Mercedes-AMG GLC 43 v BMW X3 M50 2025 Comparison

Despite being the older vehicle (it launched in Australia mid-2024), the 2025 Mercedes-AMG GLC 43 is the more expensive vehicle on test, priced at $136,400 plus on-road costs (ORCs).

The brand new 2025 BMW X3 M50 is priced at $128,900 plus on-road costs.

What’s on test is the GLC 43 wagon. But you can upgrade to the $147,500 plus on-road costs GLC 43 Coupe, which is effectively a five-door hatchback version of the same thing.

The GLC 43 is merely a layby on the way to the herculean $200K Mercedes-AMG GLC 63 line-up, which somehow screws even more performance out of its four-cylinder engine.

The M50, by contrast, is the pinnacle of combustion-engined X3 performance. The chances of a second-generation version of the X3 M coming along are unknown at this stage.

BMW’s equivalent of the GLC Coupe, the X4, has apparently been axed.

As tested, the GLC includes no-cost-option silver-metallic paint and two-tone red/black interior synthetic leather trim (not real at $145,000 on the road – wow).

With the addition of Tanzanite Blue paint ($2000), Merino leather seat trim ($4000), a trailer tow hitch ($2200) and upgraded parking assistance professional ($569), the price of the BMW rises to $137,660 plus ORCs.

Considering the pricing, it’s no surprise the 2025 Mercedes-AMG GLC 43 and 2025 BMW X3 M50 add some luxuries to go with their sports personalities.

Benz standard exterior equipment highlights include an AMG body kit, staggered 20-inch AMG alloy wheels, a panoramic sliding sunroof, aluminium-look running boards, aluminium roof rails and LED headlights with adaptive beams.

Inside key standard equipment includes AMG interior appointments, powered front sports seats with lumbar adjust, memory and heating (rear outer seats get heating as well), ambient lighting, illuminated door sills and dual-zone climate control.

Key exterior X3 M50 appointments are led by its glowing take on the kidney grille (BMW calls it Iconic Glow), M styling pieces including a rear spoiler and red brake callipers (the AMG’s are painted silver), staggered 21-inch alloy wheels, adaptive LED headlights with high beam assist, a power tailgate and a panoramic glass sunroof.

Inside you’ll find more M styling appointments, steering wheel heating, powered front sports seats with lumbar, ventilation and driver memory, ambient lighting, tri-zone climate control, roller blinds for the rear-side windows and ambient lighting.

The GLC also gets powered steering wheel adjustment but no spare wheel, making do with a tyre repair kit. The BMW gets neither a spare wheel nor powered steering wheel adjustment.

Both these vehicles come with five-year/unlimited-kilometre warranties, but from there things on the protection and servicing front deviate.

The Benz has 12 month/25,000km service intervals and the BMW 12 months/16,000km. It’s whichever comes first so the long kilometre gaps are a bit of a furphy. Almost assuredly, that means 12 months between workshop visits for most owners of these two.

On that score over five years the BMW is hugely cheaper to service – $2475 versus $7805. The Benz does offer some consolation with five years of roadside assist rather than the BMW’s three years.

The 2025 Mercedes-AMG GLC 43 comes with a five-star ANCAP rating based on 2022 protocols. The new X3 has yet to post an ANCAP score.

The amount of safety tech in both vehicles is strong, including autonomous emergency braking with pedestrian and cyclist detection, adaptive cruise control, blind-spot monitoring, front and rear cross-traffic alert, lane keeping assist, comprehensive 360-degree cameras, parking sensors and traffic sign recognition.

Lane keeping doesn’t get too intrusive or bing-bongy and in both vehicles is not a hassle to switch off.

The BMW has the handy reversing memory feature that allows the car to backtrack where it has just been (great for narrow driveways at night), while the Benz gets a transparent bonnet to help see where you’re headed when going forward at slow speed in tight spaces.

The BMW tops the airbag count with 10, while the Benz has nine. Both cars come with a tyre pressure monitoring system and parking assistants.

As is typical of incoming new vehicles these days, the 2025 Mercedes-AMG GLC 43 and the 2025 BMW X3 M50 are screens-agogo across their dashboards.

The AMG has a 12.3-inch digital instrument panel that is separate to a portrait-style (that’s a vertical rectangle, folks) 11.9-inch infotainment touchscreen.

The BMW has a 12.3-inch digital instrument panel that sits behind the same pane of glass as the landscape-style (horizontal rectangle) 14.9-inch infotainment touchscreen.

Both vehicles include embedded satellite-navigation, wireless Apple CarPlay and Android Auto, wireless smartphone charging, digital and AM/FM radio bands and very potent audio systems – Burmester surround sound in the BMW and Harman/Kardon in the BMW. They both rock.

Head-up displays sit on the windscreen ahead of the driver in both vehicles. Voice assistance is also part of their packages.

A point of difference here is the degree of configurability. It is quite astonishing the amount of instrument panel and HUD designs the AMG can deliver, from minimalist to spectacular.

But the BMW counters with a newer generation Apple CarPlay across its huge touchscreen. And it looks spectacular.

The 2025 Mercedes-AMG GLC 43 follows the recent Benz trend of downsizing engine capacity for its performance models.

Its predecessor utilised a 287kW/520Nm 3.0-litre twin-turbo V6 to drive all four wheels via a nine-speed automatic transmission.

The new car retains rear-biased 4Matic AWD and AMG’s startup clutch Speedshift version of the ubiquitous Benz nine-speed, but slots in a 2.0-litre four-cylinder turbo-petrol engine that makes 310kW and 500Nm.

A 48V mild-hybrid system provides a 10kW boost at low revs to shield turbo lag.

AMG claims the GLC can accelerate from zero to 100km/h in just 4.8 seconds with a limited top speed of 250km/h.

The 2025 BMW X3 M50 sticks with the traditional BMW 3.0-litre inline six-cylinder engine, albeit with both turbocharging and 48V mild hybrid assistance.

That results in outputs of 293kW and 580Nm, this time driving all four wheels via its xDrive system and an eight-speed automatic. That’s a decent whack up from the old M40i’s 265kW/500Nm.

And just to prove whatever Benz does, BMW wants to do it slightly better, the 0-100km/h claim is 4.6 seconds.

Both cars have launch control in their bag of tricks to help reach their acceleration claims.

Despite their 48V mild hybrid systems you wouldn’t come to these two cars looking for fuel economy excellence.

The official claims for the 2025 Mercedes-AMG GLC 43 is 9.7L/100km, while the 2025 BMW X3 M50 undercuts it quite significantly at 8.2L/100km.

In the real world the numbers came out at 12.6L/100km for the AMG and 11.1L/100km for the BMW. That was after back-to-back running on the same varied loop on the same day in the same conditions.

The BMW will also drink the cheapest 91 RON while the Benz requires most expensive 98 RON. To compensate for its thirst the GLC has the bigger fuel tank – 72 litres versus 65 litres.

Before we get into the guts of the driving, let’s consider the nuts and bolts of the 2025 Mercedes-AMG GLC 43 and BMW X3 M50.

Both are around 4.75m long and 1.92m wide. The AMG is 25mm lower at 1635mm and it also has a 23mm longer wheelbase at 2888mm.

The AMG weighs in 70kg less at 1975kg (kerb weight), but that just means it’s slightly less heavy, not lithe.

They both get adaptive dampers working with their independent suspension systems – MacPherson struts and multi-links for the BMW and double wishbones all round for the Mercedes.

Powertrain and transmission responses are also tuneable through multiple modes.

Steering is via variable electric assistance and large front discs are clamped by four-piston callipers.

The AMG has the added features of rear axle steering which (theoretically) makes it more nimble at low speed and aids stability at higher speed.

So how does it all pan out? Put simply, the 2025 Mercedes-AMG GLC 43 has the nasty edge – in a good way – that a sports vehicle like this really requires.

It has a faster-spinning and more aggro engine than the BMW. The chassis is more nimble, with a sharper turn-in likely aided by its rear-steering and ZR-rated Bridgestone Potenza rubber. The X3 rolls on noisier R-rated Goodyear Eagle F1s.

The GLC can literally take you by surprise how quickly it arrives at the corner. There is a bit of breathless moment as you rush in a bit quicker than expected. ‘Will it make it?’ I asked myself a couple of times. It did.

One important thing here is the broader envelope of the GLC’s adaptive dampers.

In ‘Comfort’ mode there is a floatiness that makes the ride very good, but also makes the body heave a bit on the bumps.

However, once you’re in ‘Sport’ or ‘Sport+’ the ride tightens up. Yet it doesn’t get jagged – that’s tuning talent and damper quality right there.

This also speaks to the amount of tunability of all manner of powertrain, chassis and other stuff. It’s very accessible once you figure it out. Then you can drill down even more to fine tune your fine tuning.

Much of this can be achieved via toggles hanging off the very complex six-spoke AMG sports steering wheel like Mickey Mouse ears. Very cool.

The 2025 BMW X3 M50 is very likable, but more of a tourer. It also has a high dynamic ceiling, but it’s just not at the sheer altitude of the AMG.

Its damper settings start tighter, so it’s not quite as comfy when cruising. It firms up to about the same level of sportiness as the AMG.

It feels taller than its extra 25mm height suggests, with more sway so it feels less nimble in the corners. It’s good, but the AMG is darty-fast.

The BMW’s six-cylinder note is lovely, with its characteristic I6 smoothness. The traditional torque converter auto is also better than the unusual AMG nine-speed when it comes to smooth progress in stop-start traffic.

But the 9AT is very good in sport and manual mode – the 8AT is too but the nine-speed is better. Great flappy paddles with a weighty feel equals ricochet changes. Bang, blast, bang, blast. If you want it, the AMG has a truly rich and all-encompassing exhaust too. How do they do it with a four-cylinder engine?

But it can be a quiet cruiser too. If I had to pick which one to drive from Melbourne to the Gold Coast it would be the AMG because of its comfier cruising. Low-speed transmission hitches aren’t going to worry me then.

And every time the road got windy then the fun would be more pronounced.

I wouldn’t be upset to make the trip in the M50 though.

Steering is close – they both start light and weight up through the modes. Again, the AMG just has a broader range. It’s carpark-twirling in comfort.

In fact, as a general note, the accessibility and effect of the AMG’s individual settings are more pronounced than on the X3.

The BMW requires more drilling into sub-menus to set up the performance you want and it’s not a very intuitive system once you do figure it out.

Swapping between comfort and sport modes in damping or steering doesn’t produce anywhere near as much effect either.

You can really feel, hear and sense the changes in the AMG. That adds to its lustre.

The AMG also has the edge on brakes. The BMW feels like there’s more work to be done from initial pressure to reaction. The 43 is more instantly on it.

And yes, these are all-wheel-drive SUVs so theoretical off-roaders. Yeah ... nah.

The 2025 Mercedes-AMG GLC 43 and 2025 BMW X3 M50 carry on their battle inside their high-quality cabins. At this point we’ll mention the Benz is built in Germany and the BMW in America, but they both seemed pretty well bolted together.

The Benz is obviously more familiar. This basic look around the dashboard has been with us for a few years, although not as long as the steering-column-mounted shifter that helps create more space in the centre console (and yes, you will knock the car into neutral by accidentally using it as the blinker stalk!).

And that’s not been around as long as the seat adjusters on the front doors. They’re a bit weird these days because they don’t physically slide or tilt. Just touch the right bit and the seat moves.

Does familiarity make the experience feel a bit less special? Maybe – the gear-shifter could be out of an A180 eco-hatch, for instance. And some of the dashboard materials and the synthetic seat trim aren’t great.

But the sports seats are deeply supportive and very adjustable and where there are soft touches, such as on the door armrests and dash topper, they are appreciated.

There are plenty of storage opportunities too. The butterfly doors on the centre lidded bin, the spring-loaded cupholders and even multi-segmented door bins. No shortage of USB-C ports, either.

Shift to the front seat of the X3 and you’re instantly in a more contemporary and luxurious environment – the optional Merino leather obviously plays a part in that.

But plastics are of a better quality and touch points are a little more upmarket. Even the stubby little gear-shifter in the orthodox spot on the centre console has a solid feel

It’s nice to report both cars have included dropdown shortcut menus so frequently addressed functions appear on the screen without heaps of finger-stabbing. And they have retained hardcoded controls in the touchscreen and physical buttons and dials, including the BMW’s traditional ‘Controller’ dial on the centre console.

The X3’s array of screens looks more imposing and the far side of the touchscreen is harder to reach for the driver.

If you want to, you can drill way down into sub-menus. See if you can find the one for IWC watches in the AMG buried in among the performance pages.

But there’s a fiddliness to the haptic controls on the AMG’s steering wheel. It’s pretty easy to brush your finger or thumb in the wrong direction and do something you don’t want to do. I seemed to end up in the HUD adjustment function a lot.

Physical adjustment of the air-con vents are more fiddly in the X3 than those in the GLC, the latter having a jet turbine look.

The X3 front seats don’t have the power adjustable headrests of the Benz, but there are adjustable torso bolsters to ensure there’s plenty of support for the driver in those high-speed corners.

The M50 misses out on storage spaces up front with a smaller lidded bin and glovebox than the Merc. But it does get an area in the centre console to throw oddments that BMW calls the Jewellery Box. Segmented door bins also swallow big bottles.

The BMW takes the edge in the rear seat, although more for amenities than any significant edge in space.

Both vehicles can cope with two taller people in terms of knee and headroom and provide comfortable seating, but the BMW matches the Benz’s door bins, map pockets and LED reading lights and adds dual USB-C ports, automatic climate control for back seat occupants and even window shades.

Both boots are sizable. The Benz takes the honours with all five seats in place, 620 litres to 570 litres, its advantage aided by underfloor storage. But the X3 reverses places when row two is folded, by 1700 litres to 1680 litres.

In terms of features, there’s nothing here to get too excited about. They both come with security blinds and hooks while the X3 gets better lighting and the Benz offers easier access to switches that remotely lower the rear seats.

If this was a test between a base Mercedes-Benz GLC 300 and BMW X3 20 xDrive then the result might go the fresh arrival’s way. The new Bimmer is basically brilliant.

But because we’re focussed on these high-end sports models and their sporting abilities, the gong has to go to the Mercedes-AMG.

It’s a more focussed performance machine, goes super-hard and sounds great doing it. Everything feels like it’s set up for the driver to hone the car to his or her desires.

It also manages to be very comfortable, while still offering that extra tuning breadth and depth and driving intimacy the X3 can’t quite match.

The M50’s still darn good, but the AMG is just great. You come back from a drive of the X3 smiling, but you come back from a drive of the 43 yahooing.

2025 BMW X3 M50 at a glance:
Price: $128,900 (plus on-road costs)
Available: Now
Engine: 3.0-litre six-cylinder turbo-petrol 48V mild-hybrid
Output: 293kW/580Nm
Transmission: Eight-speed automatic
Fuel: 8.2L/100km (ADR Combined)
CO2: 187g/km (ADR Combined)
Safety rating: Not tested

2025 Mercedes-AMG GLC 43 at a glance:
Price: $136,400 (plus on-road costs)
Available: Now
Engine: 2.0-litre four-cylinder turbo-petrol 48V mild-hybrid
Output: 310kW/500Nm
Transmission: Nine-speed automatic
Fuel: 9.7L/100km (ADR Combined)
CO2: 219g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2022)

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