Mercedes-AMG GLE63 vs Audi SQ8

What's the difference?

There’s little wonder the GLE63 S is back for a second go around, after  clearly putting the frighteners on the Audi RS Q8 and BMW’s X5 M Competition and X6 M Competition.

After all, it’s a large SUV that sacrifices little in the way of practicality (especially the wagon) in its pursuit of high performance.

And for that reason, we’re itching to go for another drive – with or without the family.

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

The Audi SQ8 isn’t your typical performance SUV. It’s more refined and less flashy. The tech can be more complicated than it needs to be and if you’re wanting that V8 soundscape, you won’t find it here.

However, the handling and on road experience are superb plus you can comfortably haul the family around and look good doing it.

First things first, the new GLE63 S is available in two body-styles, with the wagon appealing to the traditionalists out there, while the coupe targets the style-conscious.

Either way, few large SUVs are as imposing as the GLE63 S, which is a good thing considering it wants to be taken seriously.

Up front, it’s immediately identifiable as a Mercedes-AMG model thanks to its distinctive Panamericana grille insert.

The angry look is punctuated by the angular daytime running lights integrated into the Multibeam LED headlights, while the chunky front bumper has large air intakes.

Around the side, the GLE63 S stands out with its aggressive wheelarch extensions and side skirts, with the wagon getting 21-inch alloy wheels as standard, while the coupe gets 22-inch items.

From the A-pillars onwards, the differences between the wagon and coupe body-styles start to become apparent, with the latter’s roofline much more steeply raked.

At the rear, the wagon and coupe differentiate themselves even more clearly with their unique tailgates, LED tail-lights and diffusers. That said, they do have a sports exhaust system with squared-off quad tailpipes in common.

It’s worth mentioning that the difference in body-style also means a difference in dimensions, with the coupe 7mm longer (4961mm) than the wagon, despite having a 60mm-shorter wheelbase (2935mm). It’s also 1mm narrower (2014mm) and 66mm shorter (1716mm).

Inside, the GLE63 S separates itself with its flat-bottom steering wheel with Dinamica microfibre accents, and multi-contour front seats, which are upholstered in Nappa leather alongside the armrests, dashboard and door shoulders and inserts.

The door bins are of the hard plastic variety. That’s underwhelming in a vehicle that costs this much, as you would hope cow hide – or at least a soft-touch material – would be applied to them.

The black headliner acts as another reminder of its performance focus, and while it makes for a darker cabin, metallic accents feature throughout, while the trim (our test vehicle had open-pore wood) adds some variety alongside the ambient lighting.

That said, the GLE63 S is still filled to the brim with cutting-edge technology, including two 12.3-inch displays, with one the central touchscreen and the other a digital instrument cluster.

Both use Mercedes’ MBUX multimedia system and feature Apple CarPlay and Android Auto support. This set-up is still the benchmark, thanks to its speed and breadth of functionality and input methods, including always-on voice control and a touchpad.

The SQ8 is a gorgeous coupe-style SUV that looks purposeful and poised with its balanced proportions and wide stance. It’s stands apart from its siblings thanks to the S-styled nose treatment and our test model's black accent package makes the honeycomb grille look even sportier. 

The update sees new air intake vents at the front, matrix LED headlights and new chrome exhaust tailpipes.

The upgraded 23-inch alloys with red calipers behind them hint at what’s under the bonnet, as does the Sakhir (sack-heer) Gold paintwork which is aptly named after the one-off Grand Prix race circuit.

The interior looks luxuriously appointed with the black Valcona leather upholstery and the dash is headlined by three high-end technology screens. The SQ8 also gets sport seats featuring a quilted design and 'S' badging but there’s not much else separating it from its siblings.

Audi fans will love the the SQ8's more understated interior but newcomers might be surprised it's not as flashy as some of its rivals.

Being a large SUV, you’d expect the GLE63 S to be quite practical, and it is, but what you wouldn’t expect is the coupe to have 25L more cargo capacity than the wagon, at a generous 655L, due to its higher window line.

That said, when you stow the 40/20/40 split-fold rear bench via the second row’s release latches, the wagon has a significant 220L advantage over the coupe, at a cavernous 2010L, thanks to its boxier design.

Either way, there’s a small load lip to contend with, making loading bulkier items a little more difficult, although that task can be made easier with the flick of a switch, as the air springs are able to lower the load height by a handy 50mm.

Better yet, four tie-down points are on hand to help secure loose items,  alongside a couple of bag hooks, while a space-saver spare resides under the flat floor.

In the second row, things are even better, with the wagon offering a crazy amount of legroom behind our 184cm driving position, as well as two inches of headroom for me.

With its 60mm-shorter wheelbase, the coupe naturally sacrifices some legroom, but it still provides three inches of legroom, while its sloping roofline trims headroom to an inch.

No matter the body-style, the five-seat GLE63 S is wide enough to seat three adults abreast with few complaints, with the transmission tunnel on the smaller side, meaning there’s plenty of room for feet.

There’s also plenty of room for child seats, with two ISOFIX and three top-tether anchorage points on hand for fitting them.

Amenities-wise, rear occupants are treated to map pockets on the front-seat backrests, as well as a fold-down armrest with two cupholders, while the door bins can accommodate a couple of regular bottles each.

A  fold-out cubby is positioned below the air vents at the rear of the centre console, containing two slots for smartphones as well as a pair of USB-C ports.

In the first row, occupants have access to the centre console’s cubby, which features two temperature-controlled cupholders, in front of which are a wireless smartphone charger, two USB-C ports and a 12V power outlet.

The central storage bin is pleasingly large and contains another USB-C port, while the glovebox is also on the larger side, and you get an overhead sunglasses holder too. Stunningly, the front door bins can take three regular bottles apiece. Not bad.

While the wagon has a large, square rear window, the coupe’s is a letterbox in comparison, so rearward visibility isn’t one of its strong suits.

The upper large SUV tag certainly makes sense when it comes to cabin space because there's a lot of it. Both rows enjoy ample head- and legroom and access is great thanks to wide door apertures and high ground clearance.

Comfort is high with well-padded seats and thanks to the Sensory Package all but the middle back seater get some luxury extras.

The centre rear position has compromised legroom courtesy of the transmission tunnel, so it's best for a kid. However, the front seats take the cake with their massage, heat and cooling functions and adjustable supports.

Amenities are great throughout the car and the extendable sun visors, rear electric sunshades, soft-close doors and four-zone climate control clinch the practicality deal.

Individual storage is a bit sparse up front with two cupholders, a drink bottle holder in each door and a shallow middle console that realistically only fits a phone.

The glove box is a great size. I can fit my handbag in it, but there are not a lot of areas to pop your smaller items in.

Individual storage is a bit better in the rear as you get two big map pockets, a drink bottle holder in each door, plus two cupholders in the fold-down armrest - so it feels like you have more places for your bits and pieces.

Technology looks amazing but overwhelming to use until you wrap your head around it all. The haptic feedback also gets tired fast. The built-in satellite navigation is super simple while the head-up display and digital instrument cluster feature pull through directions, which is handy.

Charging options are good with each row getting two USB-C ports and a 12-volt socket but the front also enjoys a wireless charging pad. The pad is slow to charge, though, and left my iPhone feeling super hot whenever it was used.

The boot is a good size at 605L and easy to access, too. The sloping roof means larger items have to sit flush with the seats but you shouldn’t have to worry for road trips. 

The back seat has a 40/20/40 split which opens up storage options and this model has a powered tailgate.

There are three fuel-based variants for the Q8 and the model on test is the top-spec SQ8 TFSI quattro. Its mid-life refresh has seen a price hike of $10,015, bringing it's before on-road costs price to $178,815.

Our test vehicle has also been fitted with a few extras, like a 'Sensory Package' ($14,400) which includes a black headliner, upgraded 23-speaker Bang & Olufsen 3D surround sound system, massage function for the front seats, heat function for the rear outboard seats, electric sunshades for the rear row and an air-quality perfume function.

Also fitted are various black and matt carbon accents across/inside the body for a total of $5400, optioned 23-inch alloy wheels ($3000) and specialised 'Sakhir Gold Metallic' paintwork for $1600. Which brings the total MSRP price tag to $203,215.

Even with all of these extras, the SQ8 is still the most affordable performance SUV compared to its nearest rivals as the Porsche Cayenne GTS starts from $212,600 MSRP and the Mercedes-AMG GLE 63 outstrips them both at $272,300 MSRP.

As you'd expect the standard features list is robust for the SQ8 and includes premium features like a panoramic sunroof, electric front seats with heating/cooling and memory functions, full-leather upholstery, soft-close doors and a heated steering wheel.

There is a bunch of high-end technology throughout which includes a colour head-up display, 10.1-inch touchscreen multimedia system, 8.6-inch climate control panel, 12.3-inch digital instrument cluster, satellite navigation, wired/wireless Apple CarPlay and Android Auto, digital radio, four USB-C ports, three 12-volt sockets and a wireless charging pad.

Practical features include keyless entry and start, rain-sensing windscreen wipers, dusk-sensing LED headlights, a powered tailgate, adaptive air-suspension and four-zone climate control.

Overall, not a bad list of features for this part of the market and you won't be left wanting.

The GLE63 S is powered by Mercedes-AMG’s ubiquitous 4.0-litre twin-turbo V8 petrol engine, with this version pumping out a hard-hitting 450kW of power at 5750rpm and 850Nm of torque from 2250-5000rpm.

But that’s not all, because the GLE63 S also has a 48V mild-hybrid system called EQ Boost.

As its name suggests, it has an integrated starter-generator (ISG) that can provide up to 16kW and 250Nm of electric boost in short bursts, which means it can also reduce the sensation of turbo lag.

Mated to a nine-speed torque-converter automatic transmission with paddle-shifters, and Mercedes-AMG’s fully variable 4Matic+ all-wheel-drive system, the GLE63 S sprints from a standstill to 100km/h in just 3.8 seconds, in either body-style.

Our test vehicle has a 4.0-litre, twin-turbo petrol V8 engine that produces 373kW and 770Nm. That means it sits in the middle of its rivals in terms of outputs with the Mercedes being top-dog with its 450kW/850Nm combo.

Still... the SQ8 is no dainty flower when it comes to power delivery and has an impressive 0-100km/h sprint time of just 4.1 seconds. 

The SQ8 is a full-time all-wheel drive with an eight-speed auto transmission and the whole engine combo delivers a powerful but elegant on-road experience.

The GLE63 S’s fuel consumption on the combined-cycle test (ADR 81/02) varies, with the wagon achieving 12.4L/100km, while the coupe needs 0.2L more. Carbon dioxide (CO2) emissions are 282g/km and 286g/km respectively.

When you consider the high level of performance on offer, all of these claims are fairly reasonable. And they’re made possible by the engine’s cylinder-deactivation technology and the 48V EQ Boost mild-hybrid system, which has coasting and extended idle-stop functionality.

That said, in our real-world testing with the wagon, we averaged 12.7L/100km over 149km. While that’s a surprisingly good result, its launch drive route mainly consisted of high-speed roads, so expect a much higher number in metropolitan areas.

And in the coupe, we averaged a higher but still respectable 14.4L/100km over 68km, although its launch  route purely involved high-speed country roads, and you know what that means.

For reference, the wagon has an 80L fuel tank, while the coupe has an 85L unit. Either way, the GLE63 S only takes more expensive 98RON premium petrol.

The official combined (urban/extra-urban) fuel cycle figure is 11.9L/100km, which is lower than its rivals.

My real world usage sits at 12.3L/100km after a mix of open-road and urban driving.

This result is decent for a performance SUV but expect it to be thirsty in an urban environment as the on-board gauge hit the mid-20s in the city.

Based on the large 85L fuel tank theoretical driving range is 714km and around 690 using our real-world result. Respectable for a performance SUV but not as good as some family SUVs.

Make no mistake, the GLE63 S is a big beast, but it certainly doesn’t act its size.

Firstly, the GLE63 S’s engine is an absolute monster, helping it to hunker down off the line and then charge on towards the horizon with serious vigour.

While there’s so much initial torque to begin with, you still get the added benefit of the ISG, which helps to eliminate lag as the new twin-scroll turbos spool up.

That said, acceleration isn’t always brutal, as the electronic stability control (ESC) is often quick to cut power when under full throttle in  first gear. Thankfully, engaging the ESC system’s Sport mode solves this issue.

This behaviour is somewhat ironic as the 4Matic+ system is seemingly never short of grip, with it's working hard to find the axle with the most traction, while torque vectoring and a rear limited-slip differential proportion torque from wheel to wheel.

Regardless, the transmission provides predictably smooth and predominantly timely gear changes, although they’re definitely not dual-clutch quick.

What’s more memorable, though, is the sports exhaust system, which keeps your neighbours relatively sane in the Comfort and Sport drive modes, but will drive them mad in Sport+, with hilarious crackles and pops heard loud and clear on the overrun.

It’s worth noting that while the sports exhaust system can be manually engaged in the Comfort and Sport drive modes via a switch on the centre console, it only makes the V8 rumble grow stronger, with the full effect only unlocked in Sport+.

Of course, there’s more to the GLE63 S experience, like the fact that  it somehow rides like a large SUV yet handles like a sports car.

The suspension’s air springs and adaptive dampers offer up a luxurious ride in the Comfort drive mode, with the GLE63 S wafting along with confidence. Not even its large-diameter alloy wheels pose too much of a threat to this quality on poorer country roads.

The ride is still more than liveable in the Sport drive mode, although the adaptive dampers become a  too firm in Sport+, with the ride becoming a little too jittery to be bearable.

Of course, the whole point of the adaptive dampers becoming progressively firmer is to help the GLE63 S handle even better, but the real revelations here are the active anti-roll bars and engine mounts, which effectively limit body roll to such a level that it’s almost imperceptible.

In fact, overall body control is impressive, with the GLE63 S not feeling like the 2.5-tonne-plus behemoth it is. It really has no right to attack corners the way it does, with the coupe feeling a touch tighter than the wagon, thanks to its 60mm-shorter wheelbase.

Further confidence is afforded by the sports brakes, which include 400mm discs with six-piston calipers up front. Yep, they wash away speed with ease, which is exactly what you’d hope for.

Also key to the handling is the electric power steering, which is speed-sensitive and has a variable ratio. It’s really quick in the wagon, and even more so in the coupe, thanks to its more direct tune.

Either way, this set-up is well-weighted in the Comfort drive mode, with plenty of feel and just the right amount of heft. That said, Sport and Sport+ make it gradually heavier, but neither make the driving experience better, so stick with the default setting.

Meanwhile, Noise, Vibration and Harshness (NVH) levels are pretty good, although tyre roar is consistent at highway speeds, while wind whistle is prominent over the side mirrors when travelling above 110km/h.

The SQ8 delivers on power because it’s effortless to get up to speed and the pick up is super responsive when the start/stop function is turned off (otherwise there can be some lag).

The engine doesn’t sound like a big and grumbly V8, though. There are some growls but it’s mainly when you turn the engine on and not to be obnoxious about it but if you're in a V8, you want to hear it as it’s part of the fun of having a big bruiser engine like this!

What doesn’t help the V8 soundscape is the fact the cabin sounds like a noise-cancelling headphone inside. There is a small hum from road noise but it’s pretty darn quiet. Almost EV quiet at times but that means the driving experience leans more towards refined and elegant rather than sporty and fun. 

The SQ8's handling is great - super direct steering, stable in corners and well-rounded passenger comfort when it comes to suspension.

You still get road feedback, which I like as a driver, but it’s not too stiff thanks to the adaptive suspension.

The SQ8 is a large car but you wouldn’t know it when it comes to parking. The 360-degree view camera is clear and the dynamic guidelines help you to position this big unit even the smallest of car parks.

The SQ8 has a maximum five-star ANCAP safety rating from testing done in 2019 and features eight airbags, including side chest airbags for both rows. It's common to only find the latter in the front – so that’s great for a family car.

The SQ8 scored well across its ANCAP individual protection segments, scoring 93 per cent for adult occupant, 88 per cent for child occupant, 71 per cent for vulnerable road user and 75 per cent for its safety assist.

The SQ8 has a long list of safety features including blind-spot monitoring, safe exit warning, driver attention monitor, fatigue reminder, matrix LED lights, SOS call, forward collision warning, rear collision warning, rear cross-traffic alert, lane keeping/departure aids, tyre pressure monitoring, adaptive cruise control (with stop & go and lane keeping), park assist and a 360-degree reversing camera plus front and rear parking sensors.

The rear row features two ISOFIX child seat mounts and three top tether anchors.

The SQ8 has AEB with car, pedestrian, and cyclist detection and is operational from 10 – 250km/h but it is usual to see this system operate from as low as 4.0km/h.

As with all Mercedes-AMG models, the GLE63 S 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.

Better yet, the GLE63 S’s service intervals are relatively long, at every year or 20,000km – whichever comes first.

It’s also available with a five-year/100,000km capped-price-servicing plan, but it costs $4450 in total, or an average of $890 per visit. Yep, the GLE63 S isn’t exactly cheap to maintain, but you expected that.

The SQ8 comes with a five-year/unlimited km warranty, which is a normal term for the class.

It also comes with capped servicing for five years or up to 75,000km and averages $920 per service, which is very good for the segment.

Servicing intervals are reasonable at every 12-months or 15,000km, whichever occurs first.