Mercedes-Benz GLE-Class vs MG HS

What's the difference?

If you can get past the relatively steep asking price, the design appeals to you, and its slightly last-gen ergonomics work for you, then there’s a lot to like about the GLE. It’s a big, capable and comfortable cruiser, but given there are cheaper and more efficient options around, it would be a decision of the heart rather than the head.

There are a few niggles with the latest MG HS, for example the annoying driver-attention monitoring and expensive maintenance costs. We’ve not had a full sample of its open-road performance yet either, which may prove more telling.

Yet the HS is shaping up to be one of the most successful product updates of recent years, second only to, I don’t know, the MG3? The family SUV is also backed by a 10-year warranty and, despite the drastic improvements, doesn’t cost a whole lot more than before.

The entry-level Vibe is our pick, there's no need to spend more. It features all manner of safety equipment and a quiet drive but with cloth upholstery that doesn't get all sticky and sweaty in the Australian climate.

The end of 2024 is the tipping point where MG goes from cheap and cheerful to a real headache for established players. Perhaps not for the strongest in the segment like the RAV4 and Nissan X-Trail, but the HS is now an easy car to recommend for a family looking for a spacious SUV that drives their dollar further. The hybrid will boost appeal further when it arrives next year.

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

The GLE hasn’t changed massively since 2019, but sleeker lights and some tweaks around the face have helped it age relatively gracefully. As much as a 2.4-tonne SUV can be graceful.

There are still references to the original ML-Class the GLE succeeded, like the ‘coupe’ shape of the C-pillar that betrays the true SUV shape of the GLE.

The reshaped front-end has less black plastic on show, and its grille stays true to the pre-facelift design.

Inside, it’s just the steering wheel that’s new, everything else holds up well in terms of a design that’s also practical, though some would say it looks outdated given the many physical controls.

Though the previous HS had shapely bodywork, the wheels sat too far in-board and the rear end looked awkward. It’s not the same story with the new model which is designed as a family SUV first, rather than a converted hatchback platform.

Part of the improved looks are better proportions. The new HS is 81mm longer, 14mm wider and rides on a 45mm longer wheelbase yet sits 21mm lower for a sleeker appearance.

The front end takes cues from the new MG3 and ZS design language with a broad grille and thin LED headlights. At the back, MG’s design team references the UK’s capital with ‘Shard’ lighting signatures that also appear in the alloy wheels.

It is still fairly anonymous, though perhaps that comes from a lack of familiarity with the brand. The painted wheel arch cladding and metallic-only paint give it a premium boost.

The biggest improvement is inside, where the HS takes plenty of inspiration from the excellent MG4 electric car with the hexagonal steering wheel (though here with perforated leather finishing), high-set controls and confident lines. It’s a welcome, modern change after the old car’s bloated cabin design.

There are soft-touch rubbery materials in all sorts of prominent places, including on the dash top, front and rear door cards as well as where the driver’s knees rest on the doors and transmission tunnel.

The GLE is very easy to use because of those physical controls.

Save for the trackpad in the centre console that can be used like a laptop’s control mat - it’s a little fiddly - everything is easy to locate and adjust and the controls feel nice. The switches along the climate control row all feel nice and clicky, buttons in the centre console are big and obvious, and even the steering wheel’s haptic buttons are laid out sensibly.

The touchscreen’s software has been updated since launch during the facelift and it’s easy to navigate, but wireless Android Auto or Apple CarPlay are a good workaround.

The front seats, as well as being comfortable, are adjustable to an impressive degree for finding your driving position and there’s plenty of room and light to make the cockpit feel airy.

Storage isn’t at a premium, there’s plenty of space in door cards, the central storage bin, and the cupholders and phone charger can be hidden away.

Behind the front row, rear seat space is ample, though if you opt for seven seats the second row can be moved to accommodate a third row of passengers when needed.

In our test car, that isn’t the case, so the GLE’s cavernous 630 litres of boot storage is available. The second row can split 40/20/40, which is convenient for loading long items while four passengers are present.

Oh, but under the boot floor, despite some extra room for bits and pieces, no spare tyre. Big marks down for a car that absolutely has the space for one.

There is nothing especially ground-breaking about the MG HS’s front cabin. The cupholders are medium-sized and the door bins have enough storage for a one-litre bottle, so this is no Skoda Karoq when it comes to clever cabin solutions.

Telling a tale of the HS’s Roewe RX5 base car’s earlier 2022 launch (and the staggering development speed of personal technology) the lack of USB-C charging ports is now frustrating with all USB ports regular old-school items. Apple CarPlay or Android Auto phone mirroring requires a cabled connection.

The centre multimedia screen is high resolution with day selectable light and dark modes. It was a little laggy to use MG’s software, however, especially when swiping across menu screens. 

There are four hard shortcut buttons beneath it that can jump to the home screen, activate the HS’s front and rear demister and turn the ventilation on and off.

To adjust the temperature you need to go into the touchscreen, though there is a persistent shortcut on the main menu.

A 12.3-inch digital cluster has several selectable info displays and can show navigation mapping and directions in Excite and Essence trims. 

The seats are comfortable and supportive and it's easy to find a good driving position thanks to power-adjust driver's seat and tilting/telescoping wheel adjustment. The front passenger does not get height adjust, though, and is set too high.

Where the extra size pays dividends is in the back seat which has ample room for passengers beyond 185cm, especially when it comes to leg space. The fold-out armrest is sturdy, too, with twin cupholders. Rear air vents are fitted to only the top-spec Essence.

For baby capsules or child seats the HS has ISOFIX anchors fitted to all three rear seats matched with a trio of top tether points.

The MG HS’s boot is about average for the class measuring 507 litres. It grows to 1484L with the 60:40 backrest folded. For reference, class leaders include the Toyota RAV4 (580L), Nissan X-Trail (585L) and Volkswagen Tiguan (up to 615L with rear seats slid forward). 

There are few amenities, with no 12-volt socket, only one (dim) boot light and no shopping bag hooks. The carpet isn’t bargain basement and the luggage cover is sturdy with additional separated storage compartments below the floor and netted cubbies off to the side. 

MG has also been smart in packaging a space saver spare tyre beneath the boot floor (and a cumbersome Styrofoam piece).

Shock horror, the new HS is 10 per cent more expensive than before… but that still makes it $33,990, drive-away, for the basic Vibe — easily undercutting established rivals from Honda, Mazda, Toyota and others. 

You get a lot for that extra $4000, too, right down to basic presentation. There’s no fridge-like solid white paint with all six hues either metallic or pearlescent for no extra cost. MG even offers the upper trims with the option of an eye-catching tan upholstery colour. 

The three-strong trim line-up starts with the Vibe: dusk-sensing LED headlights, 18-inch alloy wheels, adaptive cruise control, auto wipers, tyre pressure monitoring, a six-speaker sound system, nice cloth upholstery and six-way power adjust driver’s seat are standard.

The Excite sprinkles in 19-inch alloy wheels, perforated synthetic leather upholstery, navigation, fog lights and MG’s 'iSmart' connectivity system for a smart $36,990, drive-away.

The range-topping Essence gains a panoramic sunroof, rear privacy class, a power tailgate, front parking sensors, wireless phone charging, eight-speaker audio, 10-way power adjustable driver’s seat with memory, seat heating, dual-zone climate control, rear air vents and wireless phone charging for $40,990, on-the road. 

The short of it is that, although MG’s prices are up, even the basic Vibe is a more enticing proposition on price than the new Chery Tiggo 7 Pro Urban ($39,990, drive-away) and established Mazda CX-5 Maxx (currently on offer for $37,990, drive-away).

It also is much closer to the popular GWM Haval H6 ($31,990-$37,990, drive-away) — if only MG had brought ventilated seats to the flagship Essence then this mid-sizer would be (almost) sold on paper alone.

The GLE 450d’s 3.0-litre inline six-cylinder diesel engine is turbocharged, with a healthy 270kW and a brawny 750Nm to its name. That torque peaks all the way from 1350rpm to 2800rpm, by the way. Handy.

A nine-speed automatic transmission sends drive to all four wheels ('4Matic' in Merc-talk), while a 48-volt ‘mild-hybrid' system ('EQ Boost' in Merc-talk) means take-offs and shifts are aided by a bit of electric power.

Mercedes says the GLE can dispatch the 0-100km/h sprint in just 5.6 seconds, and that feels about right.

The new HS petrol has a 1.5-litre, turbo-petrol, four-cylinder engine that develops 125kW at 5000rpm and 275Nm from 3000-4000rpm, with those outputs up 6.0kW and 25Nm on the old car.

MG claims new engine features, including the variable geometry turbocharger, centre-mount variable valve timing and a lighter dual-mass flywheel, add up to a 30 per cent improvement in engine response.

More importantly, the insulation is excellent. You barely hear any unpleasant engine noises out on the road and although the four cylinder’s tone isn’t sexy at full-throttle, it is warm and pleasant enough.

The HS petrol is front-wheel drive only which may rule it out for some buyers, but there is a saving grace. The new seven-speed type dual-clutch transmission behaved itself impeccably on a brief first encounter taking in awkward hill starts and reverse manoeuvres. It’s a huge improvement over prior efforts and more refined than even a Hyundai or Kia dual-clutch.

MG claims a 0-100km/h acceleration time of 9.6 seconds, which is about right for entry-level versions of the HS’s typical rivals.

MG no longer offers a more powerful 2.0-litre turbo but a plug-in hybrid with a punchy 223kW and an all-new full-hybrid option will join the line-up in the first quarter of 2025, details of which are yet to be confirmed.

Mercedes claims a 7.4L/100km combined cycle (urban/extra-urban) fuel consumption figure for the big lug, but achieving that and making the most of its large 85-litre tank is a challenge.

We averaged 8.7L/100km on test but the trip computer showed as low as 8.0L/100km at one point. Get the GLE on the highway and fuel use plummets.

Theoretically you should be able to get about 1150km from a single tank, but realistically we wouldn’t plan trips any longer than 900km between fuel stations. 

Still impressive, given that’s about the distance between Melbourne and Sydney, or Sydney and Brisbane. Roughly.

In the ADR combined (urban-extra urban) fuel efficiency cycle, the MG HS petrol is rated at 6.9L/100km, emitting 156 grams of CO2 per kilometre in the process. A 55-litre fuel tank gives the HS a theoretical driving range of around 800km.

We weren’t able to get a true read on the fuel consumption but the trip computer showed 8.1L/100km after an hour-long run. It lacks an idle start-stop system and requires 95 RON premium unleaded petrol.

A trip in the GLE feels like a welcome step back in time. Sure, coming in close to five metres long and two-and-a-half tonnes means it’s not a nimble steer, but the GLE strikes a nice balance of comfort and tactility that’s getting rarer.

None of it feels particularly sharp in terms of inputs or feedback, but it’s easy and predictable to a point where even winding back-roads are effortless to flow through.

The big diesel engine feels almost lazy, but it’s just so effortless in getting things moving as it strives to sit close to idle whenever possible. Because of that, there’s little noise from the engine bay even under reasonable acceleration, and the powertrain is helped by that 48-volt system which makes stop-starts from the lights super-smooth.

The mild-hybrid also helps smooth out power delivery, to the point where the only time the GLE feels clunky is the occasional lag when shifting from Drive to Reverse or vice versa.

The test car’s suspension isn’t the optional airbag set-up, but the non-adaptive steel does fine in terms of comfort and soaking up harsh surfaces. And even the big 21-inch wheels aren’t too bad over sharp bumps.

With smaller wheels (more tyre cushioning) and the air suspension, it feels like the GLE would ride gorgeously.

Its body control is predictable on smooth roads, and if you’re careful you steer the hefty SUV through tight, winding roads easily, but consistently rough surfaces can make the GLE feel unsettled for a short period of time.

There’s an overall softness to it that means gentle off-roading is possible, and the tyres are thick enough to make it comfortable. You won’t find yourself being tossed around on a flat enough gravel road.

MG’s launch drive program was too brief to really get under the skin of the HS, which is a shame because the initial signs are extremely positive.

Compared to the old ZS, in which a gumnut hitting the roof was loud enough to distract you from your thoughts, the new car is packed with sound deadening for a vastly more premium experience.

The electronic power steering system has a natural ratio (2.6 turns lock-to-lock) and weighting in 'Comfort' and 'Sport' modes, which cannot be said for rivals such as the Chery Tiggo 7 and Haval H6.

This new HS rides nicely, too, with enough compliance from the suspension without sacrificing body control — at least around town. It has struts up from with a multi-link rear end which is not a given, even in this segment.

There were a few sharp-edged bumps that sent a shock through the body but that is to be expected on Sydney's awful roads. The new HS rides about as well as a Mazda CX-5 and believe us, that is a dramatic improvement.

Visibility out the front and sides are good as is the comfortable driving position, however I wasn’t able to move the driver’s side mirror far enough out for my liking. That’s a small blip in an otherwise strong first showing.

The MG HS has not yet been evaluated by an independent safety testing body such as ANCAP or Euro NCAP.

MG has fitted the new HS with seven airbags, including driver and passenger, front side, side curtain and a centre airbag.

The HS has a long list of active safety and driver assistance features, such as front and rear auto emergency braking with junction detection, lane-keep assist, blind-spot monitoring, adaptive cruise control with stop and go and driver-attention monitoring.

I can’t say all the aids are perfect but the adaptive cruise control and lane-keep assist systems were less intrusive than those in Chery and Haval products.

The regularly-beeping driver-attention monitoring remains a constant frustration as it does across almost every brand at the moment.

Servicing isn’t cheap at Mercedes, even in the context of this market segment. A three-year service plan for the GLE costs $4045, while five years is $8055. That’s $1348 or $1611 per service respectively. The later services in those five years will of course be much more expensive and bring the average up.

Intervals are every 12 months or 25,000km, but Mercedes’ five-year/unlimited-kilometre warranty means anything major that goes wrong in that time should be covered - always read the fine print.

The brand’s Australian website lists 67 Mercedes-Benz dealers that can service your car.

MG has recently moved to a 10-year/250,000km new car warranty in Australia which covers the HS and is the longest non-conditional offer in the market.

GWM/Haval, Kia and SsangYong remain at seven years while Mitsubishi requires you to service the car at a main dealer for its 10-year guarantee.

This long warranty period should help allay concerns for new MG buyers that the brand stands behind its products.

Less impressive is the cost of maintenance, which adds up to $2354 over five years/75,000km with a particularly steep $936 service at the four-year mark. There’s a big $1647 service at 120,000km, too.