GWM Cannon Alpha vs Mercedes-Benz GLE450

What's the difference?

GWM got the jump on its rivals by being first to offer full-hybrid 4x4 ute technology. However, double-digit fuel consumption in the real-world will disappoint those conditioned to expect low single-digit economy from hybrid powertrains. And its relatively small payload rating could also be an issue for some, particularly tradies. Even so, for such a sharp price, its refined performance, lavish luxury, five-star safety, 3500kg towing and reassuring warranty represents compelling value for money.

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.

Our test vehicle has a traditional body-on-frame chassis design and its suspension also follows convention with twin A-arms/coil-springs up front, a leaf-spring/live axle under the tail, four-wheel disc brakes and electric power-assisted steering.

It rides on a 3350mm wheelbase and is 5445mm long, 1991mm wide and 1924mm high, so it’s larger than its premium Cannon XSR sibling in key dimensions including wheelbase (120mm longer), length (6.0mm longer), width (33mm wider) and height (6.0mm taller). So, if you want a ute that's larger than the Alpha, the only alternative is a full-size US pick-up.

It has a 13.0-metre turning circle and off-road credentials include 224mm of ground clearance, 800mm of wading depth and 28.5 degrees approach/19 degrees ramp breakover/23 degrees departure angles.

Looks are subjective of course but we reckon it’s a handsome machine, with styling that appears to draw inspiration from US trucks with its bold and imposing grille design, nicely balanced proportions and generous servings of chrome, satin chrome and polished alloy highlights.

The spacious and opulent leather-accented interior might be a bit fancy for tradies carrying crews to and from worksites but there’s no denying its visual appeal, from bold woodgrain dash and door-trim inserts to a classy blend of satin chrome, piano black and full chrome highlights with tasteful shades of grey.

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.

With its hefty 2575kg kerb weight and 3310kg GVM, our test vehicle has a 735kg payload rating which is modest compared to numerous turbo-diesel class rivals.

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer, but with its 6555kg GCM rating (or how much it can legally carry and tow at the same time) that would require a 255kg reduction in payload (from 735kg to 480kg) to avoid exceeding the GCM.

While it’s unlikely Alpha Hybrid owners would need to tow at the 3500kg maximum, it’s important to be aware of these numbers if the need arises, as that 480kg could be used up by a crew of five adults before you could load any luggage.

The load tub is 500mm deep and almost square given its 1500mm length and 1520mm width. With 1100mm between the rear wheel-housings, it won’t fit a standard 1165mm-square Aussie pallet but will take Euro pallets.

It’s protected by a spray-on tub-liner and there are four fixed load-anchorage points. However, the front two are located near the top of the side-walls and the rears are mounted at mid-height, both of which are not ideal for securing low-profile loads (anchorage points just above floor level are ideal).

The load tub is accessed through a two-way tailgate, which with the push of a button can open as either a conventional one-piece tailgate to a horizontal position, or can split 60/40 into a pair of doors that swing open from each side to allow closer access to the load floor. Only time will tell if this two-way design is robust enough for regular workhorse duties.

There are assist handles on the A and B pillars and ample room for front seat occupants, along with generous rear seat headroom despite the presence of a large sunroof which can often compromise this space.

The cabin's rear floor is predominantly flat with the welcome absence of a large transmission tunnel, allowing centre passengers the luxury of being able to put their feet together behind the centre console. However, shoulder-room is tight for three large adults, so two would be preferable for long trips.

Given I’m 186cm tall, there’s also sufficient kneeroom when sitting behind the driver’s seat in my position. And unusual rear seat luxury in a ute is the powered backrest recline for the two outer seating positions, although kneeroom is reduced as the base cushions must slide forward to enable this function.

Storage for the driver and front passenger includes a large-bottle holder and bin in the base of each door. There’s also a large glove box and overhead glasses holder, plus a handy pull-out compartment in the lower dash to the right of the steering column for the driver.

The centre console has a wireless phone-charging pad up front and a large storage box at the rear with a padded lid that doubles as a comfy elbow rest. A flap inside the box can be opened to access climate control airflow to keep food/drinks cool or warm and there’s also a sliding tray on top which in its rearward position reveals two small-bottle/cupholders.

Another small storage nook resides in the lower right-side of the centre console, which contains two USB ports, a 12-volt socket and enough space for a phone. However, it can be awkward to access given its proximity to the driver’s left knee.

Rear passengers also get a large-bottle holder and small bin in each door, plus pockets on the rear of both front seat backrests and small pull-out drawers under each outer seat for small items.

The fold-down centre armrest is equipped with a wireless phone-charging pad, pop-out twin cupholders at the front and a hinged padded lid that opens to reveal a shallow hidden compartment for storage of phones or other slimline items.

Another interesting storage idea is the slender vertical compartments located in each of the cabin’s rear roof pillars (see images). They’re hidden by the doors when closed and accessed through slide-up covers. We reckon these could store collapsible umbrellas in a most convenient location.

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).

The hybrid drivetrain comprises a Euro 5-compliant 2.0-litre, four-cylinder, turbo-petrol engine that produces up to 180kW of power and 380Nm of torque.

Paired with this engine is an electric motor that produces up to 78kW and 380Nm. Combined they produce peak outputs of 255kW and 648Nm, which exceeds any turbo-diesel rival in its class.

The Borg Warner-designed 'on-demand' 4x4 transmission with front and rear diff locks includes a nine-speed automatic offering a choice of five drive modes comprising 'Standard' (default), 'Sport' and 'Eco', plus '4H' (4x4 High Range) and '4L' (4x4 Low Range). Drivers can also switch to sequential manual-shifting using steering wheel-mounted paddles.

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.

GWM claims on official combined average consumption of 9.8L/100km and the dash readout was showing a higher 11.1 at the completion of our 484km test, which included a mix of city, suburban and highway driving of which about 100km was hauling its maximum payload.

Our own figure, calculated from actual fuel bowser and tripmeter readings, was higher again at 12.6L/100km. Although hybrids are renowned for substantial fuel savings compared to conventional combustion engine drivetrains, the priority here is clearly ‘big engine’ performance over economy.

Therefore, based on our figure, you could expect a reasonable real-world driving range of around 630km from its 80-litre tank.

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.

The Alpha’s steering feel (with the annoying lane-keeping assist switched off) and unladen ride quality are vast improvements on GWM Cannon utes we’ve tested and worthy of praise.

It’s an unusual driving experience at first, given there’s not the traditional combination of a turbo-diesel and permanent tachometer to show when the engine is operating in its peak torque zone to help drivers optimise drivetrain performance, particularly when hauling heavy loads.

In this case, you just push the accelerator and rely on the petrol engine, electric motor and hybrid battery to seamlessly manage this complex task. The nine-speed auto offers sequential manual-shifting, but performance in auto 'Normal' mode is a good compromise between the more energetic 'Sport' and more subdued 'Eco' modes.

Floor the accelerator and more than 2.5 tonnes of Chinese ute surges forward with weight-defying ease, like it’s been picked up by a powerful wave. Keep the pedal pressed and it will quickly reach triple-digit speeds, even though the petrol engine emits a rather dull and uninspiring soundtrack along the way.

Urban driving is energetic and the low NVH (noise/vibration/harshness) levels ensure luxurious highway travel using the adaptive cruise control, which must be operated by feel given the control stalk is hidden by the steering wheel arm in the straight-ahead position.

To test its GVM rating we forklifted 650kg into the load tub, which with driver was line-ball with the 735kg payload limit. The leaf-spring rear suspension only compressed 17mm, so there was no chance of it bottoming-out on our test route.  

It excelled with this relatively modest payload, which included making light work of our 13 per cent gradient, 2.0km set climb at 60km/h. Engine-braking on the way down, in a manually-selected second gear assisted by regenerative braking, was not as robust and required application of the disc brakes.

Although you can dial up a digital rev-counter for the petrol engine in the driver’s screen menu, it does not show a ‘redline’ as such but GWM advises it will just shift up a gear if required to avoid damage. This is an engine protection protocol found in numerous turbo-diesel drivetrains we’ve tested.

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.

GWM covers the vehicle with a seven year/unlimited km warranty, eight year/unlimited km hybrid battery warranty and seven years of roadside assist.

Scheduled servicing starts at 12 months/10,000km followed by 12 months/15,000km intervals. GWM offers seven years of capped-price servicing totalling $4975, which is an average of $710 annually.

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.