Audi S8 vs Mercedes-Benz GLE450

What's the difference?

The S8's existence is a source of joy for me because it's not a huge SUV. Yes, it's a huge sedan but it's a reminder that the technological flagship is alive and well, at least in Germany. And the important thing about these cars is the way the toys filter down through the rest of the range. That used to take years but we're seeing this cool stuff a lot more quickly, right down to the A1.

The S8 punches, and punches hard in this rarefied part of an already shrunken section of the market - the twin-turbo V8 matches its German rivals, it's lighter and it's as well-stacked as any of the three. What it doesn't do, however, is shout about itself the way the other two do.  It's the incognito choice.

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.

The sheetmetal is obviously very restrained given it's an Audi first, and secondly, it's just not done to go wild in this part of the market.

It's an A6 that's joined a gym, but didn't join that weird gym with men that can't run after you when you insult them (don't ask how I know this). Rolling on 21-inch wheels as standard, you can go up to massive 22s if you so choose.

The A8 created a subtle redirection of Audi's passenger car look, with the updated A4 and A6 both picking up on the horizontal bar between the rear lights and the huge grille framed by family lights with signature DRL patterns. The S8 builds on that with subtle S cues but nothing even vaguely shouty.

The interior acreage - or 'cabin', if you will - is very comfortable, but you already knew that. The multi-screen layout was first seen in the A8 and has now found its way into A7, Q8 and Q7 and is, as ever, brilliant to look at and use.

The MMI updates that have found their way into other cars are present and correct. Like the exterior, it's very restrained but not to the point of sparse minimalism, despite the lack of switches and buttons.

I really don't like the steering wheel, though, and I can't put my finger on why. It certainly isn't especially sporty-looking but I wonder if the standard flat-bottomed S wheel just looked stupid.

The materials are beautiful and everything fits together perfectly.

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.

The cabin is clearly built with rear seat passengers in mind, with rear leg and headroom configured for those continent-crossing drives.

The S8 has plenty of comfort for two rear seat passengers and a few amusing options to while away the hours in traffic or on the autobahn.

That doesn't mean the front seat passengers are in purgatory, with huge but supportive seats adjustable in all conceivable directions.

Front and rear rows score a pair of cupholders and bottle holders while the boot is a handy, if not awe-inspiring, 505 litres.

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).

Under that long bonnet is a 4.0-litre twin-turbo V8 pumping out 420kW and a diesel-like 800Nm of torque. 

That's a lot, even for this big bruiser. Obviously, being an Audi S-car, it has quattro all-wheel drive, which is fed by an eight-speed ZF automatic. Which is in everything now. Well, just about.

That huge torque figure is available between 2000rpm and 4500rpm while peak power arrives at 6000rpm. The 0-100km/h sprint is despatched in - gulp - 3.8 seconds.

As it's riding on the MLB platform, the mild hybrid system is a 48-volt set-up. A lithium-ion battery in the boot takes charge from the belt alternator/starter, which means the S8 can coast at higher speeds with the engine off and also cut out at 22km/h and under in traffic.

The system can also add up to 60Nm of torque in the right conditions for up to six seconds, and if it happened for me, I didn't notice it.

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.

The 10.5L/100km official figure is, shall we say, optimistic. The launch drive was mostly highway so there's no real information to be gleaned from that, so we'll have to wait for real world fuel figures.

I'd say 12-13L/100km is achievable if you don't like having fun, in which case, the lesser A8 is probably for you.

Audi says the MHEV system saves 0.8L/100km with an early cut-out for the stop-start and the ability to coast on the highway for over half a minute at a time.

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.

Driving any of the cars in this segment is a rare treat, whether it's the 'entry level' diesel or this top of the heap sports sedan. My day with the S8 was filled with the usual surprise and delight that only these tech-packed cars can deliver.

Heading out of the Sydney CBD in 'Comfort' mode, the car scans the road ahead and adjusts the active suspension accordingly. You already know it has active suspension because when you pull the door handle, the car lifts by 50mm to make it a bit easier to get in.

The suspension's party trick is flat-topped speed bumps - drive at one, brake a little and sense the way the body feels like it stays exactly where it is in the air but the suspension almost completely flattens the speed hump.

It's uncanny and almost unnatural, with just the tiniest change in altitude and no noise from the suspension.

It also manages the terrible narrow lanes of CBD thoroughfares with ease, the lane keep system letting you know if you're straying.

On to the motorway and you get a feel for its crushing performance. You won't hear much, though - the stereo's noise-cancelling system shuts out almost all tyre noise and consistent wind noise is largely banished, too.

I'm going to admit I gasped when I found some corners. Active suspension bodes well for the tricky stuff, as does the all-wheel steering. Both are exceptionally clever systems for making the car feel a lot smaller in town and in car parks but they're also really good if you want some fun.

But the way the rear-wheel steer adds agility to such a big car is hilarious and clever. While you can't quite chuck it around - and really, you're not buying an A8-sized car for that kind of nonsense - brisk progress is far from intimidating.

Now, obviously, a Ford Fiesta would drive away from the S8 in the really tight stuff but it would take some time to properly shake it. The colossal torque from the V8 hurls even this two-tonne-plus limo out of the corners in a most satisfactory manner.

It's surprisingly agile for a machine more than five metres long and two metres wide. If your passengers are corner enthusiasts, you'll all be having fun in near silence. It's oddly engaging to be moving at pace in such a hushed cabin.

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.

Audi continues to fail to match Mercedes move to a five year warranty, sticking with three year/unlimited kilometre cover. BMW is still doing it too, so maybe Ingolstadt and Munich are playing chicken. 

You can get a five-year service plan for the S8, coming out at $3990 for the duration.

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.