The BMW iX3 and the Mercedes GLC EQ sit close enough in price and positioning that buyers routinely shortlist both without knowing which to choose. Autogefuhl's Thomas Majchrzak set out to resolve that, running matched M Sport and AMG Line specs of each through a full week of exterior inspection, interior scrutiny, motorway and city driving, real-world efficiency tests, and a timed charging session. The iX3 starts this comparison with an immediate structural advantage: a 108.7 kWh battery versus the GLC EQ's 94.5 kWh, and DC charging capability up to 400 kW that put it from 15 to 80 percent in about 18 minutes. The GLC EQ's session from around 12 to 80 percent took 22 minutes. Those are the headline numbers. The more interesting question is whether the GLC EQ's engineering advantages elsewhere close the gap enough to justify a roughly 10,000-euro premium in the configurations tested.
The efficiency and real-world range test produced results that deserve more attention than the battery-size gap alone would suggest. At 100 km/h the iX3 returned roughly 15 kWh per 100 km, projecting to around 725 km of range, while the GLC EQ used closer to 18 kWh per 100 km for a projected 525 km. That 200 km gap at moderate speeds is significant, particularly for buyers who do a lot of slower highway or urban driving. At 130 km/h the gap compressed to around 100 km, and the GLC EQ's two-speed transmission and air suspension that lowers at speed both help recover some efficiency at higher cruising rates. The GLC EQ's optional air suspension, which shares technology with the Mercedes S-Class, is the clearest single-feature advantage in the test: it smooths out rough surfaces in a way the iX3's base suspension cannot match, and the standard-specification adaptive suspension for the iX3 was not yet available at the time of filming.
The BMW's driver-assistance system stood out in a different area. The iX3's hands-free driving capability on the motorway up to 130 km/h was described as among the smoothest available today, with lane changes so seamless that passengers barely noticed the system was active. Mercedes confirmed a comparable over-the-air update is planned but gave no timeline. On acceleration, the GLC EQ's two-speed gearbox delivers a 0-100 km/h time of 4.3 seconds versus 4.9 seconds for the iX3's xDrive50 variant. In the driving chapter the iX3 was consistently described as the more connected, sporty choice through corners, while the GLC EQ rewarded motorway cruising and urban comfort. Noise at 160 km/h was notably higher in the iX3, in part because the GLC EQ offers acoustic-laminated front windows that the iX3 does not. The GLC EQ also performed better in a glass-roof heat test conducted in 30-degree-Celsius sun, with its roof filter measurably outperforming the iX3's.
Bottom line: Autogefuhl's verdict lands on the GLC EQ, but the reasoning matters: it wins specifically because of the air suspension, acoustic windows, and quieter high-speed cruising, all features that cost extra and push the car to around 96,000 euros in their tested spec. If you drive at moderate speeds, prioritise range, or want the better driver-assistance system now rather than waiting for an update, the iX3 is the rational pick and at roughly 86,000 euros it's meaningfully cheaper. Both are excellent. The GLC EQ is better. It's also pricier, and that 10,000-euro delta buys a lot of charging sessions.