Ford F150 vs Mercedes-Benz S560

What's the difference?

This update to the F-150 is long overdue and while it does a lot to address previous faults, Ford is going to have a hard time winning back the public’s trust on this vehicle.

Given the pre-update car was subject to so many recalls and stop-sales, it’s hard to shake that somewhat tarnished reputation.

In saying that, the F-150 is arguably the pick out of its rivals. It’s bold with lots of nifty features, has acres of space, plenty of towing capabilities and is surprisingly efficient.

Just be prepared for your hip pocket nerve to ache when you see the price tag, especially if you opt for the flagship Platinum trim.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

Both of these vast vehicles are phenomenally comfortable - this is the kind of car that Mercedes does so well, and has done for decades. The S Class is rarely a disappointment but it's difficult to believe that such a big, heavy GT car can also dance the way the S63 does.

The S560 is far more weighted to being a GT - supremely comfortable with that active suspension, a growly, refined V8 and a cabin full of gadgets and comfort. The S63 is altogether more aggressive, to look at and to drive. Lopping the roof off both of them adds weight but, like any cruiser, also puts you out in the sun, the breeze and into your surroundings. Plus, in the case of the S63, you get more exhaust noise.

They're two very different cars and not just because of the engine. After all these years admiring it from afar, the S63 has delivered on my teenage expectations - fast, smooth and utterly mad.

The F-150 has a very typical, American pick-up silhouette. It’s boxy, large and long, especially in long-wheelbase guise.

The fundamentals of this pick-up's overall design have carried over but the update has helped to improve the visual appeal, especially at the front. It’s great to see LED headlights now feature as standard across the line-up.

XLT and Lariat trims still feature a lot of chrome highlighting which looks somewhat tacky in 2026.

Thankfully the new Platinum gets blacked-out accents instead, along with a slightly different front fascia which is more contemporary. However, I don’t know if this flagship version of the F-150 necessarily looks like it’s worth more than $160K.

Inside the design is more unified across the line-up. Notably the entry-level XLT finally picks up the larger 12.0-inch touchscreen multimedia system which fits the expansive dashboard better.

A 12.0-inch digital instrument cluster is also standard across the line-up now. Previously the XLT had analogue dials with a small screen sandwiched between.

Although there are a range of high-end and plush touches around the cabin, it’s harder to justify on the higher-end Platinum as there is a sea of black finishes. It would be nice to have some different finishes to create some more contrast.

The S Class Coupe is obviously related to the sedan but manages a svelte appearance. Slimmer hipped and with a more Coke-bottle shape, the Coupe - if you squint a bit - has a bit of the classic old pagoda about it. Obviously you can't do pillars that slim anymore, but the glass roof takes away some of the visual weight inside and out. 

The cabriolet's roof is nicely integrated and looks good when it's  up, which isn't always the case.

They all look long, though. It's obvious to see why the cars all run on 20-inch wheels - anything smaller would look hilarious.

The cabin is a fairly sensible re-imagining of the E-Class. The big twin-screen layout of the dash and multimedia system seems a bit more at home here. The chintzy Burmester speakers in the doors let down an otherwise classy cabin, which steers clear of otiose vulgarity in looks and materials.

The F-150 is an incredibly practical vehicle that has inherent American touches throughout. The most obvious are the front seats which are cushy and comfortable, though they’re very broad, meaning you can slide about on winding roads.

The driver’s seat offers plenty of electric adjustment across the line-up, while the Platinum adds a massage function that not only works on the backrest, but also the seat base. This feels a little weird on the move.

Ahead of the driver is a big and chunky steering wheel that feels substantial in the hand, plus there are large and obvious buttons that are easy to interact with.

This is complimented by the 12.0-inch digital instrument cluster which is clear, high-res and easy to understand. There are a range of different layouts and menus that you’re able to cycle through.

Moving across, the 12.0-inch touchscreen multimedia system is similarly high-res and has a user interface that’s clean and hard to get lost in thanks to the shortcut buttons at the bottom of the screen.

There’s wireless Apple CarPlay and Android Auto as standard, along with satellite navigation.

When you adjust the front-seat lumbar or turn on the massage function, it takes over the entire touchscreen display. This isn’t ideal if the driver is trying to use the screen at the same time.

Looking around the cabin, it’s great to see so many physical buttons and switches for key functions, like the climate, media and four-wheel-drive controls. So many of these are now getting integrated into the touchscreen.

Like before, the F-150 XLT has a column-mounted gear selector, while the Lariat (and now the Platinum) gets an electronically folding gear selector. When folded, this allows you to fold out the centre console lid to create a desk-like space to work on.

In terms of storage, there is acres of it. Under the centre console is one of the biggest spaces I’ve ever seen in a new vehicle, plus there are two cupholders, large door bins, as well as dual gloveboxes on the passenger side. You’ll definitely find a place for all of your stuff.

The second row of the F-150 is incredibly spacious, even for adults, and regardless of which wheelbase option you choose, it stays the same. This is because the extra wheelbase length is specifically for the tub area.

At 182cm tall, I have oodles of legroom behind my own driving position, though headroom is a little tight in the F-150 Lariat and Platinum due to the panoramic glass sunroof.

You’ll easily fit three people across the rear bench seat, plus the floor is completely flat.

In terms of amenities, there are air vents on the back of the centre console, heated outboard seats (Lariat and Platinum only), a 12V socket, USB outlets, as well as cupholders galore on the centre console, door pockets and fold-down centre armrest.

At the back, the F-150 XLT retains a manual tailgate with a fold-out step ladder and while the Lariat and Platinum still have a power tailgate, they also pick up a new party trick.

There’s a new central section that’s side-hinging, allowing you to more easily access the tub from ground level. It’s a similar set-up to what GWM offers on the Cannon Alpha.

In the SWB, the tub measures 1700mm long, 1650mm wide (1285mm between the arches) and 543mm tall. The LWB gains 300mm of length, bringing the total tub length to 2000mm.

Payload varies depending on the wheelbase length and trim level. It has received a slight bump compared to the pre-update model, however it’s still only between 704kg and 878kg. The smaller Ranger, for example, overlooking the beefy Super Duty, has higher payload figures.

Where the regular Ranger can’t match the F-150 though is with its 4500kg braked towing capacity. This is something that has been addressed with the Ranger Super Duty.

Well look, if you end up in the back of the S Coupe, it's not a riot of space. Obviously it has back seats (the SL doesn't even squeeze a jump seat into its considerable length) but they're for occasional, if luxurious, use.

The boot is a reasonably decent 400 litres, obviously the cabriolet loses a few litres with the roof folded. Front and rear passengers will both enjoy a pair of cupholders and the whopping long doors will each hold a bottle.

One thing hasn't changed in nearly 20 years - the S isn't cheap. Available in coupe and cabriolet, the S560 starts at $314,900 for the former and $336,900 for the latter. Step up to the S63 pair and you'll pay from $370,500 for the coupe and $399,900 for the cab. If you're super keen for something spectacular, the twin-turbo V12-powered S65 is available for between $508,900 and $520,500, and features Swarovski crystals in the headlights, for some reason.

As you can imagine, there's quite a bit to cover, so for both cars I'll stick to the edited highlights. The S560s roll on 20-inch alloys, has a 590-watt 13 speaker sound system, digital TV, auto parking, active cruise control, panoramic glass roof, Nappa leather, active seats and power-closing doors.

It also comes standard with a heating pack that not only heats the seats but the steering wheel and centre console. In the cabriolet you also get the 'Airscarf' neck heater.

Both cars also feature's Mercedes' Magic Body Control with curve function. More of that wacky feature later.

The S63 AMG is a step up in power, price and spec. One notable change from the S560 is the loss of 'Magic Body Control', which is replaced with mere air suspension. The 20-inch alloys are 10-spoke forged units, the brakes higher performance composites with red calipers, while an AMG sports exhaust brings the noise.

Naturally, both are swathed in high-quality leather and feature dual-zone climate control, heated and cooled electric seats that adjust in every direction, deep carpets, keyless entry and start, fully digital dashboards and just about every gadget to which you can point your imagination.

Entertainment and sat nav are via Mercedes' 'Comand' system, which is displayed on a massive 12.3-inch slab of glass at the top of the dashboard. The 13-speaker Burmester-branded system is predictably impressive and with Apple CarPlay and Android Auto, you only have to use the basic software for the radio or various car controls.

Although there are a wide range of other engine options available in the US, including hybrid and V8s, the sole engine available in Australia continues to be a 3.5-litre twin-turbo V6 petrol. It produces 298kW and 678Nm which is competitive among its rivals.

This is mated to a 10-speed automatic transmission as standard with drive sent through a four-wheel-drive system The XLT gets a part-time system with a shift-on-the-fly function, whereas the Lariat and Platinum get a full-time system which allows for ‘4A’ functionality on sealed surfaces.

All four coupes and cabriolets ship with Daimler's formidable 4.0-litre twin-turbo V8. The S560 scores 345kW/700Nm to drive the rear wheels through Benz's own nine-speed automatic. With all of that available, the S560 will crack the ton in 4.6 seconds and make a wonderful racket on the way.

Moving on to the S63, the same engine delivers a massive 450kW/900Nm. The run from 0-100km/h is dispatched in just 3.5 seconds and if I thought the S560 made a good noise, the S63 with its standard sports exhaust makes a better one. Again, Mercedes' nine-speeder is along for the ride.

Ford claims the F-150 consumes an average of 13.4L/100km, according to ADR 81/02 testing. During our testing on regional and rural roads at the launch we recorded between 11-12.5/100km, which is surprisingly good for a ute this big.

There’s a mammoth 136L fuel tank as standard. Using the claimed fuel consumption this means the F-150 can theoretically travel more than 1000km on a tank.

A minimum of 91 RON regular unleaded petrol is required.

The lower-powered 560 drinks 98RON at the rate of 8.5L/100km for the coupe and 9.9L/100km for the heavier cabriolet.

The S63 ups the ante with 9.9L/100km for the coupe and an identical 9.9L/100km for the cab.

Our launch program contained some...er...spirited driving, which would explain the mid to high-teens fuel figures.

Although the F-150 retains the same 3.5-litre twin-turbo V6 engine as the pre-update model, this is no bad thing as it’s a sweet and perky unit with plenty of rolling acceleration.

It gets this large, lumbering pick-up moving with no problems and makes you wonder why you wanted a V8 engine in the first place.

In the Lariat and Platinum some fake engine noise is pumped into the cabin through the speakers. I don’t hate it as it adds an almost V8-like gargle to the note.

Like before there’s a 10-speed automatic transmission which has a lot of ratios to choose from and sometimes can take a beat to kick down if you punch the accelerator harder.

It also feels like the transmission is constantly changing gears when you’re accelerating and as a result it almost sounds like a vehicle equipped with a continuously variable transmission (CVT).

In saying this though, the transmission is just keeping the engine within its torque band so acceleration is punchier.

With this update Ford was required to change the steering rack fitted to the locally converted F-150. Previously it was a Ranger unit and while Ford hasn’t detailed what the new steering rack is, it said it’s an amalgamation of existing Ford parts.

It’s hard to say definitively how different the steering feels from the pre-update model without driving them back to back, however, it does feel just a touch heavier than before. This isn’t bad as the F-150 is a big unit and it makes steering feel more substantial.

While you may be lulled at times into thinking this is just an overgrown Ranger on the open road, if you start driving with more intent and on twisty roads, this is far from a dynamic car. It also fills the lane quite generously, leaving minimal space between the painted lines.

The suspension, especially at the front end, is rather American and feels floaty, taking multiple movements to settle over bumps or undulations.

Thankfully this is where the flagship F-150 Platinum’s adaptive dampers come to save the day. In the Tow/Haul and Sport drive modes, the dampers are stiffened to create a more compliant ride and in reality they do iron out road imperfections better.

I particularly like how the ride in the Sport drive mode feels from behind the wheel, however there’s no way to split out the Sport suspension from the Sport engine calibration. This means you’re always driving around with the revs flared.

I wish there was a custom drive mode where you could pick and choose the engine, transmission and suspension calibrations. This would be a game changer for F-150 Platinum buyers.

In terms of towing, it’s the F-150’s bread and butter. With a 4500kg braked towing capacity, you can tow virtually anything without the pick-up breaking a sweat.

The Tow/Haul drive mode makes it feel even easier, plus having the Pro Trailer back-up assist takes the hard work out of reversing with a trailer.

Around town and even out on the highway, the F-150 is an incredibly quiet and serene car to drive, despite its heft. The transmission usually opts for the highest gear possible and you can barely hear it whirring away under the bonnet.

Surprisingly there’s barely any wind or tyre noise present in the cabin. Ford seems to have done an excellent job at insulating the F-150.

The only note I’ll make is the lack of noise makes you pick up on minor interior creaks and rattles more obviously. This isn’t ideal in a brand-new car.

Let's start with the S560. That smooth V8 rumble is all you'll ever hear if you just slot into drive and go for a leisurely spin. The nine-speed automatic continues to be a revelation to me - in the GLC63 it's good and here, once again, it's excellent, finding the right gear for the occasion and riding the fat torque curve. Other nine-speed autos are not very good at all.

The test route for the S560 played to the strengths of the car. It had some lovely winding roads, which brought the trick suspension into focus - the Magic Body Control with curve function is hilarious. While the active suspension works hard at all times to ensure the ride is smooth and drama free, the Curve mode (no, really) actually leans the car into corners.

Those of you who remember the video game Wipeout 2097 will be big fans of Curve mode. As you approach a corner, you turn the wheel and then the car leans into the bend. This isn't active damping reading the road, it's the outside suspension lifting the car and the inside lowering it, so the car feels like it's gliding, like a hovercar. It's wild but oddly calming. Mercedes reckons it's great for those who get car sick. As I didn't have my wife on hand to test this theory - she chucks at the first sign of a corner - I couldn't verify this claim. That will have to wait.

The S63 AMG is a completely different proposition. The air suspension is more than up to the job of helping smother the effects of the car's considerable weight, meaning that no matter what you're up to, the car feels reasonably light on its feet. It never feels small, though, commanding the respect of the driver and plenty of space from other road users.

And boy, do you need some space if you kick the S63 into Sport mode. In true AMG style, the electronic reins relax and the big luxury coupe cheerfully kicks off. The tail will wriggle under an unsympathetic right foot, that signature V8 roar, crackle and hiss filling your ears. The S63 is always the harder-feeling car, but it delivers with a more sporting drive than the S560.

Being the generous soul I am, I volunteered to return the S63 to its home for the evening rather than consign it to the back of a truck. On the back roads I took to reach the highway, it was rock solid - fast, predictable and a lot of fun. Once I found the boring straight bits, it turned into a supremely comfortable cruiser, ticking along in ninth at the legal limit (and being Melbourne, it was very much the legal limit), dispatching overtaking with barely a flex of a toe. 

The active cruise took the stress of keeping away from the State Revenue Office's clutches while being quiet and utterly pleasant.

The S-Class coupe comes loaded with eight airbags, ABS, stability and traction controls, forward and reverse AEB with pedestrian detection, reversing camera, crosswind assist (I know, right?), traffic-sign recognition and reverse cross traffic alert.

The S-Class Coupe does not have an ANCAP or EuroNCAP rating.

The F-150 is covered by a five-year, unlimited-kilometre warranty which is fairly average now for mainstream brands, however in the world of American pick-ups this is still generous.

There’s also 12 months of complimentary roadside assistance which gets extended every time you service the car when required.

Logbook servicing is required every 12 months or 15,000km, whichever comes first. 

You can purchase a five-year pre-paid service package for $1968, which averages out to just under $400 per service.

This is considerably better than its rivals which typically don’t offer any form of capped-price servicing.

Ford has an expansive dealer network across urban, regional and rural Australia. It currently has around 180 sites.

Mercedes offers a three-year/unlimited-kilometre warranty with roadside assist for the duration.

The company also offers both service plans (where you pay up-front as part of the vehicle purchase) and capped-price servicing on the coupes. Servicing over three years is in the order $2500.