Genesis GV70 vs Mercedes-Benz GLE450

What's the difference?

The GV70 was already a pretty good thing, and aside from some small annoyances in the new safety tech, the update has made it a better car to drive.

It’s quieter, packs a few more features in, and still looks stylish and stands out on the road.

Even with its price increasing, its value is hard to deny, especially when it comes to post-purchase ownership.

It’s hard to say if the update will entice more customers away from rivals, but the GV70 continues to earn its place as Genesis’ most popular model.

All told, the Mercedes-Benz GLE 2020 model is an improvement in many ways over its predecessor. It's safer, more high-tech, considerably more luxurious and practical inside, and offers better value, too.

But, in 300d guise at least, it's let down by a slightly underdone engine, and suspension that just doesn't do a good enough job on rougher roads. It's close, but not close enough to be best in class.

Maybe that'll be a different case for the higher-grade versions with the most high-tech engines and the tricky optional suspension... we'll have to wait and see.

If you’re familiar with the GV70 the design changes aren’t going to seem revolutionary, but they do add a bit of subtle distinction.

For example, new 'Micro-Lens Array' headlights come in a slimmer design. Plus they bring more function, like a welcome light sequence.

They flank a tweaked grille with a 'dual weave’ mesh, plus the bumper has been altered for a low, wide look.

Even the Genesis logo is a bit different, now as a flat imprint.

There are new wheel designs, sizing of course depending on variant, as well as whether some of the trim comes in dark chrome or not.

At the back, the exhaust mufflers are hidden behind a redesigned bumper (unless you’ve got a Signature Sport) and there’s a new rear spoiler with lighting that complements the new tail-lights.

Inside, the styling hasn’t changed massively, either. 

There are some updated materials and new trim garnishes, but the biggest updates are more functional than visual.

You can make your own mind up about the styling of the new GLE. It's certainly more aggressive than the model that came before it, and Benz claims that it's the most aerodynamic SUV in its class.

The models on test were all fitted with the AMG styling pack and the bigger 21-inch multi-spoke wheels, and from some angles it's a striking car. I particularly like the way the rear-end treatment has worked for the GLE: the triangulated tail-lights, the lower bumper and the rear glass all work together well.

In profile, the GLE is quite challenging to look at. The rounded window-line is a bit awkward, and somehow the wheels just don't fit with the bulky guards (though I do like the way the AMG 21s poke out a bit at the back).

The front sees the diamond-style treatment to the grille for the AMG Line versions, but there's a lot of black plastic on the bumper, and the headlight shape gives it a bit of a droopy-eyed look. Is it just me, or is it a bit of a Bassett Hound? 

It is a bigger car than before - 111mm longer (now 4930mm - and on an 80mm longer wheelbase, now 2995mm), and it's 15mm wider but 31mm lower - and it looks more substantial as a result. I'm just not sure it's pulling off its bulk as well as it could.

So the outside is pretty, er, interesting. We had comments from passersby to that effect, too, and in our comparison test it was the consensus of our team of experienced testers that the GLE had some challenging exterior design elements.

But inside is where the best bits hide, with a lot of luxury finishes, materials and technology giving the GLE some wow factor that its exterior design arguably misses out on.

Of course, it’s hard not to spot the giant 27-inch integrated multimedia and driver display unit, its OLED screen similar to other plush models in the Genesis and Hyundai range.

While the move to make more functions screen-based rather than using physical buttons can be a little annoying, the system here is still easy to use and there’s a climate control panel, so not too much messing around in menus. 

There’s a bunch of other stuff carried over from before, like the huge sunroof and the fact the front seats are heated and ventilated. And they’re proper leather.

From the wireless phone charger to the ambient lighting, the interior is stacked with bits and features that aim to make the cabin feel extra comfy.

The storage and space feels well thought out, there are plenty of places to put things and you don’t feel cramped, even in the second row.

Behind that, there’s a 542-litre boot which is in the same ballpark as the X3, NX and GLC.

The cabin presentation and pragmatism is excellent in the new-generation GLE. There was an existing version on site for us to compare, and to say it's like night-and-day would be generous to the old model.

A lot of that comes down to the MBUX twin 12.3-inch screens on top of the dash - one for all the driver instrumentation and controls, and the other for sat nav, media, car controls and other settings. They look great, and there are multiple ways to control them: the steering wheel controls, the touch pad between the front seats, the screen in the middle is touch-capacitive, and there's the much-bragged-about “Hey Mercedes” voice control system.

But it's more than just the screens: the finishes and materials used in the GLE are exceptional. The plastics are excellent, the brushed aluminium treatment that runs the width of the dash with ambient lighting, the surrounds on the vents (oh, so many vents!) - it all works so well together. But the open-pore wood finish is my favourite element, adding a touch of ruggedness that's also plush and luxurious.

The test cars all had the high-end leather treatment and optional bolster-heavy seats, and they're okay, but a little fiddly to adjust. I guess that's the beauty of driver profiles - the car will remember your favourite settings and make the adjustments as you get in or out by detecting the key.

There's also excellent storage throughout - the door pockets in all four doors are huge, there are cupholders front and rear, and loose item storage is decent, too. Plus there are heaps of USB-C (fast charging) ports up front and in the back.

Speaking of the back, the cars at launch all had the seven-seat package, which might appeal to you, or not. It's more than just a couple of seats in the back row, because it includes electric seat adjustment for the second row, with slide and recline functions allowing you to prioritise second- or third-row space.

The space in the second-row with the seats set as far back as they can go is excellent. There's heaps of room for someone my height (182cm) to sit behind a similar sized driver with ample knee room, headroom and shoulder room. You'll be able to fit three adults across the back, or if you have kids, there are three top-tether points and outboard ISOFIX child-seat anchors, too. No child seat restraints in the third row, though.

Whether you choose the five-seat or seven-seat option, the boot space remains the same at 825 litres with five seats in play. All models have an electric tailgate, too.

And if you're curious about the third row, it should be fine for anyone shorter than 175cm for shorter drives. It's not super spacious back there, and should be considered a 5+2 option. Really need a seven-seat Merc? You could get a GLS if you can afford it, or go for a V-Class luxury van. Go on. Do it!

One thing that's really neat about the new Mercedes GLE range is that the brand has decided to specify each of the models exactly the same - that makes it simple for consumers, because essentially you're just paying more for a better engine.

That means the extensive standard equipment list is the same whether you choose the 300d entry-level diesel model at $99,900 (plus on-road costs), the mid-range petrol 450 model at $111,341, or the current range-topping six-cylinder diesel 400d at $118,142.

That may seem like a pretty slim range, but you can expect Mercedes-AMG to offer two additional performance-oriented models - the GLE 53 and the GLE 63 S - in 2020. And, for context, the current BMW X5 ranges from $112,990 to $149,900, while the Porsche Cayenne lineup spans from $117,000 to $242,000.

Standard equipment includes the company's MBUX multimedia system with dual 12.3-inch screens, LED lighting with adaptive high beam headlights, 20-inch alloy wheels, a power tailgate, 360-degree parking camera, colour head-up display, the company's 'Artico' leatherette upholstery with heated front seats, DAB+ digital radio and Apple CarPlay and Android Auto.

There are multiple ways to personalise and customise your GLE, but one that's expected to attract a lot of custom is the “7 Seat Package” which adds third-row seats for people up to 180cm tall, and also incorporates electric second row seat adjustment (tilt and slide) and electric seat folding. The pack is $3900.

Other option boxes include the AMG Sport Package ($9900, comprising an AMG bodykit, panoramic roof, wireless phone charging and leather upholstery), the Night Package ($4800, adds black exterior accents), the Vision Package ($4200, including panoramic roof, wireless charging, 13-speaker Burmester sound system) and the Energising Package Plus ($6200, adding multi-contour front seats with massaging, heated armrests, air fragrances).

While the GV70 is now all-wheel drive only, two engine options remain. 

All three variants can be had with a turbocharged 2.5-litre four-cylinder petrol engine that makes 224kW and 422Nm, driving all four wheels via an eight-speed automatic transmission.

It carries over from before the update, as does the twin-turbo 3.5-litre V6 which makes 279kW and 530Nm and uses the same transmission.

The V6 isn’t available in the base Advanced grade, and while its outputs aren’t sky-high compared to the four-cylinder, it has a much thicker peak-torque band.

Powering the Mercedes-Benz GLE is a selection of engines, with petrol and diesel offered.

The entry-level power plant is the 300d, which uses a 2.0-litre four-cylinder turbo-diesel engine with 180kW of power (at 4200rpm) and 500Nm of torque (from 1600-2400rpm). It has a nine-speed automatic transmission and all-wheel drive as standard.

The range-topping diesel is a thumper. It's the 400d, which runs a 2.9-litre turbo-diesel six-cylinder with 243kW of power (at 4000rpm) and 700Nm of torque (from 1200-3000rpm). It also has a nine-speed auto and AWD standard.

The sole petrol model at launch is the 450, which employs a twin-turbocharged 3.0-litre in-line six-cylinder engine with 270kW of power (at 5500rpm) and 500Nm (at 1600-4500rpm). It uses a nine-speed automatic transmission with AWD, but this version is the only one with mild-hybrid tech, using 48-volt EQ Boost tech to help add 16kW and 250Nm for short stints of added performance (0-100km/h in just 5.7 seconds, apparently), and allowing the engine to shut off under light throttle or lift-off situations.

If you plan to tow, there's a factory-fit tow pack available that allows 750kg unbraked and 3500kg braked towing across all grades. This pack is the one from the factory - remember that - and it costs $1900. If you instead fit one as an aftermarket fit, the figures are 750kg/2700kg respectively.

Genesis claims the GV70 will sip 10.3 litres per 100km of driving in four-cylinder guise, or 11.3L for the V6, both tested under the standard combined (urban/extra-urban) cycle.

The GV70 needs at least 95 RON fuel but is E10 compatible, and has a 66-litre fuel tank.

During the launch drive, we didn’t get a chance to properly test fuel consumption but noted the trip computer for the four-cylinder showed 12.1L/100km since its last reset 1400km prior.

With that figure, you could expect to travel about 540km in the four-pot (likely a little less in the V6) before needing to refuel, though theoretically there’s 640km of range in the tank for the four, and 580 in the V6.

Fuel consumption varies between the models, as you'd expect.

The 300d is the most frugal of the mix, with an official combined cycle fuel use claim of 6.9 litres per 100 kilometres. The 400d, with its bigger six-cylinder diesel, is said to use 7.7L/100km. The 450 petrol model has the highest claimed fuel use, at 9.1L/100km, and that's despite the fact it's the only version of this trio to bring electrification into the mix with the EQ Boost 48-volt mild hybrid system.

On test at the launch of the GLE we saw a displayed return of 9.4L/100km for the 300d model, but there was a fair bit of country road and highway driving in the mix.

All versions of the GLE are fitted with an 85-litre fuel tank.

On the road, the updates might not be immediately obvious depending on which GV70 variant you’re in.

While it was already a capable and comfortable thing, I can’t recall having noticed in the past specifically how quiet the GV70 is when moving, and that’s something the update seems to have improved.

Even on some of the rougher roads, the active sound cancelling and physical noise and vibration improvements are certainly noticeable.

As before, the 3.5-litre V6 is a sturdy unit. It doesn’t feel like it’s working too hard but gets things moving quickly enough that it doesn’t feel lazy, either.

Cars fitted with the V6 also get slightly better suspension, adding to the quiet nature of the cabin and providing a refined ride that Genesis should be proud of.

The four-cylinder needs a little more encouragement, but it’s no slouch, either, even if it doesn’t sound quite as nice or come with the same upgraded suspension.

Dynamically, the GV70 feels a little bit muted, but no less capable because of it. Steering is light and a little numb, but that’s okay, it’s not really trying to be a sports car.

In sharp, twisty roads, the GV70 will let you get away with slightly more than you expect, but once you start approaching the limit will gently let you know you’re headed for danger if you push too much further.

The launch drive was limited to the 300d variant, though I did get a chance to sample the version with air suspension, as well as the model with the standard steel suspension.

Now, before we get too nerdy, this is an important element for a luxury SUV. Ride comfort is arguably as vital as effortless power. And, sadly for the GLE, neither model sets any benchmarks for suspension control and comfort.

The steel-sprung model doesn't have adaptive suspension at all, meaning that it can be bouncy, wobbly, unsettled and stiff all at the same time. The country road I sampled it on showed that the standard suspension offered up a quite nervous experience, never feeling as settled as a luxury SUV really ought to.

The air suspension version is definitely better, but still not as good as a BMW X5, Audi Q7 or VW Touareg. It lacks the body control and comfort that a true luxury SUV ought to offer.

Now, that might matter to you, or it might not. You might think the look of the car - with 20s, 21s or 22s filling the guards - is more important than how it deals with lumps and bumps. But it's our job to tell you how the land lies, and the GLE simply can't match the better SUVs in this segment as a driver's tool.

There is another level of suspension which the CarsGuide team (myself included) hasn't yet had the chance to sample - the E-Active Body Control system, which includes curve-tilting so it can make the car feel level through corners, and a system that'll scan the road ahead to predict bumps and lumps and prime the suspension to deal with it. That system is $13,000... and, while I haven't sampled it yet, it's my hope that it makes all the difference to the GLE.

So, what about the other driving elements? Well the steering is light and accurate, and decently responsive at low speeds or highway pace, and you're never left guessing as to what'll happen.

The engine, too, is decent - a 2.0-litre with 180kW and 500Nm is nothing to be sneezed at - but in a vehicle this large, with a kerb weight of 2165kg, and with a nine-speed automatic taking care of forward progress, it can be a busy engine.

That's because the transmission will shuffle between ratios when you encounter a hill as it doesn't quite have the grunt to simply stick in a gear and tug you along. It's not that big of a deal, and the transmission is smooth enough and pretty hard to catch out, but it is a little less effortless than a six-cylinder would no doubt be.

All in all, I was left wanting more from the drive experience. Maybe the higher-grade models with the highest-grade suspension will prove a better flag waver for the new-generation GLE.

As you'd expect, the Mercedes-Benz GLE has achieved the highest possible five-star ANCAP safety rating under the stricter 2019 criteria. Indeed, the GLE was given the best ever score for child occupant safety.

The GLE is loaded with the safety technology and equipment you would expect. There's auto emergency braking, lane departure warning, lane keeping assist (with active lane assist - it will merge into the next lane when you indicate), blind-spot monitoring, rear cross-traffic alert, front cross-traffic alert, adaptive cruise control, a 360-degree camera with reversing camera, front and rear parking sensors, semi-autonomous parking, and driver fatigue detection.

The GLE has nine airbags (dual front, front side, driver's knee, rear side, full-length curtain).

All GLE models have three top-tether restraints for child seats, and dual ISOFIX anchors in the second row. The seven-seat model has no third-row child restraints.

Genesis has a five-year, unlimited kilometre warranty which is about standard for the industry, and relatively good for a premium brand.

It gets better, though.

The brand offers a generous five-year or 50,000km complimentary scheduled servicing plan with 12-month or 10,000km intervals.

And there’s more.

Genesis offers 10 years of free roadside assist if you service your car with Genesis (it’s five years otherwise), and there’s five years of Genesis’ concierge and courtesy vehicle program.

Not needing to pay for anything for at least five years is a slam-dunk when it comes to ownership prospects.

Mercedes-Benz stands by its three-year/unlimited kilometre warranty plan, stating at the launch it has no plans to extend it to match what most of the mainstream brands now offer (five years). But it's not alone in the luxury segment in that regard.

The big point the company's local reps made was that they're trying to lower the cost of ownership for customers through servicing packages. You can pre-pay them, or you can pay as you go (PAYG).

The GLE requires maintenance every 12 months or 25,000km. The pre-pay option is $2700 for the first three years/75,000km of maintenance or, if you decide to PAYG, the costs are $850, $1200 and $1250 (totalling $3300 over the same period). It makes sense to pre-pay then, and you can bundle the cost into your finance, too, so you'll notice it less.

There is three years roadside assist included at no cost if you buy the car brand new, as it coincides with the warranty period.