Mercedes-Benz G-Class vs Audi SQ7

What's the difference?

The Mercedes-AMG G 63 isn't for shrinking violets. It's bold, fast, and loud, and in second-generation form massively improved dynamically and technically. It's a lot of money, but there's a lot to love, and here's hoping it stays around for decades to come.

The Audi SQ7 TFSI is a delight to drive. You can’t fault its handling or power and drivers who want that sort of performance will not be disappointed. However, for the price point I was hoping for sweeter ongoing ownership costs and terms. It's missing a few family-orientated amenities, particularly in the middle row, but it’s big enough to accommodate a large family and all of its gear. So, I give this an 8.0/10.

My son thought the red paintwork and engine were pretty cool and he also gives it an 8.0/10. 

The original (W460) G-Glass, then known as the G-Wagen (or Geländewagen for cross-country vehicle), was launched in 1979 as an ultra-capable off-roader, soon favoured by armies the world over. Arriving here in 1982, its distinctive, slab-sided form remained unchanged over the best part of four decades.

At close to 4.8m nose-to-tail, more than 1.8m across, and a bit over 1.9m tall, the G 63 is now longer (+110mm), wider (+106mm), and fractionally lower overall (-13mm), but still pulls off a convincing impersonation of a bread box.

Merc-AMG confidently quotes a drag coefficient (Cd) of 0.55 for the G 63, which isn't as bad as a brick (around 2.0… I Googled it) although it is in the same league as a heavy truck.

But it's the car's unique, upright stance, complete with pumped wheelarches and old-school flat glass, that sets it apart and draws people in. Looking more like a take-no-prisoners, functional device than a luxury cruiser, I can assure you it attracts as many admiring looks and comments as a low-flying supercar wedge.

The new-gen G 63 features AMG's vertically slatted 'Panamericana' grille, and our test example was fitted with the optional 'Night Package' ($5900) adding a range of dark exterior details including tinted indicator lenses, dark tinted glass, black exterior mirror shells and spare wheel ring, other black trim pieces and painted areas, as well as 22-inch AMG forged alloy rims.

Also worth noting, Merc has retained the G-Class's solid metal door handles, complete with the mechanism's unmistakable 'click-clack' opening and closing sound. Nice touch.

Inside, the biggest change is the upgrade from a conventional dual-gauge instrument cluster and central media stack to a pair of 12.3-inch digital screens, forming a sleek widescreen display, and bringing the G 63 in line with other recent Merc offerings.

Similarly, the gearshift moves from a traditional console-mounted set-up to Merc's 'Direct Select' lever on the steering column (exactly where the indicator stalk is located in 90 per cent of right-hand drive cars).  And the standard flat-bottom, leather-trimmed 'AMG Performance' steering wheel is a racy addition.

Like the exterior door handles, another tip of the hat to the car's heritage is retention of the horizontal grab handle ahead of the front passenger on the dash above the glove box. Nice to have something to hold on to if the going gets rough.

The SQ7 has always had a certain understated glamour about it. It’s usual to see these cars in the monochromatic hues that European manufacturers seem to favour, so it can slip under the radar a little.

Not our example, in its Matador Red, a colour which accentuates the red calipers behind the 22-inch alloy wheels and makes the LED headlights pop.

The nose is pronounced with only a small ‘SQ7’ badge hinting at what’s beneath the long bonnet.

There’s quite a bit you can customise and one of the options is sporty black accents across the bodywork, as per our test car.

The interior hosts a plethora of soft touchpoints, leather trims and shiny black piano finishes to create a premium finish.

The panoramic sunroof and dark grey headliner (which is apart of that Sensory Package) further enhances the sense of luxury.

The sports seats are finished in a Valcona leather trim that’s diamond quilted but the headrests are fixed, which might not thrill taller occupants.

Overall, the SQ7 is a large SUV being 5067mm long, 1970mm wide and 1743mm high.

Those dimensions almost challenge the Kia Carnival, which is a people mover! Make sure it will fit in your garage before buying it. 

The G-Class has never been a particularly squeezy proposition for passengers or cargo, but an extra 40mm in the wheelbase adds even more breathing space.

Getting in is the first step, and it's a big one. At 183cm tall, in an athletic mood, I could grab the A-pillar and swing up into the driver's seat in one vaguely respectable movement.

But, those side steps aren't just for show, and at the end of a long day provide a handy staging camp between terra firma and the lofty pilot's chair.

Once on-board there's plenty of room up front, with adequate storage including a bin between the seats (now with a double door opening rather than a single hinged lid), a modest glove box, oddments space and two cupholders in the centre console, and bins with space for bottles in the doors.

There's a 12-volt power outlet in the front, second row and cargo area, while there are two USB ports in the centre console bin and a charging USB port in the second row.

In the back I could have donned a dusty Akubra and still had headroom to spare, with generous foot room, and a substantial gap between my knees and the driver's seat (set to my position).

A fold-down armrest incorporates a pair of cupholders (as well as a through-port to the cargo space for long items) and there are map pockets on the front seat backs as well as space for bottles in the doors. Two adjustable air vents in the rear of the front centre console, and another pair in the B-pillars also provide climate-controlled air to those in the rear.

With the rear seats upright boot volume is quoted at 454 litres (VDA); enough to easily swallow our three-piece hard suitcase set (35, 68 and 105 litres) or the CarsGuide pram, or a largest-suitcase-and-pram combo.

There are tie-down shackles in each corner of the floor, usefully bright lighting, a netted storage area on the passenger side (containing five fluorescent emergency vests), and folding the 60/40 split rear seat liberates even more space.

Unfortunately, gaining access to that load space is fraught with compromise. First, the single-piece rear door hinges vertically and opens from right to left. No problem when you've nosed into a shopping centre space, but not so great when you're parking nose-to-tail on the left-hand side of the road.

That means you typically have a small space between you and the car behind to get the door open, and when it is at 90 degrees, you're blocked from unloading things onto the footpath until you've shut the door.

As well as that, the door has a full-size spare (alloy) wheel and tyre attached to it. Good because a full-size spare is welcome, and bad because it makes the already bulky door even heavier.

Those keen on towing things will be pleased to hear the G 63 is rated to haul up to 3.5 tonnes of braked trailer and 750kg unbraked.

It’s missing a few little family items found on other large SUVs but it’s still a fairly practical family car. The cabin is spacious but passenger comfort has been prioritised over storage options.

Front and middle row occupants enjoy most of the room but third rowers will be comfortable on short journeys.

I would be saving these seats for the kids on longer trips, unless you want to get dagger eyes from any adult passengers stuck back there as the amenities aren’t as extensive as you might like with only two cupholders, a reading light and air vents (which aren’t directional).

With the Sensory Package included, the inside is an example of luxury with its heated and ventilated front seats, as well as the heated outboard seats in the middle row.

I love the massage function up front and that it’s customisable for intensity and position. The heated steering wheel is also a nice feature on the chilly days we’ve been having lately.

The tech is quite good with dual 12.3-inch touchscreens stacked on the dash and centre console.

They have haptic feedback, which means they vibrate when you touch them, but curiously this feature disappears while you’re using the wireless Apple CarPlay.

It did take a little while to get used to the Audi system and the haptic feedback, but once you do it’s easy to handle. There’s Bluetooth, digital radio, wired Android Auto and built-in satellite navigation, too.

The head-up display is super clear and displays the sat nav guidance and speed. What I really love is the four-zone climate control – meaning the middle row can get some further adjustments for ultimate comfort.

Charging options are okay with the front enjoying a wireless charging pad, two USB-C ports and a 12-volt socket. Middle row passengers also get a couple of USB-C ports but third rowers miss out.

I was surprised by the lack of storage throughout and this leads me to think this would suit older families best. For example, the middle console is large enough to only fit a phone. Still, each row gets two cupholders and a drink bottle holder in each door.

The boot is an acceptable size with all seats in use at 295L but with the third row stored, it jumps up to a more respectable 770L. There are stacks of different storage accessories available to purchase, if you need extra space.

The third row is a 50/50 split and the middle row has a very practical 35/30/35 split, which opens up the storage options.

The level load space is handy for the grocery run. But there’s no underfloor storage, and you don’t get a spare tyre, just a puncture repair kit.

A powered tailgate is handy, although this one's a bit faster than others I’ve sampled.

The SQ7 is a performance SUV and that means you’re paying for some heavy-hitting engine specs. As such, expect to pay $166,400 before any on-road costs or optional extras.

That puts it just under the cheapest of its competitors, so it doesn’t feel outrageous for what you get.

Our model has been finished in 'Matador Red' and I was pleased to see paintwork options are included in the base price (as they should be).

Our model does have the 'Sensory Package', which adds $13,300 to the price tag but that bundle includes some cool features like an extended leather dashboard, a synthetic suede headliner, an 'Advanced 3D' 23-speaker Bang & Olufsen sound system, an air quality system (with built-in perfume!), a front seat massage and ventilation function and heated rear outboard seats.

Even without the package, it’s still fairly well-specified with its diamond-quilted 'Valcona' leather trim, HD Matrix LED lighting, customisable ambient lighting, as well as wireless Apple CarPlay and Android Auto to name just a few.

The G 63's 4.0-litre (M177) all-alloy V8 is closed deck design using direct-injection and a pair of twin-scroll turbos to produce 430kW at 6000rpm and no less than 850Nm from 2500-3500rpm. That's 10kW/90Nm more than the 5.5-litre twin-turbo V8 it replaces!

To improve throttle response and optimise efficiency, the turbos are located inside the engine's 'V', improving air flow and shortening the distance from the exhaust side to the turbos, and in turn, from the turbos to the inlet side.

And the housings on the twin-scroll turbos are divided into two parallel flow channels connecting with separate ducts in the exhaust manifold, allowing fine management of the exhaust gas coming in and pressure going out. Result is more torque and even better response times.

Drive goes to all four wheels via a new 'AMG Speedshift' nine-speed, dual-clutch auto (replacing the previous seven-speed auto transmission) with paddle shifters and a multiple downshift function which will go to the lowest ratio possible as you keep squeezing the shift paddle.

The 'AMG Performance 4Matic' all wheel drive system is front/rear biased 40/60 (50/50 in the previous model), although if you want to head off-highway the G 63 still features three 100 per cent diff locks and low-range off-road gear reduction.

The new TFSI engine in the SQ7 is monstrous. It’s a 4.0-litre twin-turbo petrol V8 with maximum outputs of 373kW/770Nm.

To say it’s powerful is an understatement. This would be at home on the autobahn and my son cheered whenever I had to get up to speed.

It, of course, replaces the SQ7’s iconic diesel V8. The old TDI unit had 53kW less power but 130Nm more torque. However, the new engine delivers on power with aplomb.

The eight-speed auto transmission glides effortlessly through its changes and the all-wheel drive drivetrain is responsive.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 13.1L/100km, with the 4.0-litre, twin-turbo V8 emitting 299g/km of CO2 in the process.

Despite the fact cylinder management tech means the engine will run on four cylinders under light load, and start-stop (with 'glide mode') is standard, we managed 16.7L/100km (measured at the bowser) over a mix of city, suburban and freeway running. To be expected for such a big bus, especially one that constantly tempts you into squeezing the throttle just to hear the exhaust bellow.

Minimum fuel requirement is 98 RON premium unleaded, and you'll need 100 litres of it to fill the tank.

With great power comes… okay fuel efficiency. Actually, better than okay considering the twin-turbo V8 engine. The official combined cycle fuel figure is 11.9L/100km and real-world testing saw my figure at 13.2L.

Considering how hard I drove this and the type of driving I did this week, which was a combo of open-road and urban, this is very respectable. Expect it to be much higher in the city, though.

The SQ7 has a large 85-litre fuel tank and based on the official combined figure, you should be able to get around 714km of driving range. That isn’t as great as more fuel-efficient options but still good for those who like their road trips.

Audi recommends a minimum of 95 RON premium fuel with a preference for 98 RON for ultimate efficiency.

Let's cut to the chase. The G 63's pure grunt overpowers its challenging aero profile to thrust this boom box on wheels from 0-100km/h in a claimed 4.5 seconds. And believe it or not, despite its greater length and width, it has enough power to punch a 240km/h hole in the air (maximum velocity is limited to 220km/h if you choose not to opt for the 'AMG Driver's Package').

The new electronic architecture brings with it the latest version of Merc's 'Dynamic Select' system with five driving modes adjusting the engine, transmission, suspension, steering and assistance systems right up to maximum attack Sport+ mode.

All 850Nm of peak torque is available between 2500-3500rpm and pinning the throttle anywhere in that band feels like lining up a runway and preparing to rotate for take-off.

The two-stage exhaust flap arrangement allows you to turn the noise up from growl to roar even at modest around town speeds, and the nine-speed transmission is sharp and positive, with the multiple downshift function (in manual mode) hilariously good fun.

The racy AMG sports seats are as grippy as they are comfortable, and the fat 295/40 Goodyear Eagle F1 rubber, wrapped around the optional 22-inch forged alloys, does a good job of keeping all that mass and momentum in control as the high riding G 63 careens around corners.

And speaking of mass, the job of hauling it from warp speed to rest sits with big ventilated discs all around (cross-drilled 400mm front/370mm rear), clamped by monster six piston calipers at the front and single piston at the back. They're progressive and reassuringly powerful.

So, the performance is as dramatic as ever, but when I think of previous Merc-AMG G-Class offerings, two main shortcomings come to mind... steering and ride.

The steering was like a laggy mouse, with a few beats separating input at the wheel from response at the front treads. And the damping came up short, with a bouncy ride par for the course.

Still sitting on a ladder-type frame, the new G's suspension was developed by Mercedes-Benz and Mercedes-AMG. And finally, it has a decent double-wishbone independent front-end, with a rigid axle at the rear and coil springs all around. Plus, a strut tower brace, Merc-AMG calls it a 'suspension bridge', now connects the front strut towers, increasing torsional rigidity.

Ride comfort, especially in the most compliant 'Ride Control' suspension setting and riding on the big 22s, is massively better. It's no limo. You'll still feel jittering over higher frequency imperfections. But it's way, way ahead of the first-gen version.

The steering system changes from a recirculating ball to rack and pinion, and is now variable ratio with electro-mechanical rather than purely hydraulic assistance. And it's also much improved. We're not talking about a Lotus Elise-style connection with the road, but the steering is clearly more predictable and responsive.

One thing that hasn't changed is an ocean liner-worthy, 13.6m turning circle. You'll need to plan ahead for U-turns and reverse parks, but enough parking cameras (including surround view) to please Cecil B DeMille are on hand to help.

It's like a whole new world with a familiar cover wrapped around a markedly improved package. But (there must be a but) visibility is still compromised by thick window and door pillars, and despite the new dash layout ergonomic efficiency is patchy, with some switches and knobs located in relatively awkward positions.

As mentioned earlier the G 63 features three 100 per cent diff locks and low-range off-road gear reduction. But forget breakover angles and wading depths. This 4x4 seeing off-road action is as likely as an Abbott 2.0 prime ministership.

Suffice it to say, this car wears the 'Schöckl' badge at the base of its B-pillar. And in case you were wondering, Schöckl is a 1445m mountain in Graz, the Austrian city where the G-Class is built (and big Arnie Schwarzenegger was born!).

In the second-gen G-Class's development, prototypes covered roughly 2000km over a five kay trail including gradients of up to 60 per cent and lateral inclines up to 40 per cent. So, despite its irrelevance, the off-highway box is ticked.

The performance is awesome and I made excuses all week to hop in and drive it. It doesn’t hurt that when you press the push-button start, the engine rumbles and growls. There’s even a ‘spitting’ sound as the turbo fires up. It all promises fun.

While the power feels immense, you do have to get used to how to handle it. For example, when you first shift into gear and pull your foot off the brake, the car lurches forward as if it’s rearing to go. It took me a couple of days to get used to the little quirks of it. 

The steering is controlled and responsive, adapting to the conditions and speed at which you’re driving. If you’re accelerating hard, the steering turns a little stiff and the seat belt tucks you into your seat, reaffirming the addition of that S in the model name.

The cabin is very quiet and there’s no shuddering or vibration to be felt through the steering or seat.

The SQ7 features sports adaptive air suspension and it's dependant on how you drive and what drive mode you’re in. It makes for an extremely comfortable journey and not just for those in the front. The rear passengers are nicely cushioned, too.

This is a big car but you don’t feel those dimensions when you park it. Even with its 12.4m turning circle, it’s not cumbersome with the adaptive steering.

The dynamic 360-degree view camera is super clear but the parking sensors are too sensitive for my liking. It might just have been an oddity on the particular model I drove but the emergency braking did pop on a few times (scaring the hell out of me every time!).

The SQ7 has a healthy suite of safety features with the following being standard: LED daytime running lights, lane departure alert, lane keeping aid, blind-spot monitoring, rear cross-traffic alert, dynamic 360-degree view reversing camera (it turns with the direction of the steering wheel), dynamic parking guidelines, front and rear parking sensors, rear occupant alert, intelligent seatbelt monitoring and adaptive cruise control.

It also features an active bonnet, meaning it will lift up and away from the engine if the sensors detect that a pedestrian has been hit. As well as an SOS emergency call button.

It has AEB and forward collision warning with car, pedestrian and cyclist detection which is operational from 10-85 km/h (10-250 km/h for car detection). It is usual to see it operational from 5.0km/h, though.  

The SQ7 achieved a maximum five-star safety rating from testing conducted in 2019. It only has six airbags, which is fairly low for a family car, but that does include curtain airbags covering all three rows.

Mercedes-Benz (and by extension Mercedes-AMG) offers a three-year/unlimited km warranty with 24 hour 'Road Care' emergency roadside assistance provide for three years.

Servicing is recommended every 12 months/20,000km and a capped price servicing plan is available at Silver and Platinum levels for up to five years/100,000km.

If I was spending my hard-earned cash on a vehicle like this, I would want to be treated like a queen when it comes to servicing.

Manufacturers should sweeten the pot when it comes to on-going servicing and ownership terms when you’re at this level but the SQ7 just comes with a pretty standard five-year/unlimited km warranty.

You can pre-purchase a five-year/75,000km servicing plan and it will set you back a total of $4100 (or an average of $810 per service), which is expensive but not outrageous for a performance vehicle.

Servicing intervals are reasonable at every 12 months or 15,000km, which is good.