Ford F150 vs Mercedes-Benz G63

What's the difference?

The Ford F-150 Lariat LWB is a big comfortable, purpose-built work and adventure machine – but it’s better suited to load-lugging, towing and touring, than it is to hard-core 4WDing.

Despite that – and its less-than-ideal payload – there’s a lot to like about the Lariat, especially its on-road performance, 4.5 tonne towing capacity and factory-backed warranty.

If you’re serious about buying a US ute the F-150 should be in your sights.

The Mercedes-AMG G 63 isn't for shrinking violets. It's bold, fast, and loud, and in second-generation form massively improved dynamically and technically. It's a lot of money, but there's a lot to love, and here's hoping it stays around for decades to come.

The long-wheelbase F-150 Lariat is 6184mm long (with a 3994mm wheelbase), 2030mm wide, 1995mm high and has a kerb weight of 2555kg.

With a stretched wheelbase and chunkified body everywhere you look, this F-150 looks and feels massive but, really, this is not a whole lot bigger than a Ranger, 300 Series LandCruiser, or a new-gen Patrol. It does, however, have an undeniably in-your-face presence.

For reference, the Ranger is 5370mm long, 1920mm wide, and 1880mm high; the LC300 (Sahara ZX) is 5015mm long, 1980mm wide, and 1950mm high; and the Patrol is 5165mm long (all variants), 1995mm wide (all variants) and 1940mm/1955mm high.

The Lariat’s 20-inch chrome-like alloys, shod with Pirelli Scorpion ATR all-terrain light truck tyres (275/60R20) cap off this US pick-up’s bulky style.

A lot of its notable design features are thoroughly functional rather than noteworthy because of their looks, so rather than include them in this section you'll find them in ‘Practicality’ (below).

The original (W460) G-Glass, then known as the G-Wagen (or Geländewagen for cross-country vehicle), was launched in 1979 as an ultra-capable off-roader, soon favoured by armies the world over. Arriving here in 1982, its distinctive, slab-sided form remained unchanged over the best part of four decades.

At close to 4.8m nose-to-tail, more than 1.8m across, and a bit over 1.9m tall, the G 63 is now longer (+110mm), wider (+106mm), and fractionally lower overall (-13mm), but still pulls off a convincing impersonation of a bread box.

Merc-AMG confidently quotes a drag coefficient (Cd) of 0.55 for the G 63, which isn't as bad as a brick (around 2.0… I Googled it) although it is in the same league as a heavy truck.

But it's the car's unique, upright stance, complete with pumped wheelarches and old-school flat glass, that sets it apart and draws people in. Looking more like a take-no-prisoners, functional device than a luxury cruiser, I can assure you it attracts as many admiring looks and comments as a low-flying supercar wedge.

The new-gen G 63 features AMG's vertically slatted 'Panamericana' grille, and our test example was fitted with the optional 'Night Package' ($5900) adding a range of dark exterior details including tinted indicator lenses, dark tinted glass, black exterior mirror shells and spare wheel ring, other black trim pieces and painted areas, as well as 22-inch AMG forged alloy rims.

Also worth noting, Merc has retained the G-Class's solid metal door handles, complete with the mechanism's unmistakable 'click-clack' opening and closing sound. Nice touch.

Inside, the biggest change is the upgrade from a conventional dual-gauge instrument cluster and central media stack to a pair of 12.3-inch digital screens, forming a sleek widescreen display, and bringing the G 63 in line with other recent Merc offerings.

Similarly, the gearshift moves from a traditional console-mounted set-up to Merc's 'Direct Select' lever on the steering column (exactly where the indicator stalk is located in 90 per cent of right-hand drive cars).  And the standard flat-bottom, leather-trimmed 'AMG Performance' steering wheel is a racy addition.

Like the exterior door handles, another tip of the hat to the car's heritage is retention of the horizontal grab handle ahead of the front passenger on the dash above the glove box. Nice to have something to hold on to if the going gets rough.

The interior of the F-150 is cavernous, but it’s functional and comfortable with a definite premium look and feel about it all.

From the front of the cabin to the rear, this space is geared towards being practical.

For one, the multi-media system is easy to pair to your phone and operate. Just allow yourself a few minutes before you set off in the Lariat for the first time so you can get your head around how to navigate your way through the system.

There’s ample storage space – including a deep centre console*, cupholders and bottle-holders for everyone, as well as the usual glove box (times two) and seat pockets for rear-seat passengers.

*In a stroke of Ford genius, the auto shifter power-folds forward into a recess, giving you room to unfold the lid of the centre console and turn that large surface into a picnic table or work desk.

Space is further maximised in the rear 60/40-split seat as it has a fold-out storage area underneath it, or the seat itself, if not in use, can be stowed away to free up even more room in the cabin.

The stretched Lariat’s tub is 2005mm long and 1656mm wide with 1285mm between the wheel-arches – so it will fit an Aussie pallet, or a quad bike, camping gear etc. 

This load space also has a 12-volt outlet, night lights, a tub camera (which I couldn’t get to work), a durable-looking spray-in tub liner, as well as fixed tie-down points at each corner and four sidewall-mounted tie-down points (two on each inner wall).

Remember I mentioned some design features that err on the side of practical rather than pretty? I’m talking about this F-150’s chunky side-steps, which serve an obvious practical function, and its remote-controlled and power-assisted tailgate (a nifty feature), its fold-out step (a real handy addition) and the accompanying slide-out guide pole for something secure to hold onto as you climb in and out of the tub – well, that’s what we used it for anyway, whether that’s its intended purpose or not.

Bonus usage points for the raised ruler markings on the inner wall of the tailgate and the two G-clamp fitting positions at each side of the tailgate’s top edge.

The Lariat even has a keyless entry system with a keypad on the exterior of the vehicle (front passenger door). Punch in your permanent access code and bingo, you're in!

The G-Class has never been a particularly squeezy proposition for passengers or cargo, but an extra 40mm in the wheelbase adds even more breathing space.

Getting in is the first step, and it's a big one. At 183cm tall, in an athletic mood, I could grab the A-pillar and swing up into the driver's seat in one vaguely respectable movement.

But, those side steps aren't just for show, and at the end of a long day provide a handy staging camp between terra firma and the lofty pilot's chair.

Once on-board there's plenty of room up front, with adequate storage including a bin between the seats (now with a double door opening rather than a single hinged lid), a modest glove box, oddments space and two cupholders in the centre console, and bins with space for bottles in the doors.

There's a 12-volt power outlet in the front, second row and cargo area, while there are two USB ports in the centre console bin and a charging USB port in the second row.

In the back I could have donned a dusty Akubra and still had headroom to spare, with generous foot room, and a substantial gap between my knees and the driver's seat (set to my position).

A fold-down armrest incorporates a pair of cupholders (as well as a through-port to the cargo space for long items) and there are map pockets on the front seat backs as well as space for bottles in the doors. Two adjustable air vents in the rear of the front centre console, and another pair in the B-pillars also provide climate-controlled air to those in the rear.

With the rear seats upright boot volume is quoted at 454 litres (VDA); enough to easily swallow our three-piece hard suitcase set (35, 68 and 105 litres) or the CarsGuide pram, or a largest-suitcase-and-pram combo.

There are tie-down shackles in each corner of the floor, usefully bright lighting, a netted storage area on the passenger side (containing five fluorescent emergency vests), and folding the 60/40 split rear seat liberates even more space.

Unfortunately, gaining access to that load space is fraught with compromise. First, the single-piece rear door hinges vertically and opens from right to left. No problem when you've nosed into a shopping centre space, but not so great when you're parking nose-to-tail on the left-hand side of the road.

That means you typically have a small space between you and the car behind to get the door open, and when it is at 90 degrees, you're blocked from unloading things onto the footpath until you've shut the door.

As well as that, the door has a full-size spare (alloy) wheel and tyre attached to it. Good because a full-size spare is welcome, and bad because it makes the already bulky door even heavier.

Those keen on towing things will be pleased to hear the G 63 is rated to haul up to 3.5 tonnes of braked trailer and 750kg unbraked.

Okay, you're laying down a quarter of a million bucks ($247,329 before on-road costs) and it's fair to expect some serious tech and standard equipment to keep you feeling warm and fuzzy after you're finished impressing friends and family with the G 63's howling acceleration.

For a start, there's a bunch of leading-edge safety tech on-board (detailed in the safety section below), and as expected that substantial cost-of-entry brings an extensive list of luxury features.

We've touched on the twin 12.3-inch 'Widescreen Cockpit', and available media includes digital radio and TV tuner, internet connectivity and 3D nav (with dynamic route guidance), as well as smartphone integration with Apple CarPlay and Android Auto.

Audio is a thumping 15-speaker, and 590-watt Burmester surround sound system, and the ambient lighting set-up offers a choice of 64 colours.

Also included are 'Multibeam' LED headlights, 'AMG Ride Control' adaptive damping, a 'Parking Package' with 'Active Parking Assist' and 360 camera, a sliding glass sunroof (with tilt function), the selectable AMG sports exhaust system, keyless entry and start, the AMG Performance steering wheel (trimmed in nappa leather), and 21-inch AMG '5-Twin spoke' alloy wheels.

Then there are the three 100 per cent differential locks (plus an 'off-road information centre'), electronically adjustable front seats (ventilated front and heated front and outer rear), steering column and mirrors (with memory function), three-zone climate control, nappa leather upholstery, a leather-finished dashboard with open-pore ash wood trim, a 'Dinamica' microfibre roof liner, and an AMG-specific IWC design analogue clock. Plus, the 'Dynamic Select' system enables a choice of pre-set driving profiles or individual settings.

The optional 'Exclusive Interior Plus Package' ($10,300) fitted to 'our' car adds deluxe nappa hide on the dashboard, door centre panels and grab handle, as well as a diamond quilted treatment on the seat centres, a black 'Dinamica' roof liner, velour floor mats (with edging in nappa leather), a frameless interior mirror and air vents in 'Silvershadow'.

On top of that the test vehicle was optioned with the 'Night Package' ($5900) detailed in the Design section, and Designo 'diamond white bright' paint ($5900) for a manufacturer's recommended list price (MRLP) of $269,429.

That puts the G 63 in the same price and equipment ballpark as the supercharged V8 Range Rover Autobiography ($268,900), twin-turbo V8 Porsche Cayenne Turbo ($239,400), and its Mercedes-AMG GLS 63 sibling ($221,729), powered by a version of the 5.5-litre twin-turbo V8 used in the first-gen G 63.

An impressive trio of alternatives, but in reality the idiosyncratic G 63 doesn't have any direct competitors, and for those who give in to the pull of its powerful tractor beams value-for-money becomes a uniquely personal concept.

The F-150 has a 3.5-litre twin-turbo petrol V6 producing 298kW at 6000rpm and 678Nm at 3100rpm, and that’s matched to a 10-speed automatic transmission.

This is an impressive set-up – the long wheelbase F-150 is punchy off the mark, smooth and refined at highway speeds – it just trucks along – and overall it offers a comfortable and controlled driving experience.

This top-spec F-150 – the Lariat – also has full-time 4WD and an electronic rear diff lock.

Its selectable driving modes include 'Sport', 'Eco', 'Tow/Haul', 'Normal', 'Slippery', 'Deep Snow/Sand' and 'Mud Ruts'.

The G 63's 4.0-litre (M177) all-alloy V8 is closed deck design using direct-injection and a pair of twin-scroll turbos to produce 430kW at 6000rpm and no less than 850Nm from 2500-3500rpm. That's 10kW/90Nm more than the 5.5-litre twin-turbo V8 it replaces!

To improve throttle response and optimise efficiency, the turbos are located inside the engine's 'V', improving air flow and shortening the distance from the exhaust side to the turbos, and in turn, from the turbos to the inlet side.

And the housings on the twin-scroll turbos are divided into two parallel flow channels connecting with separate ducts in the exhaust manifold, allowing fine management of the exhaust gas coming in and pressure going out. Result is more torque and even better response times.

Drive goes to all four wheels via a new 'AMG Speedshift' nine-speed, dual-clutch auto (replacing the previous seven-speed auto transmission) with paddle shifters and a multiple downshift function which will go to the lowest ratio possible as you keep squeezing the shift paddle.

The 'AMG Performance 4Matic' all wheel drive system is front/rear biased 40/60 (50/50 in the previous model), although if you want to head off-highway the G 63 still features three 100 per cent diff locks and low-range off-road gear reduction.

The Ford F-150 Lariat LWB has an official fuel consumption figure of 12.5L/100km (on a combined, urban/extra-urban, cycle).

I recorded 14.8L/100km on this test which included a lot of high- and low-range 4WDing although the F-150 was never working hard.

This F-150 has a 136L fuel tank, so, going by my on-test fuel-consumption figure, you could reasonably expect a driving range of about 920km from a full tank. 

If you calculate driving range using the official fuel-consumption figure that number extends to 1088km from a full tank.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 13.1L/100km, with the 4.0-litre, twin-turbo V8 emitting 299g/km of CO2 in the process.

Despite the fact cylinder management tech means the engine will run on four cylinders under light load, and start-stop (with 'glide mode') is standard, we managed 16.7L/100km (measured at the bowser) over a mix of city, suburban and freeway running. To be expected for such a big bus, especially one that constantly tempts you into squeezing the throttle just to hear the exhaust bellow.

Minimum fuel requirement is 98 RON premium unleaded, and you'll need 100 litres of it to fill the tank.

F-150s are imported to Australia from the USA as left-hand-drive vehicles and reengineered to right-hand-drive by Melbourne-based RMA Automotive, at the company’s production facility.

The utes undergo an exhaustive transformation including changes to steering, driver displays, air con, as well as software upgrades, to mention a few, all aimed at making them capable of excelling in Aussie conditions.

And RMA Automotive has done an impressive job.

The F-150 is, by its very nature, a big vehicle with a steel ladder-frame chassis and a lengthy wheelbase, but it suits Aussie conditions, especially with Aussie-tuned steering, great on-road ride and handling and that 4500kg towing capability built into it. 

It's well-controlled with a solid, planted feel on sealed surfaces, the steering has a nice weight to it in all conditions, acceleration is smooth (and punchy when needed) and the 10-speed auto offers clever management of this big vehicle. 

It’s also very comfortable and quiet in the cabin. You can just barely register the low-level rumble of the twin-turbo V6 as you truck along stretches of highway and rural backroads.

All in all, on-road this is an almost perfect open-road touring vehicle. The bonus is, as a Lariat driver, you have access to a whole suite of driver-assist tech which specifically includes stuff geared towards making the task of towing safer, more controlled and, as a result, more enjoyable than it otherwise may be.

However, when you get this big ute off road, you quickly discover it has limitations. Those limitations don’t come close to ruining the F-150’s potential as an adventure machine, but this is a substantial vehicle so it has to be driven with real consideration, real care, and you have to know the off-road parameters in which this ute works best.

If you drive anything more severe than light-to-medium-duty off-roading you're risking damage to this ute’s side steps or underbody. 

The F-150’s size is not a factor when the tracks are nice and wide, but when the tracks become narrower, more treed-in, it becomes more difficult to navigate through those routes. 

The Lariat’s suspension – IFS (twin wishbone) with coil springs at the front and live axle on leaf springs at the rear – is well set up to soak up lumps and bumps on sealed surfaces and even on gravel tracks, but it is less capable of doing the same job during low-range 4WDing.

It becomes very bouncy, when you’d be excused for expecting that longer wheelbase would offer a bit more stability and control through shallow to moderate ruts, but it really is a wild ride. 

Beyond that, though, visibility is great, the driving position is commanding, steering at low speeds is well-weighted and precise and throttle response is impressive.

While there’s little to nit-pick in terms of the four-wheel drive system onboard this ute, the traction control system is somewhat clunky.

When the terrain becomes more challenging, that off-road traction control system just seems to whirr and click and clunk away with lacklustre application – it’s not exactly smooth or seamless. 

The F-150 has the kind of off-road angles you’d expect for a vehicle this large: approach angle is listed as 24 degrees, departure angle is 26.3 and the ramp-over is 19 degrees.

Ground clearance is listed as 225mm and wading depth is 600mm.

The tyres – Pirelli Scorpion ATR all-terrain light truck tyres (275/60R20) – aren’t that good for off-roading, either, even though they’re marketed as all-season tyres.

Bigger tyres and an aftermarket suspension lift would go some of the way to help sort out the F-150’s issues with less-than-ideal rubber as well as poor ground clearance and off-road angles.

For such a big ute, payload is an underwhelming 710kg; for reference, the Ram 1500 (878kg) and Chevrolet Silverado (757kg) offer more, and even mainstream dual-cab utes, such as the Ford Ranger (966kg (kerb weight)/1010kg (min kerb weight) offer better payloads.

Towing capacity is 750kg (unbraked) and a noteworthy 4500kg (braked). GVM is 3265kg, and GCM is 7765kg.

Let's cut to the chase. The G 63's pure grunt overpowers its challenging aero profile to thrust this boom box on wheels from 0-100km/h in a claimed 4.5 seconds. And believe it or not, despite its greater length and width, it has enough power to punch a 240km/h hole in the air (maximum velocity is limited to 220km/h if you choose not to opt for the 'AMG Driver's Package').

The new electronic architecture brings with it the latest version of Merc's 'Dynamic Select' system with five driving modes adjusting the engine, transmission, suspension, steering and assistance systems right up to maximum attack Sport+ mode.

All 850Nm of peak torque is available between 2500-3500rpm and pinning the throttle anywhere in that band feels like lining up a runway and preparing to rotate for take-off.

The two-stage exhaust flap arrangement allows you to turn the noise up from growl to roar even at modest around town speeds, and the nine-speed transmission is sharp and positive, with the multiple downshift function (in manual mode) hilariously good fun.

The racy AMG sports seats are as grippy as they are comfortable, and the fat 295/40 Goodyear Eagle F1 rubber, wrapped around the optional 22-inch forged alloys, does a good job of keeping all that mass and momentum in control as the high riding G 63 careens around corners.

And speaking of mass, the job of hauling it from warp speed to rest sits with big ventilated discs all around (cross-drilled 400mm front/370mm rear), clamped by monster six piston calipers at the front and single piston at the back. They're progressive and reassuringly powerful.

So, the performance is as dramatic as ever, but when I think of previous Merc-AMG G-Class offerings, two main shortcomings come to mind... steering and ride.

The steering was like a laggy mouse, with a few beats separating input at the wheel from response at the front treads. And the damping came up short, with a bouncy ride par for the course.

Still sitting on a ladder-type frame, the new G's suspension was developed by Mercedes-Benz and Mercedes-AMG. And finally, it has a decent double-wishbone independent front-end, with a rigid axle at the rear and coil springs all around. Plus, a strut tower brace, Merc-AMG calls it a 'suspension bridge', now connects the front strut towers, increasing torsional rigidity.

Ride comfort, especially in the most compliant 'Ride Control' suspension setting and riding on the big 22s, is massively better. It's no limo. You'll still feel jittering over higher frequency imperfections. But it's way, way ahead of the first-gen version.

The steering system changes from a recirculating ball to rack and pinion, and is now variable ratio with electro-mechanical rather than purely hydraulic assistance. And it's also much improved. We're not talking about a Lotus Elise-style connection with the road, but the steering is clearly more predictable and responsive.

One thing that hasn't changed is an ocean liner-worthy, 13.6m turning circle. You'll need to plan ahead for U-turns and reverse parks, but enough parking cameras (including surround view) to please Cecil B DeMille are on hand to help.

It's like a whole new world with a familiar cover wrapped around a markedly improved package. But (there must be a but) visibility is still compromised by thick window and door pillars, and despite the new dash layout ergonomic efficiency is patchy, with some switches and knobs located in relatively awkward positions.

As mentioned earlier the G 63 features three 100 per cent diff locks and low-range off-road gear reduction. But forget breakover angles and wading depths. This 4x4 seeing off-road action is as likely as an Abbott 2.0 prime ministership.

Suffice it to say, this car wears the 'Schöckl' badge at the base of its B-pillar. And in case you were wondering, Schöckl is a 1445m mountain in Graz, the Austrian city where the G-Class is built (and big Arnie Schwarzenegger was born!).

In the second-gen G-Class's development, prototypes covered roughly 2000km over a five kay trail including gradients of up to 60 per cent and lateral inclines up to 40 per cent. So, despite its irrelevance, the off-highway box is ticked.

The second-gen G 63 hasn't been assessed by ANCAP or Euro NCAP but its new electronic architecture brings the car up to speed on active safety tech, now incorporating 'Distronic' cruise control with 'Active Distance Assist', 'Active Brake Assist', AEB (forward and reverse), 'Active Lane Keeping Assist', 'Blind Spot Assist', 'Adaptive High-Beam Assist', tyre pressure monitoring, and 'Traffic Sign Assist'. Plus, the 'Pre-Safe' system prepares the vehicle and occupants in the face of an inevitable collision.

And once that impact has occurred, you're protected by nine airbags, including rear seat airbags, full-length curtains and a driver's knee bag.

There are three top tether points for child restraints/seats across the back seat, with ISOFIX anchors in the two outer positions.

The F-150 has a five-year/unlimited km warranty and you may pick up roadside assistance for up to seven years but it's worth noting not all Ford Dealers participate in providing the latter.

Servicing is scheduled for every 12 months or 15,000km. Capped price servicing applies to the first four scheduled services and, at time of writing, was listed as $429 a pop which isn't outrageous for a vehicle of this magnitude.

Mercedes-Benz (and by extension Mercedes-AMG) offers a three-year/unlimited km warranty with 24 hour 'Road Care' emergency roadside assistance provide for three years.

Servicing is recommended every 12 months/20,000km and a capped price servicing plan is available at Silver and Platinum levels for up to five years/100,000km.