Land Rover Defender VS Mercedes-Benz GLB-Class
Land Rover Defender
Likes
- Great to drive on-road
- Retains off-road capability
- Doesn't sacrifice Defender spirit
Dislikes
- Steep price-tag
- Like it or loathe it colour
- Auto shifter is a bit fiddly
Mercedes-Benz GLB-Class
Likes
- Very comfortable
- Impressive practicality
- Surprisingly fun to drive
Dislikes
- Minor visibility issues
- 200 a bit gutless
- Doesn't feel small
Summary
Land Rover Defender
The latest-generation Land Rover Defender has won ample praise (even from die-hard fans of the old Defender), it’s garnered a stack of awards around the world, and it’s also managed to sell pretty bloody well, don’t worry about that.
To commemorate a huge Land Rover milestone – 75 years since the original Landie, the Series I, was released – JLR has made available 75 of its 75th anniversary Defenders in Australia – 25 Defender 90s and 50 Defender 110s.
Our test vehicle is a 110, but is this limited-edition Landie actually worth it’s more than $150 grand price-tag?
Read on.
| Safety rating | |
|---|---|
| Engine Type | 3.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 9.9L/100km |
| Seating | 5 seats |
Mercedes-Benz GLB-Class
Mercedes-Benz reckons its A B Cs are as easy as a competitor's 1 2 3s, which is why it's adding an all new nameplate to the world's ever-expanding list of premium small SUVs.
What you're looking at here is the GLB, and as the name implies – it's the latest addition to the Deutsche juggernaut's 'compact' family. Mercedes is a little late to the show, though, with its main competitors, Audi and BMW, already offering two small SUVs each.
Not to be outdone, Merc's GLB is a totally different take on the small premium SUV formula, especially since, well, it's not all that small...
Read on to find out what that's about, as well as what we made of the GLB at its international launch.
| Safety rating | |
|---|---|
| Engine Type | 1.3L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 6.5L/100km |
| Seating | 7 seats |
Verdict
Land Rover Defender8/10
The Land Rover Defender in its current form is a revelation in terms of, well, everything. The 110 is refined, sure-footed and comfortable on-road and it’s more capable off-road than ever before – and assuredly so.
It’s wholeheartedly embraced positive change – in terms of creature comforts, driveability and safety – and has lost none of the traditional Defender spirit.
The new Defender has managed to satisfy (placate?) die-hard fans and it’s attracted a whole bunch of new ones at the same time.
The 75th anniversary treatment doesn’t add anything of substance to the Defender package, but it doesn’t need to – that’s not the point – and to Landie lovers it’s all cream on top.
Mercedes-Benz GLB-Class7.8/10
The GLB is set to mix up the Australian premium small SUV landscape by launching something a little different to most of its competitors. It's bold and interesting to look at, which is a good sign for a brand that's spent the last few years going to great pains to homogenise the styling of its main models.
Importantly, it manages to look interesting and drive well, while living up to an ambitious practicality promise.
Whether consumers warm to it or not will largely depend on its standard specs in Australia, so stay tuned closer to its second quarter 2020 launch to see exactly how competitive Benz can make its not-so-small small-SUV...
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
Design
Land Rover Defender
The new Defender manages to balance the distinctive shape and spirit of the old-school Defender with the new-generation’s style and presence – and the striking Grasmere Green exterior of this 75th anniversary variant and its interior touches all complement that blend.
This is unmistakably a Defender but one that’s been dragged kicking and screaming into the 21st century, whacked in the face and torso by modern styling cues, while still retaining the heart of adventure these Landies have always been renowned for.
Just one thing about this special-edition Defender, though. The Grasmere Green is certainly an eye-catching colour, but that’s a ‘for better or worse’ scenario.
Mostly worse – for me anyway – because I noticed that during my time in this Landie I received quite a lot of annoyed eye-rolls from other drivers and passengers in traffic and I reckon the polarising colour was the culprit – or maybe they were just eye-rolling at me?
No matter, because if you can afford one of these I don’t think you’ll be at all concerned about what other people think of you…
Mercedes-Benz GLB-Class8/10
The GLB is ugly... in a good way. I think so, anyway. It shuns the slick lines of the GLC, and Benz sedan family in favour of something unusual.
You'll notice straight away the chunky lines and upright front and rear fascias of the GLB, along with its light fittings that are wrong, but also right?
Then there's the shutline of the bonnet which rides across the top, creating a distinct off-set line, which is rudely interrupted by a jutting bit of chrome over the rear wheel arch.
It's almost so intentionally jarring that it feels like it's meant to conjure up visions of a mini G-Class. Benz says many of these design elements were internally dubbed 'squircles' due to their blending of angles and curves.
There's a lot to look at, and admittedly I wasn't initially a fan, but like many new design languages, you have to see it in the metal to appreciate it. I found it only became more endearing with time.
Just like the rest of the Benz compact vehicle family, the GLB has a new interior full of screens and round design elements. If you're a fan of the A-Class' interior you'll be a fan of this, too, although the GLB even ups the quality with some genuinely nice materials strewn about the place.
Special attention was paid to things like the little tubular metal fittings in the dash and doors, meant to represent grab handles and the LED lighting on higher spec cars reflected inside the air vents is always one of those wow factor items.
The dual 10.25-inch screen set-up is controversial. Some will love it, some will be begging for a set of analog dials.
Once you've adjusted to it though, it's relatively easy to use – with a couple of caveats we'll explore in the practicality section.
Practicality
Land Rover Defender
Beyond the subtle colour treatment, the interior remains as it is in the HSE variant on which this special edition is based.
In other words, the cabin has a premium look and feel about it, without sacrificing anything in terms of how practical everything is.
It’s a pleasant mix of durable life-friendly materials – carpet mats and soft-touch surfaces – and stylish touches, such as a metal Defender-stamped section in front of the front passenger.
The leather steering wheel and shifter are standard, but a premium non-leather wheel is a no-cost option.
Just one example of where JLR gets attention to detail in the Defender so right is the small hard-rubber textured patches on the back of the steering wheel, where your fingertips naturally rest when you’re driving.
It’s those kinds of seemingly minor additions – as well as grippy cargo-area floor surfaces and the like – that add worthwhile tactile elements to the overall Defender package.
Overall, cabin layout is user-friendly with all controls easy to locate and operate.
Storage spaces include a deep centre console, glove box, twin cupholders in between driver and passenger, sunglass storage, door pockets, and shallow spaces peppered around for your pocket gear.
Charge points include USBs up front, and a wireless charging tray.
The driver and front passenger get plenty of room and amenities and those behind them also fare well with adequate room for everyone.
All seats are very comfortable (can this really be a Defender?) and the front seats are 14-way power-adjustable with heating, cooling and memory.
The second row – a 40/20/40 folding configuration – is heated and has a centre armrest. Second-row passengers have access to air-vent controls and USB charge points in the rear of the centre console.
The rear cargo area seems a bit small in this five-seater, although it offers a listed 1075 litres. With the second row folded down, there is a claimed 2380 litres of space. It has cargo-restraint points.
That area has a sliding cover which conceals your valuables from the prying eyes of nefarious types.
Obviously, there is a lot more to admire here for those who love the interiors of prestige cars, but rather than spending my precious time fondling leather accents or going ‘ohhhh-ahhhh’ over a sunroof or the warming qualities of a heated seat, I like to actually drive.
And drive I did.
Mercedes-Benz GLB-Class9/10
The GLB's thematic purpose in the Benz family is to be the practical option to the upcoming GLA's 'sportiness' and larger GLC's luxury. Although it's not that much smaller than the GLC, the GLB is packaged in a radically different way.
For one, it can be had as a seven-seater, and at this size there's not much that can compete in the luxury space. Again, that makes its closest rival the Land Rover Discovery Sport which is dimensionally similar and also offered with seven seats.
The next closest seven-seat competitors come in the form of the VW Tiguan Allspace and perhaps Skoda Kodiaq.
Audi and BMW don't quite have anything like it (despite fielding a Q2 and Q3 or X1 and X2 respectively... ), and that could well be the GLB's master stroke. It almost fills its own niche. Mercedes is heavy on the idea that this will be the perfect SUV in its line-up for growing families.
Like those VW group rivals, the GLB is a bit of a practicality wizard, too, able to make use of a huge 500-litre boot with the rear seats stowed, or 570 litres as a five-seater.
The second row is on rails, so you can either max legroom or max boot space respectively. I was genuinely surprised with how spacious the third row is.
The packaging is brilliant, I can fit in there, not only with my head completely upright (just touching the roof), but also with actual knee room! The second row seats are also designed as such that your feet can tuck under them, so you don't feel squashed.
Even with another adult in the rear row it's wide enough to not cause problems.
Keep in mind though, with all three rows deployed you'll almost be sacrificing 100 per cent of that massive boot. I couldn't even fit a basic duffel bag in the shelf of space left over.
The second row offers simply heaps of legroom for passengers, even with adults in the third row, and it's surprisingly wide and deep. I found the panoramic sunroof, fitted to some launch cars, ate into the headroom, although it was still more than enough.
Up front is upright, but comfortable in all grades, with the GLA 35 having the most comfortable seats, by far. There are a few trenches strewn about the place, decent cupholders and a centre console box which hosts USB ports.
Trim quality was a notch above the A- and B-Class across the dash, mainly thanks the the choice of materials in the GLB's design.
I do have a few minor issues with visibility though. The A-pillar is upright and, at times, takes up too much of your line-of-sight, especially when approaching corners.
In my seating position, the top of the steering wheel obscures bits of the digital dash, and vision out the back was okay but not stellar thanks to the GLB's almost flat rear window.
Benz' digital dash suite is capable of almost everything that Audi's benchmark 'Virtual Cockpit' does, although using it is a bit awkward, with many sub menus and odd touchpads for flicking through them on the steering wheel.
Price and features
Land Rover Defender
The limited-edition Defenders are based on the high-spec HSE variant and are available in the three-door 90 body style, or the five-door 110 body style.
Our test vehicle is the 110 and has a recommended retail price of $156,157, excluding on-road costs.
Each special Defender is a P400 MHEV (mild hybrid electric vehicle), so they have a turbocharged 3.0-litre in-line six-cylinder petrol engine, supported by a small electric motor.
As you’d expect, the standard features list for this 75th Limited Edition is humongous, however, for the sake of brevity, we’ll list only some of the more notable items, which include a 11.4-inch 'Pivi Pro' multi-media system, 3D surround camera, configurable 'Terrain Response' system, Meridian sound system, Matrix LED front lighting, a head-up display, a wireless device charger, as well as 14-way power-adjustable front seats with heating, cooling and memory, a sliding panoramic glass sunroof and three-zone climate control.
Elements specific to the 75th anniversary edition include an exterior paint finish of 'Grasmere Green', as well as 20-inch alloy wheels in the same colour, with matching centre caps.
There is also a ‘75 years’ graphic, 'Ceres Silver' bumpers and privacy glass. Inside, the Cross Car Beam is finished in brushed Grasmere Green powder coat, the interior is Ebony and there are “Ebony grained leather seat facings”, according to JLR.
Defender buyers may, of course, option up their vehicle with a plethora of accessories and packs, which include grouped accessories to suit your specific lifestyle, i.e. 'Adventure', 'Explorer', 'Country' or 'Urban'.
Mercedes-Benz GLB-Class7/10
We don't know how much the GLB will cost when it comes to Australia, but Mercedes says to expect it to fall in a sensible void between its GLA (currently $44,700 - $94,382) and the GLC ($66,100 - $168,100).
Its traditional competitors will mainly be in the form of the BMW X1, and Audi Q3, although size and spec wise it's much closer to the Land Rover Discovery Sport (from $60,500) which can also be had with seven seats.
While standard inclusions on the Euro cars as tested here were decent, we expect they will increase for base Australian cars, along with a price hike.
Prices will largely depend on the choice of engine grade and out of the six options available globally, Australians will only be offered three petrol powertrains (Mercedes has decided against bringing the three diesel options to our market, citing a relative lack of demand).
Of course, option packs will transform each car, and there are many of them, but there are some revealing downfalls in the internationally specified cars. LED headlights, lane keep assist, and blind spot monitoring are part of an option pack in Europe. We hope these items, or at very least blind spot monitoring, is added to the standard features list for Australia.
Under the bonnet
Land Rover Defender
As mentioned earlier, this Defender is a P400 MHEV (mild hybrid electric vehicle), so it has a 3.0-litre in-line six-cylinder turbo-petrol engine, supported by a small electric motor.
That engine produces 294kW at 5500-6500rpm and 550Nm at 2000-5000rpm and it’s matched to an eight-speed automatic transmission.
The P400 MHEV has a 48-volt lithium-ion battery, aimed at reducing engine load and fuel consumption, and it has a 7.0kW electric supercharger aimed at minimising turbo lag.
The Defender has permanent all-wheel drive and a dual-range transfer case with high- and low-range 4WD.
It has a comprehensive suite of driver-assist tech, including Land Rover’s 'Terrain Response 2' system, with switchable modes such as 'Grass/Gravel/Snow', 'Sand', 'Mud and Ruts', and 'Rock Crawl'.
That system optimises throttle response, engine outputs, transmission shifts and diff control to best suit the terrain. It also has centre and rear diff locks.
Our test vehicle also has Land Rover's configurable terrain response system (giving the driver the ability to select and save powertrain, traction and diff settings for off-road driving) and a wade program, which increases air-suspension ride height and closes off the climate control vents to reduce the ingress of moisture in the air.
This Defender has an official 0-100km/h sprint time of 6.0 seconds, and I can confirm that this has plenty of punch off the mark and when overtaking on open roads. It has a listed maximum speed of 191km/h.
Mercedes-Benz GLB-Class8/10
The GLB has an almost confusingly extensive list of engine options. In Europe it's offered with three petrols and three diesels in either front- or all-wheel drive.
We'll only address the petrols as they are the only units destined for our market. The entry-level car is the GLB 200 which has Mercedes' familiar 1.3-litre four-cylinder turbo engine (120kW/250Nm) shared across the A- and B-Class, as well as various Renault models. In this case it's mated to a seven-speed dual-clutch automatic.
Next up is the GLB 250. The 250 is a 2.0-litre engine with significantly higher outputs (165kW/350Nm). It is offered only with Benz' '4Matic' all-wheel drive. It is offered with an eight-speed dual-clutch auto only.
Then there's the star of the petrol-powered show, the GLB 35 AMG. Powered again by a 2.0-litre engine, the AMG-tuned GLB ups the ante to 225kW/400Nm. It is offered with an AMG tuned eight-speed auto, and adds the 'Sport +' drive mode.
Efficiency
Land Rover Defender
Fuel consumption is a claimed 9.9L/100km (on the combined cycle), and we recorded actual fuel consumption on test of 11L/100km.
The Defender has a 90-litre tank so, going by that fuel-consumption figure, you could reasonably expect a driving range of just under 800km on a full tank, factoring in a safe-distance buffer of 20km; 818km without the buffer.
Mercedes-Benz GLB-Class8/10
Fuel consumption figures are as varied as the engine choices, the base GLB 200 will consume 6.2L/100km on the combined cycle, while the GLB 250 adds more than a litre to that number at 7.4L/100km, and despite its performance focus, the GLB 35 will supposedly do 7.6L/100km on the combined cycle.
Real-world figures will have to wait until we get our hands on Aussie-spec GLBs to do a fair week-long test. Stay tuned for that.
It is yet to be confirmed, but we'd be surprised if the GLB required anything less than 95RON mid-grade unleaded petrol.
Driving
Land Rover Defender
The Defender’s 75th anniversary touches are all cosmetic which is fine because, as is, this Landie is surprisingly impressive on-road, and supremely effective off-road.
This 110 variant is 5018mm long (including the rear-mounted spare tyre), 2008mm wide and 1972mm high with a 3022mm-long wheelbase.
It has a turning circle of 12.8m and a kerb weight is 2297kg.
So, it’s not a small vehicle, but it never feels unwieldy to drive and it even manages to consistently feel lively and dynamic.
The Defender has a real planted feel on the road; it’s composed and very comfortable, no matter how hard you drive it.
It’s also quiet. Very quiet, and oh-so-refined, with noise, vibration and harshness levels having been subdued to almost nothing.
The new Defender’s cabin is a pleasantly cocooned space, in which you feel insulated from the world around you. There is a bit of wind rush around the Defender’s wing mirrors, but nothing atrocious.
Throttle response is crisp, and the 3.0-litre petrol’s 294kW and 550Nm are readily available for a punchy standing-start, or to safely and smoothly overtake another vehicle on the highway – or during low-range 4WDing, but more about that later*.
(* Okay, if you can’t wait, skip ahead to read about the off-road section of this test.)
The eight-speed automatic transmission is very cluey – it’s smarter than you and me – but I found the shifter’s size (stubby) and position (just under the multimedia system’s touchscreen) a bit annoying to work with as I preferred to use Sport/manual mode, sometimes requiring quick shifts up or down.
Road-holding is tremendous, especially considering previous Defenders were about as composed as wonky tractors, and comfort levels are exceptional for something that was once considered a form of punishment to travel in.
Our test vehicle was on 20-inch rims and 255/60 R20 Goodyear Wrangler ‘all-terrain adventure’ tyres and those are perfectly fine for driving on blacktop.
However, they became quickly gummed up with clay and mud during our 4WD testing phase, but more about that soon.
So, how does it perform off-road? Very well, thank you very much. It does what older Defenders can do – and more. And it does it all with supreme levels of comfort and composure – something that can’t be said of older Defenders.
In terms of off-road measures, the Defender has a claimed 228mm-291mm of ground clearance (courtesy of height-adjustable air suspension) and a wading depth of 900mm (again, with the benefit of the air suspension).
If the Defender’s under-carriage hits dirt, the air suspension automatically applies an emergency 75mm of extra height.
This Defender has approach, ramp (breakover) and departure angles of 38 degrees, 28 degrees, and 40 degrees, respectively.
So, it well and truly ticks all of those boxes.
On the dirt-track drive to our 4WD testing and proving ground the Defender demonstrated, as it has before, that it’s able to master and make bearable pretty much any road or track surface, no matter what sort of terrible condition that terrain is in.
This Landie was always stable and planted on the track, with plenty of the credit for that going to a robust monocoque chassis, as well as a multi-link set-up and fully independent air suspension, which as a combination works supremely well to smooth out surface imperfections at all speeds.
Ride and handling at speed through deep-rutted and potholed sections of dirt road was impressively smooth and composed.
With the air suspension raised to off-road height and tyre pressures dropped to 26 psi, we were ready to put the Defender through its paces.
For those of you who haven’t seen any of my videos or read any of my yarns, our testing site offers more than enough of a challenge to push any standard 4WD to the limits of its reasonable use. I’ve even seen modified vehicles struggle on some of our set-piece challenges.
The terrain here is a mix of steep rocky hill-climbs, slippery descents, mud-holes and water-crossings and, depending on the weather, it can either be seriously challenging or pretty bloody dangerous.
No need for any concern though because the Defender did everything asked of it – and did it all with relaxed ease. I’ve driven an all-conquering 90 at this test site before and the 110 this time was just as impressive.
Steering has a light but precise feel about it at low speeds and that's crucial for such a big vehicle during low-range 4WDing, especially when picking your right line on challenges or manoeuvring along tight, twisted tracks.
There’s plenty of low-down torque from the petrol engine and in low-range that’s evenly applied.
The Pivi touchscreen system is the new Defender’s command centre and, using it, you’re able to cycle through the terrain response programs, you can set driving modes, and essentially operate everything.
It's generally easy enough to use, but it is a bit tricky to operate on the move – and that’s one of the few niggles I have about this Defender.
The terrain response system, which enables the driver to dial through driving modes, including Mud and Ruts, and Rock Crawl is a clever set-up and would certainly feel out of place in an old-school Defender.
You can calibrate the system’s responses – acceleration, traction sensitivity, and diff control – to suit your driving style and the terrain you’re traversing.
The tread of the Defender’s Goodyear Wrangler all-terrain tyres, as mentioned earlier, swiftly became gummed up with sloppy mud and we lost a fair bit in terms of reliable traction from that rubber on the rock surfaces we moved to straight after driving through a series of shallow mud-holes.
Wheel travel is decent with the Defender able to get useable flex out of that multi-link set-up and air suspension combo.
Another of my very few gripes about the Defender is the fact that while all of the off-road-focussed driver-assist tech, especially terrain response, is so seamlessly effective – it’s almost too good for its own good.
As the driver I almost feel removed from the experience of tackling the terrain I’m on.
Driving this doesn't feel like such a visceral experience as it does in the Defenders of old, or even as hands-on as it does when driving off-road in rebooted old-school 4WDs, such as the Suzuki Jimny, or the Jeep Wrangler Rubicon.
The new Defender is very capable, and comfortably so, but it feels a little bit too clinical and calculated in its execution.
In terms of its potential as a towing platform, the Defender has a claimed maximum unbraked trailer capacity of 750kg and a maximum braked towing capacity of 3500kg.
It has a maximum roof load of 300kg. GVM (gross vehicle mass) is 3165kg and GCM (gross combined mass) is 6665kg.
Mercedes-Benz GLB-Class8/10
Driving the GLB was surprising. It's comfortable! It doesn't seem to matter which grade you pick, either. In fact, the GLB 35 rides the best, with its ridiculous wheels overcompensated for by impressive active dampers.
Families will love the plush seats and ultra-compliant ride. Some Benz magic must have gone into the suspension calibration, but we think the ride is also helped along by the long wheelbase.
The position of the wheels also helps prevent the GLB from feeling too nose happy. You don't feel at risk of understeer at all, and this is probably due to the fact that the front wheels are actually quite far ahead of the A-pillar.
In terms of handling, the GLB is great. The steering is light, but direct in Comfort mode. Sport mode is more of a mixed bag, with the wheel feeling a bit too artificially heavy. In 'Individual' mode you can set it up to have the suspension and transmission set to Sport, with the Comfort steering.
Obviously the GLB 35 is a hoot in terms of power available. It's fun, if a little silly. I was surprised how sedate the exhaust is, even in Sport +, a show-pony the GLB 35 is not.
That goes for all grades, too. The cabin is generally well refined.
The 250 is the right car for most drivers, with plenty of power on tap, and a reasonably smart eight-speed dual-clutch. This transmission's major drawback was how annoying it was in Sport mode, sticking in gear and revving the engine out unnecessarily.
Surprisingly, we also had the chance to sample the base model 200. This car rode just as well as its higher-spec counterparts, and it was just as quiet, too, but the 1.3-engine took a long time to get to its sweet spot.
The extra weight of the GLB over the A-Class and B-Class was evident, and the seven-speed auto seems a little less intelligent and slick-shifting than the eight-speed on the other two grades.
There was a long waiting time for peak torque, meaning foot to the floor for several seconds before anything really happened.
That having been said, the 200 is still an attractive option to cut the cost of a GLB for someone who will mainly use it for city or urban driving.
Which leads to one of the GLBs drawbacks – it doesn't feel like a 'small' SUV behind the wheel. You feel every last bit of its dimensions when negotiating a three-point turn with its almost 12-metre turning radius or trying to navigate tight city streets.
Overall though, the GLB offered a surprisingly comfortable, quiet and even entertaining drive experience for an SUV.
Safety
Land Rover Defender
The Defender range has the maximum five-star ANCAP safety rating from testing conducted in 2020.
It has a stack of safety gear as standard and driver-assist tech includes AEB, adaptive cruise control, driver condition monitor, blind spot assist, lane keep assist, forward traffic detection, a 3D surround camera, 360-degree parking aid, traffic sign recognition and adaptive speed limiter, and more.
It also has tech that comes in useful for on- and off-road tourers including its ‘transparent’ bonnet view, wade sensing, tyre pressure monitoring system, and tow hitch assist.
It has three top tethers for child seats across the second row and ISOFIX points on the outboard positions only.
Mercedes-Benz GLB-Class7/10
Thanks to those kooky Germans and their love for high-speed freeways, every GLB will ship with high-speed auto emergency braking with standard pedestrian and cyclist detection.
It also gets lane departure warning (delivered by vibration through the steering) and a limited version of lane keep assist that works on solid lines and helps swerve away from oncoming vehicles.
Additionally via an option pack on the Euro cars we tested is 'Pre-Safe Plus' which adds blind spot monitoring, improved lane keep assist with lane change assist, and a system which uses a rear radar to detect incoming collisions and lessens the risk of whiplash.
We don't know what will be on Australian-specified cars yet, so stay tuned for an update.
The GLB has a total of six airbags, and in case you're wondering, the GLB's side curtain airbags are capable of protecting even the third row.
ISOFIX and top-tether chid seat mounting points are available on both the outboard seats in the second row, and in the third row in seven-seat variants – for a total of four child seat ready positions.
We'll have to wait and see what ANCAP rating the GLB scores (with standard safety equipment for this market to be confirmed), although it already wears a maximum five star Euro NCAP rating.
Ownership
Land Rover Defender
The Defender has a five year/unlimited km warranty with five years roadside assistance. Pretty much the expected norm in this part of the market.
Service intervals are set for every five years or 102,000km (maximum), whichever occurs first – and that’s for a total cost of $2250, or an annual average of $450, which is pretty handy.
Mercedes-Benz GLB-Class7/10
Like Audi and BMW, Mercedes persists with a three-year/unlimited km warranty. If you believe BMW, they say consumers in this price bracket don't expect longer warranties, but it would be nice, no?
The first German to do it will win a distinct advantage, but for now the GLB's warranty promise is par for the course.
Service pricing has not been plotted out for the GLB in our market yet but expect to be able to package in several years at a fixed price on finance, as you can on other Benz vehicles.