Mercedes-Benz GLS-Class vs Nissan Patrol

What's the difference?

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…

The Nissan Patrol is nice to drive on-road for a big 4WD wagon – it’s refined, it’s comfortable – and it’s a very capable 4WD.

This is a proven touring and towing platform – and the upgraded multimedia system brings the Patrol up to date and adds a much-needed tech boost to the package.

There’s a lot to like about the V8 and though the Patrol’s interior still feels old, if you can’t wait for the next-gen Patrol this upgraded version might be just right for you.

At this price, though, the Premcar-enhanced Warrior is the better bet.

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.

The Nissan Patrol is 5175mm long (with a 3075mm wheelbase), 1995mm wide, 1955mm high and it has a kerb weight of 2861kg.

This bulky wagon takes up plenty of real estate and looks as impressive as you’d imagine rolling thunder to look on the road.

Though the range upgrades have mostly been limited to the multimedia system, that’s fine because – until the new Patrol arrives – the current Patrol has more than enough presence at rest and on the move to catch the eye, and not simply because of its sheer bulk.

Whereas the 300 Series has become a bit softer around the edges and, gulp, more contemporary, this generation Patrol at least retains some of the heavy-shouldered stature of 4WDs past.

Its interior, though slightly different to that of pre-upgrade versions, remains comfortably familiar, and I like it.

But even with new the tech offerings and the introduction of a few concessions to our charge-hungry generation, the Patrol’s cabin still feels old. I don’t mind it, but I’m sure there are some people who reckon the next generation can’t arrive soon enough.

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.

The Patrol cabin is plush and comfortable, a nice blend of premium and practical.

Up front, it’s a well-appointed space – leather everywhere, as well as soft-touch, padded and durable surfaces – and the fit and finish is impressive.

You get a 10.1-inch touchscreen multimedia system (with wired and wireless Apple CarPlay and Android Auto), digital radio, steering-wheel-mounted everything and the front seats are power-adjustable (10-way for the driver, eight-way for the passenger).

There are plenty of storage spaces up front – including a deep centre console that can be used as a cooler box, little nooks for your wallet/keys/etc, as well as pop-out cupholders and door pockets. As well as enough USB points (USB-C, USB-A and a wireless charge pocket) to keep your devices powered up. 

There are four 12V outlets (front, centre console, second row and rear luggage area).

The second row is very comfortable; when I sat behind my driving position I had head, shoulders and leg room. The second-row seats are a 60/40 split-fold configuration, with manual recline and fold function and a fold-down centre armrest.

For baby capsules or child seats, the two outer seats in the second row include a top tether point and ISOFIX anchors.

There are cupholders in the fold-down armrest as well as controls for the air con and two USB ports on the back of the centre console.

The third row is a 60/40 split-fold configuration with manual recline and fold function. There is one top tether anchorage point.

In terms of third-row seating comfort, it’s okay. There’s room enough for a Hobbit like myself, but the seats are flat and unsupportive.

All three rows get air con – there are roof-mounted vents – and there are a few handy storage spaces in the third row, but no cupholders. 

With the third-row seats in use boot space is listed as 467L. With the third row stowed away, there’s a claimed 1413L of cargo space. With the second and third rows stowed, there’s a claimed 2623L, which is plenty.

The Ti-L has a manufacturer suggested retail price (MSRP) of $101,600, excluding on-road costs.

One of its chief rivals, the Toyota LandCruiser 300 Series Sahara, has a price-tag of approx. $138,191, before on-road costs, so right there is a saving of almost $40,000.

The new price-tag means buyers are forking out $3000 more for the new gear over a standard non-upgraded Patrol.

Standard features now include the new 10.1-inch touchscreen multimedia system (with wired and wireless Apple CarPlay and Android Auto), digital radio, built-in navigation, a 15W wireless smartphone charge slot, as well as three-zone climate-control, front and rear parking sensors and a power-operated tailgate.

It also has 10-way driver seat with power slide/recline/height/tilt/lumbar adjustment, driver’s seat memory (with two settings, including side mirrors and steering column), eight-way front passenger seat (with power slide/recline/height adjustment) and heated/cooled front seats.

Again, compared with Toyota LandCruiser 300 Series Sahara, the Patrol offers just as much onboard gear for considerably less money.

Exterior paint choices on the Ti-L include the no-extra-cost 'Gun Metallic' or premium paint jobs: 'Brilliant Silver', 'Black Obsidian', 'Champagne Quartz', 'Hermosa Blue' and 'Moonstone White'.

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.
 

The Patrol has a 5.6-litre V8 petrol engine – producing 298kW at 5800rpm and 560Nm at 4000rpm – a seven-speed automatic transmission and it has seven seats. (The only other standard Patrol variant, the Ti, has eight seats.)

This is a solid combination, but it lacks a dynamic edge, which is fine with me because it yields a driving experience that’s equal parts relaxed, assured and undemanding.

The big petrol V8 is great. There’s so much grunt on tap, making for a lively on-road drive, and all the while the rumble of that engine, especially under right-foot pressure, provides a welcome soundtrack to your day.

The Patrol has full-time four-wheel drive with high- and low-range.

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.

The Nissan Patrol has an official fuel consumption of 14.4L/100km (on a combined, urban/extra-urban cycle).

I recorded 20.9L/100km on this test. I did a lot of high- and low-range 4WDing – but the Patrol was never working hard.

The Patrol has a 140L fuel tank so and going by my on-test fuel-consumption figure you could reasonably expect a driving range of about 670km from a full tank. 

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.

The Patrol is a tried and tested 4WD, but it’s also an impressive open-road tourer. 

The auto is a smooth shifter and when you give the throttle firm and steady right-foot pressure the Patrol rumbles up to speed with an almost-lazy efficacy.

Ride and handling are nicely controlled and composed, on sealed surfaces and that’s carried over onto dirt – which I’ll get to soon. 

Its upright cabin stands tall, affording the driver ample visibility, and the Patrol’s expansive bonnet only impacts driver visibility when you head off-road – but more about that later.

The Patrol is refined and comfortable and yields a relaxed driving experience. 

It has independent suspension – double wishbones and coil springs at every corner – as well as the Nissan’s 'Hydraulic Body Motion Control' system, a network of hydraulic cylinders cross-linked between wheels, which works like a swaybar/swaybar disconnect.

This system automatically alters tension to suit the terrain (tightens on-road to keep the Patrol more controlled on firmer surfaces, such as blacktop; loosens off-road allowing for more flex in the suspension when you’re 4WDing).

Let’s not forget the V8. There's nothing like that growl as a backing track to whatever trip you’re doing and you've always got that throaty engine note as your own personal theme music. Just to put a bit of pep in your step.

It really is a beast of a thing and it is fun to drive. You might pay the price with fuel bills if you enjoy tapping that accelerator with gusto, but, geez, it's worth it. 

However, it’s when you get properly engaged in low-speed, low-range 4WDing that the Patrol is truly at home.

There’s no getting past the fact this Nissan wagon is a great touring platform and it’s also an impressive tow vehicle. There's no disputing those things, but it is a big vehicle and while it doesn’t feel as nimble as some other large SUV wagons, at least initially, it quickly becomes easier to drive the more time you spend in it.

It does take a little bit of getting used to if you haven't driven a Patrol before, but I have, many times, so it's quite comfortable and familiar to me. 

Steering has a nice feel and weight to it when you’re doing low-range four-wheel driving – and it’s when low-speed, low-range four-wheel driving is when you really need precision and the ability to laser-focus your driving lines. 

Throttle response is not touchy over bumps and sharp as long as you’re enthusiastic with it, and the auto transmission is just as cluey off-road as on. However, it can get caught out up hills, holding higher gears for too long, but otherwise it's okay.

There's an overall feeling of control to the Patrol. And again, while it is a large 4WD, it’s easy to drive well and to take on quite hardcore four-wheel driving terrain.

Drive with some consideration of its sheer physical dimensions and you’ll be fine. It’s comfortable and very capable; the result of a combination of traditional-style 4WD mechanicals, plenty of low-down torque and quietly effective driver-assist tech.

The Patrol Ti-L has selectable drive modes for off-road conditions and they include 'Snow', 'Sand' and 'Rock' and they tweak the traction control system, engine response and throttle with the aim of getting the Patrol to perform optimally on the chosen surface. 

It has full-time 4WD with high- and low-range and, while it doesn't have the low-down torque of something like the 300 Series, it has plenty of grunt when it counts. There’s ample torque for smooth-momentum 4WDing and the big petrol V8 keeps things ticking along without any stress.

Beyond the very effective off-road traction control system and the great low- and mid-range torque, you also have a rear diff lock. So if things get that difficult, you can always engage it. 

The Patrol has plenty of wheel travel, helped somewhat by its aforementioned swaybar-disconnect system, and that articulation helps it stretch a tyre to the dirt for all-important traction.

Off-road driver-assist tech (hill descent control, hill start assist etc) is non-intrusive and effective.

But it’s not all the best of news onboard the Patrol.

It feels quite low when you’re driving it over challenging terrain. Ground clearance is 273mm (compared to the 300 Series' 235mm) and approach, departure and rampover angles (28, 26.3, and 24.4 degrees) are par for the course for a large 4WD wagon with a wheelbase this lengthy.

But, while those measurements check out, that feeling of the Patrol being vulnerable to underbelly scrapes and knocks lingers.

Wading depth is listed as 700mm and, while I didn’t get the chance this time to test that limit (the usual mudholes were dry), I’ve driven through plenty of mudholes in this generation Patrol in the past.

As mentioned, the Patrol has an upright cabin, which offers plenty of visibility, but the expansive bonnet impacts the driver’s vision at the front, especially when driving over, for example, a steep crest into a dry creek bed.

As always, when faced with such a situation it’s best to get out of the vehicle and take a look.

The Patrol’s tyres – Bridgestone Dueler 693II all-terrains (265/70R18) – are perfectly reasonable on-road, but aren't well-suited to hardcore 4WDing.

As always with less-than-ideal off-roading rubber, if you're going to ask more of your Patrol than the occasional gentle drive along well-formed dirt tracks in dry weather, it's a good idea to replace the standard tyres with a decent set of aggressive all-terrain tyres. 

I've tow-tested with many Patrol variants over the years, so it’s worthwhile noting the towing capacities which are 750kg (unbraked) and 3500kg (braked), so standard for this size of 4WD.

The Nissan Patrol does not have an ANCAP safety rating because it has not been tested. 

Safety gear includes AEB, a reversing camera, adaptive cruise control, forward collision warning, rear cross-traffic alert, lane departure warning, blind-spot monitoring and more.

As standard it has dual front airbags, front-side and curtain airbags that cover all three rows, as well as two ISOFIX points and two top tether points in the second row for baby capsules/child seats.

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.

The Nissan Patrol has a five-year/unlimited kilometre warranty, and comes with five years of roadside assistance. At a time when warranties are stretching to 10 years, five years is a let-down.

Servicing is scheduled at 12 month/10,000km intervals, and capped price service rates apply, averaging about $600 a year over the full warranty term – but check with your dealership for up-to-date servicing costs.