get go. No jerkiness, no delays, no hiccups.

On the move, the S-Cross' power delivery continues to impress, feeling smooth and slick across the rev range. The finely-tuned torque-converter auto – rather than a CVT continuously variable transmission or dual-clutch – must surely play a role in this Suzuki's effortlessly consistent performance.

Where the turbo engine really shines, though, is at higher speeds, with ample power and torque still left in reserve for when you need to overtake or pull away in a hurry.

Delightfully muscular yet super creamy to boot, the BoosterJet remains one of the best internal combustion engine choices available in any small or medium-sized SUV, regardless of price and positioning.

If only Suzuki put a little more love into the S-Cross’ dynamics.

As with the AWD model, the S-Cross 2WD features electric rack and pinion steering, while its suspension consists of a MacPherson strut-style design up front and a torsion beam rear-end arrangement.

While easy and precise, with a tight-ish turning circle for easy urban manoeuvrability, the steering feels too light after all that delicious oomph on offer, especially at higher speed.

This is doubly disappointing, because the chassis is quite firmly set-up, meaning the S-Cross offers sharp yet controlled handling that allows it to be hustled quickly and confidently through fast corners.

We suspect the high-quality Michelin 215/55R17 tyres help. And, speaking of rubber, road noise is fairly subdued out on the open road.

Criticisms? Unlike in the AWD version, the 2WD seems a little skittish at speed on gravel. It’s a good thing the well-modulated driver-assist systems are at the ready. Unlike in so many other SUVs, including in MGs and Havals, their intervention isn’t too zealous or ill-judged.

Also, the Suzuki’s ride around town can be a bit stiff, but never harsh, over smaller-frequency bumps and surface irregularities.

Still, our overall impression is that the eager S-Cross feels far newer to drive than its birth date suggests. That turbo powertrain must take the credit for much of that.

Anyone who still believes in the adage ‘there’s no replacement for displacement’ hasn’t driven a modern turbocharged and hybridised engine. The GLC63 is a demonstration of the metaphorical and literal power of modern technology, combining an extremely efficient and potent internal combustion engine with an electric motor to make enormous real-world performance.

To be blunt, the GLC63 feels like a rocketship out of corners, launching with a ferocity and relentlessness the old V8 simply can’t match. It shouldn’t come as a surprise, a mid-size SUV with 1020Nm was always going to have plenty of performance, but even so it’s a shock to the system every time you give the GLC63 full throttle. Officially AMG claims it takes just 3.5 seconds to run 0-100km/h and has an electronically limited top speed of 275km/h - mighty impressive figures for a five-seat mid-size SUV.

To help get all that torque to the road, AMG deploys torque distribution technology that allows for it to be split an even 50/50 front/rear all the way to 100 per cent to the rear tyres.

Other technologies deployed to enhance its handling include AMG Ride Control suspension with adaptive damping and rear-axle steering. There’s also eight AMG Dynamic Select driving modes and four AMG Dynamics settings (Basic, Advanced, Pro and Master), so it’s a complex vehicle that is designed for the enthusiast.

While it’s easy to drive around town, once you get out on the open road you can really get a sense of the GLC63’s performance potential. Beyond just its powertrain the suspension offers good body control and the rear-axle steering helps it feel agile and responsive. 

It’s not perfect though. At times the complexity of the system does lead to some hesitation when you put your foot down. It certainly lacks the linear power delivery of the old V8 and makes for a slightly trickier driving experience at times.

As for the sound, which is one of the biggest elements missing from the V8, Mercedes has added AMG Real Performance Sound, which features a pressure sensor in the exhaust that picks up on the engine note and plays it through the speaker system. It certainly helps make for a louder, more noticeable engine noise, but it still sounds more like an A45 than the previous GLC63 and for many would-be buyers, that’s a major turn-off.

The GLC63 comes standard with a comprehensive suite of safety features including 'Distronic' (Mercedes’ name for adaptive cruise control), 'Active Lane Keeping Assist', 'Blind Spot Assist', 'Traffic Light Assist' and 'Adaptive Highbeam Assist'. It also includes Mercedes’ 'Pre-Safe' accident anticipation system - which pre-tensions the seat belts and will even play a white noise to protect your ears if it senses a crash is imminent.

A parking system that includes a 360-degree camera and active parking assist is also included.

The GLC range was awarded a five-star ANCAP rating in 2022, which pre-dates the latest testing protocols, so doesn’t provide a like-to-like comparison for vehicles tested after that date.

Suzuki offers an industry-average five-year/unlimited kilometre warranty and roadside assistance.

Service intervals are every 12 months or 10,000km, while basic capped-price servicing is available, with pricing ranging from a low of $329 per service up to a high of $539 for the first five years/50,000km. The average of $397 isn't particularly cheap.

The GLC63 is covered by Mercedes Australia’s usual five-year/unlimited kilometres warranty.

As for maintenance, Mercedes offers service plans, spanning three to five years. Three years will cost you $5025, $6455 for four years and five years is priced from $7180. Servicing intervals are 12 months or 20,000km, whichever comes first.