Mercedes-AMG GLE53 vs Mercedes-Benz GLS-Class

What's the difference?

The GLE Coupe isn't going to click with a traditional enthusiast but will appeal to a new age of mainstream performance buyers. It's a total tech showcase and you can feel all of those 48-volt benefits from behind the wheel.

Love it or hate its shape, then, you have to appreciate how Mercedes has gone to the nth degree on the details on an SUV it probably could have sold on looks alone.

The GLS63 is an intimidating beast from afar, but it rewards its occupants in almost every way. Yep, there really isn’t a box it doesn’t tick without serious compromise, such is its breadth of capability.

If there was ever a Swiss Army Knife of cars, the GLS63 is definitely a contender for the title, one that makes it very hard to wipe the smile off your face. Just make sure you can fit it in your garage first…

Hate the very concept of a large SUV coupe or not, you have to at least agree this second-generation GLE Coupe looks infinitely better than the model preceding it.

This time the Coupe version was front of mind from the outset of the GLEs development and is significantly different from the wagon version in more ways than just a sloping roofline.

The wheelbase has been cropped in 60mm compared to the wagon, and the GLE Coupe is a full 7.0mm wider and 39mm longer than its predecessor.

All this adds up to an imposing and more resolved SUV Coupe. I especially like the way its bootlid flicks up into a spoiler, and how the tail-lights round out the profile nicely.

Still, there's always going to be something a little off about the proportions when it comes to a coupe SUV this big, and it's certainly a re-imagining of what a sporty vehicle should look like.

This car's cabin is almost as confronting as its exterior. Up front you're met with an assault of chrome, a ventilation overload and a totally dominant expanse of screens.

This all hints at the advanced tech which lies beneath, but the real wood and leather trims also elevate the cabin to something you might expect at the tall asking price.

It may appeal to a particular taste and makes the BMW X6's cabin look almost conventional.

If the GLS63 was a Marvel superhero, it would undoubtedly be the Hulk. Simply put, it has road presence like few others. In fact, it’s frankly menacing.

Of course, the GLS is already pretty intimidating due to its sheer size and blocky design, but the GLS63’s full-fat AMG treatment takes it to another level.

Naturally, the GLS63 gets an aggressive body kit, with its purposeful bumpers, side skirts and rear spoiler serving as instant reminders of what you’re dealing with, but it’s AMG’s signature Panamericana grille insert that really hammers home the point.

Around the side, the GLS63’s 22-inch alloy wheels with staggered tyres (front: 275/50, rear: 315/45) make their presence known, positioned below the wheelarch extensions.

That said, some fun’s also had at the rear end, where the GLS63’s diffuser element integrates the foreboding sports exhaust system with quad tailpipes very neatly.

The focused Multibeam LED headlights also look the part, while the opposing LED tail-lights tie everything together outside quite nicely.

Inside, the GLS63 stands out from the GLS crowd with its sports steering wheel with Dinamica microfibre accents, and multi-contour front seats, which are covered in Nappa leather alongside the armrests, dashboard and door shoulders and inserts.

Of note, the doors bins are unfortunately of the hard plastic variety, which is very disappointing in a vehicle that costs this much. You would expect that cow hide would also been applied to them, but alas it isn’t.

The GLS63’s black headliner serves as an obligatory reminder of its sporting intent, and while it makes for a dark cabin, metallic accents are prominent throughout, while the optional trim (our test vehicle had carbon-fibre) mixes things up, alongside the ambient lighting.

And let’s not forget the GLS63 is still loaded with plenty of cutting-edge technology, including a pair of 12.3-inch displays, with one the central touchscreen and the other the digital instrument cluster.

Both are powered by Mercedes’ class-leading MBUX multimedia system and feature Apple CarPlay and Android Auto support. This set-up arguably remains the best there is today thanks to its speed and breadth of functionality and input methods.

In some ways, the GLE Coupe makes the most of its extra dimensions, but in other more obvious ways, it's quite compromised.

Benz tells us there's now 40 litres of combined cabin storage, and with the large door bins, centre console box, convertible cupholders, and glove box, I'm inclined to believe them.

The brand also told us much of the extra 39mm of body length has gone into the rear passenger space, and this seems true when it comes to legroom.

You definitely notice the decline of the C-Pillar, though, making an otherwise large space feel slightly claustrophobic, particularly with the 53's dark headlining and heavily tinted rear windows.

The almost absurd ride height does make peering over the bonnet a chore at times, although I enjoyed the adjustability and comfort afforded by the front two seats.

In terms of connectivity, front passengers get a plethora of USB-C jacks, a wireless charging bay, and a 12V power outlet. There's no USB-A connectivity, so you'll want to stock up on converters.

Rear passengers benefit from dual USB-C ports in a fold out tray, and also score dual adjustable air vents. Two extra climate control zones can be optioned for rear passengers ($1450), and there's also an exorbitant option package to include two screens and wireless headsets for the full business-class experience in the back seats ('Entertainment Package' - $6000!).

You might be surprised given this SUV's shape, but a lot of thought was also poured into the design of the boot area. Thanks to a large footprint, the GLE 53 Coupe's boot is large at 655 litres, five litres up on its predecessor. It's still a whopping 170-litres down on the wagon version, though.

The boot lip has been lowered significantly to increase ease of use, too.

Our test car did not have a spare wheel, with only an inflator kit or run-flat tyres to be working with. This is despite a large area under the boot floor which, to my eyes at least, could easily have fit a space-saver spare.

Measuring 5243mm, 2030mm wide and 1782mm tall with a 3135mm wheelbase, the GLS63 is an upper-large SUV in every sense of the term, which means it’s also very practical.

For example, cargo capacity below the load cover is decent, at 355L, but stow the 50/50 power-split-folding third row via the boot and it’s very good, at 890L, or drop the 40/20/40 power-split-folding middle bench, too, and it becomes a cavernous 2400L.

Better yet, the boot’s aperture is almost square, and its floor’s flat, while there’s no load lip to contend with, making loading bulkier items even easier. Up to four tie-down points are also on hand (depending on seating configuration) to secure loose cargo.

Under the false floor is the space-saver spare, which is to be expected, but what isn’t expected necessarily is the fact there’s also enough room there for the cargo cover when it’s not in use, which would be the case if six or more passengers are regularly onboard.

Moving into the power-sliding second row, the GLS63’s practicality is once again brought to the fore, with up to six-plus inches of legroom available behind my 184cm driving position.

There’s also two inches of headroom with the panoramic sunroof in situ, not to mention just enough toe-room. The GLS63’s small transmission tunnel and sheer width also mean three adults can be seated on the middle bench with few complaints.

Amenities-wise, the second row has map pockets on the front-seat backrest and a small fold-down cubby below the rear climate controls, with it containing two slots for smartphones and a pair of strategically placed USB-C ports.

The rear door bins can take one large bottle each, while a fold-down central armrest is also on hand, featuring a shallow tray and retractable (and flimsy) cupholders.

Alternatively, the $2800 Rear Seat Comfort Package fitted to our test vehicle subs in a tablet that can control the multimedia system, a wireless smartphone charger and a small cubby into the former, as well as a heated/cooled cupholder atop the rear of the centre console.

In the third row, it’s not quite as roomy if you’re an adult. With the middle bench in its most accommodating position, my knees still brush up against its backrest, which is to be expected given it’s primarily designed for children. I also have an inch of headroom there.

Nonetheless, getting in and out of the third row is relatively easy as the power-operated middle bench tumbles forward and provides just enough space to make entry and exit somewhat graceful.

When seated, rear occupants are treated to two USB-C ports and one small cupholder each, so they’re arguably taken better care of than those in the middle.

Child seats are well and truly accommodated, with four ISOFIX and five top-tether anchorage points fitted across the second and third rows, although the latter will inevitably prove to be a much tighter fit.

The driver and front passenger are still taken care of, with a front cubby taken up by two heated/cooled cupholders, a wireless smartphone charger, two USB-C ports and a 12V power outlet, while their door bins take one large and one small bottle each.

In-cabin storage options include the large central storage bin, which hides another USB-C port, while the glovebox is on the smaller side, with about a third of it taken up by the fragrance, which is pumped into the cabin to ensure the interior always smells its best.

Priced from $255,700 plus on-road costs, the GLS63 commands a $34,329 premium over its predecessor, although buyers are arguably getting more bang for their buck than before, even if it does sit well clear of the two other GLS variants: the $147,100 GLS450 and $153,900 GLS400d.

Standard equipment not already mentioned in the GLS63 includes regular metallic paintwork (our test vehicle was finished in Selenite Grey), dusk-sensing lights, rain-sensing wipers, power-folding side mirrors with heating, soft-close doors, roof rails, rear privacy glass and a power-operated tailgate.

Inside, keyless entry and start, augmented reality (AR) satellite navigation with live traffic, digital radio, a 590W Burmester surround-sound system with 13 speakers, a head-up display, a panoramic sunroof, heated seats (including middle outboard) and armrests, cooled front seats with massaging functionality, power-adjustable seats, a power-adjustable steering column, temperature-controlled front cupholders, five-zone climate control, stainless-steel pedals and an auto-dimming rearview mirror feature.

With BMW not offering an X7 M (although the slightly smaller $209,900 X5 M Competition is available) and the $208,500 Audi RS Q8 really from the segment below, the GLS63 does not have a direct rival in the Upper-large SUV segment.

In fact, the $334,700 Bentley Bentayga V8 is actually the model that comes closest to the GLS63 when looking for a seven-seater with a similar level of bent-eight performance.

Here's where this car gets particularly interesting. It's a hybrid. But not your gran's Prius. It's hybrid in a way which will make you re-think the technology.

Residing under the bonnet is a 3.0-litre, twin-turbo, straight-six engine mated to a very complex looking nine-speed (torque converter) automatic transmission.

One of those two turbochargers is driven by an electric motor rather than the exhaust (in order to provide its peak benefits at the lowest possible rpm), and there's also an electric motor inside the transmission which takes the load off the engine at low speeds and between gears.

This isn't where the 48-volt tech ends, with the GLE 53 also sporting active anti-roll bars and dampers, which significantly adjust the ride and body-roll on-the-fly.

All four wheels are driven via Benz's 4MATIC+ all-wheel drive system.

The GLS63 is powered by a familiar 4.0-litre twin-turbo V8 petrol engine, with its version producing a thumping 450kW of power at 5750rpm and 850Nm of torque from 2250-5000rpm.

This unit is mated to a nine-speed torque-converter automatic transmission and AMG’s fully variable 4Matic+ all-wheel-drive system with torque vectoring and a rear limited-slip differential.

This set-up also features Mercedes’ EQ Boost 48V mild-hybrid system, which actually gives a 16kW/250Nm electric boost in short bursts, such as when accelerating off the line.

Speaking of which, the GLS63 sprints from a standstill to 100km/h in just 4.2 seconds, while its top speed is electronically limited to 250km/h.
 

It's a performance car, so fuel consumption is probably not going to be front of mind for potential buyers. That said, the hybrid tech delivers a surprisingly good number.

The official combined cycle consumption number is ambitiously under 10L/100km at 9.3L/100km.

After three days of (roughly) combined testing and about 300km of distance travelled, our car was showing a dash-reported 14.1L/100km. Not near the claim, but is it really bad for a performance SUV weighing 2447kg? I would argue, not.

The GLE 53 requires the top-shelf 98 RON hydrocarbons to fill its 85-litre tank, giving it a maximum theoretical range of 726km between fills.

The GLS63’s fuel consumption on the combined-cycle test (ADR 81/02) is 13.0L per 100km, while its carbon dioxide emissions are 296 grams per km. All things considered, both claims are unsurprisingly high.

In our real-world testing, we averaged a fearsome 18.5L/100km over 65km of driving, split between highways and country roads, so not your usual mix. A very heavy right foot definitely influenced that result, but don’t expect to do too much better in a normal run.

For reference, the GLS63’s 90L fuel tank can be filled up with 98RON petrol at a minimum.

This Benz feels about as imposing from behind the wheel as it is to look at. Straight away, you'll notice you tower over the road. I felt as though I was sitting high enough to be on the roof of passing hatchbacks, so there's nothing traditionally 'sporty' about it from the get-go.

I know you're probably thinking visibility is average with that roofline, and you'd be right. You just can't see much, full-stop, out the back.

Thankfully, an array of sensors and very wide-angle mirrors help with overall visibility, so you won't have to be too paranoid about unseen vehicles in your blind spots.

I'm pleased to report all the technology which goes under this SUV's skin is evident when it comes to the drive experience.

The hybrid tech is ultra-slick and impressive in every department, from trawling in traffic to the curvy stuff and the open road.

The responsiveness of this powertrain is something to be experienced (with the pre-spooled turbo) and the way the hybrid motor in the transmission smooths out shifts removes all the worst characteristics of a traditional torque converter automatic.

One thing to note about the GLE 53 – while it's quick, it's not quite a fire breather. There's no getting around this car's almost two and a half tonne weight, and while I love the smooth feel and note of the 3.0-litre straight six, it's simply not as thunderous or full of theatre as I imagine the 63 S will be.

Despite its height and weight, the altered steering ratios and 48-volt driven suspension and anti-roll systems cause a suspense in belief when it comes to the corners.

And grip levels are certifiably absurd with those gigantic rear tyres also pitching in to do their part to help something this large deny gravity and physics.

It's not all amazing though. You really feel every millimetre of this SUVs width, and at the end of the day there's no getting around it. It just doesn't feel anything like a sports machine in the traditional sense.

When it comes to ride quality, the GLE impresses, but has its limits. Sure there's air suspension at work, but it offers up nowhere near the ride quality of the more comfort-tuned GLC 300e I recently tested.

Seems as though there's an inevitable cost to keeping the GLE feeling well and truly planted at all times.

On the freeway the GLE Coupe is ridiculous in the way it can basically drive itself, so this offers up a real plus for those looking for a balance of performance and sensibility for longer trips.

Frankly, the GLS63 has absolutely no right being as capable as it is. It’s a really big bus that’s legitimately convinced it’s a sports car half its size.

Being a GLS variant, the GLS63 has independent suspension consisting of four-link front and multi-link rear axles with air springs and adaptive dampers, but its party trick is the addition of active anti-roll bars.

In what feels like magic, the GLS63 is simply not intimidated by corners, despite having massive dimensions and a considerable 2555kg (kerb weight) to deal with.

The active anti-roll bars make the GLS63 so much easier to drive fast through the twisty stuff, almost eliminating body roll, taking one key variable out of the equation for the driver. Active engine mounts are also fitted, helping to settle things even further.

The electric power steering on hand is also good. It is speed-sensitive and has a variable ratio, which basically makes the set-up more direct when it needs to be. It’s typically light in hand, too, until one of the sportier drive modes is engaged and extra heft is added.

So, handling is scarcely believable, which means the ride must be compromised, right? Yes and no. With the adaptive dampers in their softest setting, the GLS63 is very compliant. In fact, we’d say it feels luxurious when compared to other high-performance SUVs.

That said, our test vehicle was fitted with the optional 23-inch alloy wheels ($3900), which look the part but expose sharp edges and other road imperfections, not to mention generate noise easily heard inside. Naturally, feedback is exacerbated in the sportier drive modes.

Anyway, there’s more performance, and the GLS63 has the rest in spades. Its engine is a powerhouse in every sense of the word. It’s so powerful, in fact, that it hilariously hunkers down off the line or when suddenly accelerating at low speed.

Thanks to the mild-hybrid system, wads of torque is available from the get-go, making for a highly responsive driving experience, even in those rare moments when the engine isn’t on song.

While not as characterful as some of the other members in the 63 series, the GLS63 still makes some thoroughly entertaining noises, with its sports exhaust system popping like mad while on the overrun.

All of this ability is very well and good, but you need to be able to pull up quickly, and the high-performance braking package (400mm front and 370mm rear discs with six-piston fixed callipers and single-pot floating stoppers respectively) mercifully does exactly that.

Neither ANCAP nor its European counterpart, Euro NCAP, have awarded the GLS range a safety rating, but it’s fair to assume it would perform well in testing.

Advanced driver-assist systems in the GLS63 extend to autonomous emergency braking with pedestrian and cyclist detection, lane-keep and steering assist (including emergency), adaptive cruise control, active blind-spot monitoring, rear cross-traffic alert, traffic sign recognition, driver attention alert, high-beam assist, tyre pressure monitoring, hill-descent control, hill-start assist, park assist, surround-view cameras and front and rear parking sensors.

Other standard safety equipment includes nine airbags (dual front, front-side, curtain and rear-side plus driver’s knee), anti-skid brakes (ABS), electronic brake-force distribution (EBD) and the usual electronic stability and traction control systems. Yep, it doesn’t leave much to be desired on the safety front.

Mercedes has recently made a jump to the front of the luxury segment, offering an industry-wide standard of a five-year/unlimited kilometre warranty. Here it is only rivalled by Korean newcomer, Genesis.

Service intervals occur once every 12 months or 25,000km and prices can be pre-packaged at a discount.

A three-year service plan can be had for $2800 ($3500 if you choose to 'fix' the price), four years can be had at $3800, while a full five-year plan will set you back $5200. Not cheap, but then, neither is the car itself...

As with all Mercedes-AMG models, the GLS63 comes with a five-year/unlimited-kilometre warranty, which currently sets the standard for the premium market. It also comes with five years of roadside assistance.

The GLS63’s service intervals are relatively long, at every 12 months or 20,000km (whichever comes first). Better yet, it’s available with a five-year/100,000km capped-price servicing plan, but it costs $4450.