Mercedes-Benz GLS-Class vs Toyota Prado

What's the difference?

The GLS63 is an intimidating beast from afar, but it rewards its occupants in almost every way. Yep, there really isn’t a box it doesn’t tick without serious compromise, such is its breadth of capability.

If there was ever a Swiss Army Knife of cars, the GLS63 is definitely a contender for the title, one that makes it very hard to wipe the smile off your face. Just make sure you can fit it in your garage first…

While no doubt the hybrid would appeal to some buyers, given the limits in towing capacity and higher fuel consumption, the extra performance doesn’t really make the i-Force Max a compelling proposition for the LandCruiser/Prado. Australian buyers have made it abundantly clear they’re happy with the Prado already on sale, so it’s hard to see the hybrid having too much success here alongside the diesel engine.

If the GLS63 was a Marvel superhero, it would undoubtedly be the Hulk. Simply put, it has road presence like few others. In fact, it’s frankly menacing.

Of course, the GLS is already pretty intimidating due to its sheer size and blocky design, but the GLS63’s full-fat AMG treatment takes it to another level.

Naturally, the GLS63 gets an aggressive body kit, with its purposeful bumpers, side skirts and rear spoiler serving as instant reminders of what you’re dealing with, but it’s AMG’s signature Panamericana grille insert that really hammers home the point.

Around the side, the GLS63’s 22-inch alloy wheels with staggered tyres (front: 275/50, rear: 315/45) make their presence known, positioned below the wheelarch extensions.

That said, some fun’s also had at the rear end, where the GLS63’s diffuser element integrates the foreboding sports exhaust system with quad tailpipes very neatly.

The focused Multibeam LED headlights also look the part, while the opposing LED tail-lights tie everything together outside quite nicely.

Inside, the GLS63 stands out from the GLS crowd with its sports steering wheel with Dinamica microfibre accents, and multi-contour front seats, which are covered in Nappa leather alongside the armrests, dashboard and door shoulders and inserts.

Of note, the doors bins are unfortunately of the hard plastic variety, which is very disappointing in a vehicle that costs this much. You would expect that cow hide would also been applied to them, but alas it isn’t.

The GLS63’s black headliner serves as an obligatory reminder of its sporting intent, and while it makes for a dark cabin, metallic accents are prominent throughout, while the optional trim (our test vehicle had carbon-fibre) mixes things up, alongside the ambient lighting.

And let’s not forget the GLS63 is still loaded with plenty of cutting-edge technology, including a pair of 12.3-inch displays, with one the central touchscreen and the other the digital instrument cluster.

Both are powered by Mercedes’ class-leading MBUX multimedia system and feature Apple CarPlay and Android Auto support. This set-up arguably remains the best there is today thanks to its speed and breadth of functionality and input methods.

The Prado and LandCruiser largely look the same, but the 1958 we drove did have a few standout elements from a design perspective.

The most obvious are the retro round headlights of the 1958, which are meant to hark back to the original FJ Cruiser. The retro theme is helped by the round light framing the large rectangular mesh grille with ‘TOYOTA’ in big, bold letters.

Personally, I really like the round lights and think it’s a shame the Australian-bound Prado misses out, purely for the aesthetics.

Inside the cabin also feels like a throwback in time, but not to the 1950s, rather the late ‘80s and early ‘90s with the grey cloth trim. It’s a brave decision from Toyota to ditch a more modern look and feel, but, again, I really like it. It feels hard-wearing and suits the nature of the Land Cruiser in the US market, where it has to woo buyers away from Bronco and Wrangler.

One design choice of note is the US-spec version has ‘LandCruiser’ embossed on the dashboard ahead of the passenger, something else we miss out on here with our Prado.

Measuring 5243mm, 2030mm wide and 1782mm tall with a 3135mm wheelbase, the GLS63 is an upper-large SUV in every sense of the term, which means it’s also very practical.

For example, cargo capacity below the load cover is decent, at 355L, but stow the 50/50 power-split-folding third row via the boot and it’s very good, at 890L, or drop the 40/20/40 power-split-folding middle bench, too, and it becomes a cavernous 2400L.

Better yet, the boot’s aperture is almost square, and its floor’s flat, while there’s no load lip to contend with, making loading bulkier items even easier. Up to four tie-down points are also on hand (depending on seating configuration) to secure loose cargo.

Under the false floor is the space-saver spare, which is to be expected, but what isn’t expected necessarily is the fact there’s also enough room there for the cargo cover when it’s not in use, which would be the case if six or more passengers are regularly onboard.

Moving into the power-sliding second row, the GLS63’s practicality is once again brought to the fore, with up to six-plus inches of legroom available behind my 184cm driving position.

There’s also two inches of headroom with the panoramic sunroof in situ, not to mention just enough toe-room. The GLS63’s small transmission tunnel and sheer width also mean three adults can be seated on the middle bench with few complaints.

Amenities-wise, the second row has map pockets on the front-seat backrest and a small fold-down cubby below the rear climate controls, with it containing two slots for smartphones and a pair of strategically placed USB-C ports.

The rear door bins can take one large bottle each, while a fold-down central armrest is also on hand, featuring a shallow tray and retractable (and flimsy) cupholders.

Alternatively, the $2800 Rear Seat Comfort Package fitted to our test vehicle subs in a tablet that can control the multimedia system, a wireless smartphone charger and a small cubby into the former, as well as a heated/cooled cupholder atop the rear of the centre console.

In the third row, it’s not quite as roomy if you’re an adult. With the middle bench in its most accommodating position, my knees still brush up against its backrest, which is to be expected given it’s primarily designed for children. I also have an inch of headroom there.

Nonetheless, getting in and out of the third row is relatively easy as the power-operated middle bench tumbles forward and provides just enough space to make entry and exit somewhat graceful.

When seated, rear occupants are treated to two USB-C ports and one small cupholder each, so they’re arguably taken better care of than those in the middle.

Child seats are well and truly accommodated, with four ISOFIX and five top-tether anchorage points fitted across the second and third rows, although the latter will inevitably prove to be a much tighter fit.

The driver and front passenger are still taken care of, with a front cubby taken up by two heated/cooled cupholders, a wireless smartphone charger, two USB-C ports and a 12V power outlet, while their door bins take one large and one small bottle each.

In-cabin storage options include the large central storage bin, which hides another USB-C port, while the glovebox is on the smaller side, with about a third of it taken up by the fragrance, which is pumped into the cabin to ensure the interior always smells its best.

As the entry-grade variant in the US range, the LandCruiser 1958 is more utilitarian than pampering. That translates to a cabin that has plenty of usability, just like the Australian-delivered LandCruiser Prados we’re used to.

There’s nothing overtly different about the US-spec model, with good space and small item storage in the front and decent room in the second row.

The multimedia system is the same as the one used here too, which speaks to Toyota’s strength for consistency of product around the world. It means anyone driving a Toyota - whether it’s in Australia, the US or elsewhere - has a sense of familiarity immediately.

It also helps that Toyota has stuck with a large amount of physical buttons and switchgear (I counted nearly 50) in addition to the touchscreen. While other brands look to cut controls to save money at the expense of usability, Toyota is sticking with what people know and enjoy.

However, the US version of the Prado has the same riser box inside the boot, which limits its cargo capacity in the same way as it has done here. It's still a reasonable size, but the riser does eat into space and compromises practicality.

For a bit of context to why the Prado is known as the LandCruiser in the States, Toyota USA skips the Fortuner for the 4Runner and ignores the LandCruiser 300 Series in favour of the Tundra-twinned Sequoia. That leaves the iconic LandCruiser nameplate unused, so it does make sense to ditch the ‘Prado’ name.

In the US it is positioned as a rival to the likes of the Ford Bronco and Jeep Wrangler, aimed at off-road adventure types, rather than the family market.

We drove the LandCruiser 1958, an entry-grade specification that has a ‘retro’ look and feel and features some unique design elements. It’s priced from US$56,700 (approx. $86,300), which is significantly more than the $72,500 Prado GX that starts our local range.

Despite the retro elements the 1958 variant gets a reasonable level of standard equipment, including keyless entry and ignition, heated fabric seats, climate control, a 7.0-inch digital instrument display panel, an 8.0-inch multimedia touchscreen, six-speaker sound system and wireless Apple CarPlay and Android auto.

The GLS63 is powered by a familiar 4.0-litre twin-turbo V8 petrol engine, with its version producing a thumping 450kW of power at 5750rpm and 850Nm of torque from 2250-5000rpm.

This unit is mated to a nine-speed torque-converter automatic transmission and AMG’s fully variable 4Matic+ all-wheel-drive system with torque vectoring and a rear limited-slip differential.

This set-up also features Mercedes’ EQ Boost 48V mild-hybrid system, which actually gives a 16kW/250Nm electric boost in short bursts, such as when accelerating off the line.

Speaking of which, the GLS63 sprints from a standstill to 100km/h in just 4.2 seconds, while its top speed is electronically limited to 250km/h.
 

This is the heart of our review, the unavailable hybrid engine, the so-called 'i-Force Max' hybrid powertrain. This is because the US market has never embraced diesel engines, which are so beloved by Prado owners in Australia, so in the search for greater efficiency, Toyota USA is leaning on hybrid technology.

The set-up in the LandCruiser combines a 2.4-litre four-cylinder turbocharged petrol engine with an electric motor in the bell housing between the engine and eight-speed automatic transmission. The combined output of this petrol-electric hybrid is 243kW of power and 630Nm of torque, which is significantly more than the 150kW/500Nm offered by the 2.8-litre turbo diesel offered in Australia.

The catch is, despite the additional power and torque, the LandCruiser is only rated to tow slightly more than 2700kg compared to the 3500kg towing capacity offered by our diesel Prado.

The GLS63’s fuel consumption on the combined-cycle test (ADR 81/02) is 13.0L per 100km, while its carbon dioxide emissions are 296 grams per km. All things considered, both claims are unsurprisingly high.

In our real-world testing, we averaged a fearsome 18.5L/100km over 65km of driving, split between highways and country roads, so not your usual mix. A very heavy right foot definitely influenced that result, but don’t expect to do too much better in a normal run.

For reference, the GLS63’s 90L fuel tank can be filled up with 98RON petrol at a minimum.

Obviously one of the biggest reasons for offering/choosing a hybrid engine is fuel efficiency and on that front the LandCruiser runs into the classic problem of big car, small engine. The official combined urban/highway fuel economy figure for the hybrid is 10.2L/100km, which is well behind the official claim for the diesel-powered Prado of just 7.6L/100km.

Drilling in deeper, the LandCruiser hybrid can drop as low as 9.4L/100km on the highway but rises to 10.6L/100km in a purely urban environment, which is typically the opposite to how hybrids excel.

The other major difference between the LandCruiser and our Prado is the size of the fuel tank. The US model only gets a 67-litre tank compared to the 110L offered in Australian models. That, naturally, has a major impact on range, with the LandCruiser hybrid only able to go a theoretical 656km on a single tank, compared to nearly 1300km for the Prado diesel.

Frankly, the GLS63 has absolutely no right being as capable as it is. It’s a really big bus that’s legitimately convinced it’s a sports car half its size.

Being a GLS variant, the GLS63 has independent suspension consisting of four-link front and multi-link rear axles with air springs and adaptive dampers, but its party trick is the addition of active anti-roll bars.

In what feels like magic, the GLS63 is simply not intimidated by corners, despite having massive dimensions and a considerable 2555kg (kerb weight) to deal with.

The active anti-roll bars make the GLS63 so much easier to drive fast through the twisty stuff, almost eliminating body roll, taking one key variable out of the equation for the driver. Active engine mounts are also fitted, helping to settle things even further.

The electric power steering on hand is also good. It is speed-sensitive and has a variable ratio, which basically makes the set-up more direct when it needs to be. It’s typically light in hand, too, until one of the sportier drive modes is engaged and extra heft is added.

So, handling is scarcely believable, which means the ride must be compromised, right? Yes and no. With the adaptive dampers in their softest setting, the GLS63 is very compliant. In fact, we’d say it feels luxurious when compared to other high-performance SUVs.

That said, our test vehicle was fitted with the optional 23-inch alloy wheels ($3900), which look the part but expose sharp edges and other road imperfections, not to mention generate noise easily heard inside. Naturally, feedback is exacerbated in the sportier drive modes.

Anyway, there’s more performance, and the GLS63 has the rest in spades. Its engine is a powerhouse in every sense of the word. It’s so powerful, in fact, that it hilariously hunkers down off the line or when suddenly accelerating at low speed.

Thanks to the mild-hybrid system, wads of torque is available from the get-go, making for a highly responsive driving experience, even in those rare moments when the engine isn’t on song.

While not as characterful as some of the other members in the 63 series, the GLS63 still makes some thoroughly entertaining noises, with its sports exhaust system popping like mad while on the overrun.

All of this ability is very well and good, but you need to be able to pull up quickly, and the high-performance braking package (400mm front and 370mm rear discs with six-piston fixed callipers and single-pot floating stoppers respectively) mercifully does exactly that.

While it may be a hybrid, the LandCruiser is no urban ‘show pony’ and Toyota USA is adamant that it is tough enough to live up to the reputation of its famous nameplate. It’s built on the same TNGA-F platform as our Prado - as well as the Tundra pick-up and others - so it has the foundations for rugged adventure.

It comes standard with locking centre and rear differentials, rear coil springs, full-time four-wheel drive, a two-speed transfer case, ‘CRAWL Control’, a 2400W AC inverter and standard trailer brake controller, which are all must-haves for anyone planning a serious off-road trip.

While we have little reason to doubt the off-road ability of the LandCruiser, our test drive was limited to the urban jungle of Los Angeles, which allowed us to really focus on the powertrain.

Not surprisingly, given its similarities with other Toyota hybrid set-ups, it felt very familiar, albeit in a very different vehicle than the RAV4 and Camry we’ve driven previously. Despite its big on-paper numbers, there was some noticeable lag on initial acceleration and the engine sounds like a modern four-cylinder - a bit gruff when revved hard.

It certainly has enough performance to pull the LandCruiser along, but it isn’t over-endowed with power and torque. At least not in the way its stats suggest.

For the most part, around town, it did a good job of quietly motivating the big SUV around with a minimum of fuss.

Being a US-specific model there is no ANCAP or Euro NCAP crash testing data, but given the diesel model scored a five-star rating there’s little evidence to suggest it would be any less safe.

All US LandCruiser models come standard with the Toyota Safety Sense 3.0 suite of active safety features. This includes pre-collision warning, lane departure warning with steering assist, lane tracing assist, road sign assist and full-speed adaptive cruise control.

As with all Mercedes-AMG models, the GLS63 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.

The GLS63’s service intervals are relatively long, at every 12 months or 20,000km (whichever comes first). Better yet, it’s available with a five-year/100,000km capped-price servicing plan, but it costs $4450.

One big plus for the LandCruiser over the Prado is Toyota USA offers two years of free servicing - a nice bonus.

It does have different warranty coverage for different components though, the overall vehicle warranty covers the first three years, the powertrain is covered for five years but the hybrid components are warranted for 10 years.