Mercedes-Benz Gls450 vs BMW 7 Series

What's the difference?

The GLS450d impresses as an entry-level grade, as it’s a more family-friendly allrounder than the specialised AMG and Maybach variants. Its combination of a torque-rich diesel 48V hybrid drivetrain, air-cushioned suspension and plush interior are as well suited to luxury urban travel as they are to grand touring, where its heavy towing and generous load-carrying capabilities can shine. Whether it’s worth around $200K drive-away, only those who shop at the top end of town can decide.

While the new 7 Series won’t visually appeal to everyone, nor is it at the forefront of spirited driving dynamics, it’s hard to argue that it isn’t fit for purpose.

Its rear theatre screen and lounge layout might seem gimmicky at first, but it’s difficult to think of a more comfortable way to be transported on wheels short of putting a chassis under your loungeroom. Even then, you’d have to ask someone for a massage.

This is one of those cases where a car becoming larger isn’t such a bad thing, and BMW should feel like it’s achieved, seemingly, what it set out to do in building an electric limousine that doesn’t fall short in range or dynamics.

If BMW can bring this level of refinement down to its more affordable models, its electric future is looking promising.

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

This is an imposing vehicle in extravagant S-Class tradition, riding on an expansive 3135mm wheelbase and stretching more than 5.2 metres (5215mm) long and more than 2.0 metres (2030mm) wide with a turning circle that's nudging 13 metres.

However, it’s just under 1.8 metres (1798mm) tall, so there’s no clearance issues when accessing multi-storey carparks. And with its side-steps (or ‘running boards’ in nostalgic Benz speak) most adults can step rather than climb aboard, although passengers of shorter stature during our test noted that assist handles on the A and B pillars would be handy.

Central to its sophisticated chassis design is adaptive air suspension, which uses a pneumatic or ‘airbag’ form of springing with adaptive damping to continuously optimise ride comfort and handling response according to road conditions and driving dynamics (see Driving).

The GLS’s styling is clean and uncluttered with tasteful restraint evident in its chrome and satin-chrome highlights, yet it projects a majestic quality with its prominent four-louvre grille and elegantly spoked alloy wheels.

The spacious and sumptuous seven-seat interior is visually pleasing and practical, with a subtle blend of surface treatments, contrasting tones, lots of soft-touch surfaces and exposed stitching. This is combined (thankfully) with physical dials, switches and ‘piano key’ buttons to control numerous interior functions, in preference to distracting touchscreen prompts.

BMW freely calls the new 7 Series “monolithic” in its press material, and it’s hard to argue. The seventh-generation of its luxo limo is bigger in every dimension, and with a higher bonnet and bootlid, the car is convincingly imposing even when parked. Even more so in black.

From the front, the 7 Series clearly has a new face compared to its predecessor, with split headlights now an indicator of BMW’s luxury oriented models - the incoming XM SUV features the same.

Its LED daytime running lights feature Swarovski crystals, while the grille surround illuminates while the vehicle is parked and on. It’s currently unable to be illuminated while driving to comply with Australia’s laws.

It’s perhaps less elegant and more aggressive than previous generations, but that doesn’t mean there won’t be those who approve. It’s certainly emotive, especially when compared to the side and rear of the car.

The side profile of the 7 requires quite a few steps back from the car to really take in - it’s almost 5.4 metres long - though it's hard to hide the size of a car that allows its rear passengers to almost lay down.

From the rear, the 7 Series is probably at its most uninspiring, which is a reverse from the interior where the front feels more minimalistic than some of its rivals like the Mercedes-Benz S-Class.

BMW has used crystalline geometric shapes throughout the cabin, and the front ‘interaction bar’ is perhaps the best example.

In keeping with the minimalism, its screen sits in an almost freestanding style out from the dash, with no physical buttons seen around it.

Although it has a hefty 2655kg kerb weight, our test vehicle’s 3420kg GVM rating provides a useful 765kg of load capacity, which should comfortably absorb the combined weight of up to seven occupants and light luggage. Or with the third row of seating folded, five occupants and heavier luggage.

It’s also rated to tow up to 3500kg of braked trailer and with its sizeable 6920kg GCM (or how much weight it can legally carry and tow at the same time) it can carry its maximum load while towing its maximum trailer weight.

So, that’s commendable practicality, given it would be well suited to owners that need to tow large caravans, boat trailers, horse floats etc in style without having to compromise much (if at all) on either passenger numbers or luggage capacity.

Driver and front passenger space and comfort is exceptional, as you’d expect. Storage includes a large glovebox plus a bottle holder and bin in each door. The front of the centre console has two USB-C ports, wireless phone charging and heated cupholders, while the rear of the console has a large storage box with a third USB-C port and padded lid that doubles as a comfy elbow rest.

Even tall passengers in the second row of seating enjoy spacious comfort, given I’m 186cm and with the driver’s seat set in my position I have ample knee clearance, foot room and head space.

However, the central passenger must contend with a transmission tunnel in the floor and shoulder room would be squeezy for three large adults, which is okay for short trips but a maximum of two would be ideal for longer journeys.

The rear of the centre console also treats second-row passengers to a pair of USB-C ports, adjustable air-vents and a control panel that allows independent climate adjustment.

There’s also a large bin/bottle holder in each door plus storage nets on each front seat backrest. The centre seat backrest folds flat to allow long items (skis etc) to slot between the outer backrests. And it also serves as a fold-down armrest, containing two cupholders and a lidded slimline compartment that’s ideal for hidden phone storage.

The third row is uncommonly spacious, even for tall people, with padded armrests on each side containing cup holders and twin USB-C ports.

The carpeted rear luggage area has four load-anchorage points, a first aid kit and 12v socket. With the third-row seats upright it offers 355 litres of load volume, which increases to 1350 litres with the third row folded and 2400 litres (or 2.4 cubic metres) with both the second and third rows folded.

If the word ‘practicality’ brings to mind simplicity, the 7 Series might require you to have a bit of a mental reset. If it means plenty of space and a long list of elements to keep you comfortable, you’d be closer to the money.

While it’s visually restrained in some ways, the space accessible to the driver is thought out reasonably well, as you’d expect from a car costing more than a quarter-million.

The front seats certainly aren’t the main event, but the Merino leather and cashmere wool combination seats are far from uncomfortable, with the heating, cooling, and massage functions accessible from the central multimedia screen.

The controls for those, as well as functions like the climate control, are easily accessible, though could probably be even easier with a physical climate control panel. 

Controls for the individual vents, and even the glovebox are found along the BMW interaction bar, which can (frustratingly) reflect light thanks to its crystalline design, meaning it’s hard to see while driving on a sunny day.

Similarly, while the centre console where the main control dial for BMW’s 'iDrive' isn’t far removed from previous versions, it’s less tactile and requires a look sometimes to see what’s being pressed. Here, too, sunlight can reflect (this time off the dial) and make it more distracting.

Fortunately, the steering wheel controls remain physical buttons, and they’re laid out in a way that previous BMW owners or drivers will find familiar. 

The 7 Series also now leans more heavily on voice activation, so if the lack of physical climate controls or the multimedia screen is a little distracting, much can be achieved by actually asking the car with a “hey, BMW… ”.

There’s a large storage unit in the centre console, as well as two cupholders and a phone charging platform in front of the multimedia controls.

The rear seats, especially the one behind the front passenger, are where the 7 Series begins to feel its worth. If you’re buying one with the intention of being the driver 100 per cent of the time, you’re missing a trick.

The ability for the front passenger seat to shift forward and maximise legroom while the rear seat reclines into a lounge position is nothing new, limousine sedans have been able to do this for years, but the 7 Series takes it to another level.

Not only is there plenty of space for even the tallest of humans to stretch out, but the positioning and angle of the huge 31.3-inch theatre screen is great, even if it impedes the driver’s rear view, and the ability to use it as a touchscreen for some functions means less need for the handy but sometimes fiddly door-mounted control screen.

If you plan on playing games, the controls (and the fact you’re likely in a moving car) can make it a little difficult, but the small control panel is overall easy to use and well-placed.

The cushioned armrest that folds down in place of a middle passenger is comfortable, features a phone charging pad and pop-out cupholders, as well as a storage space under the armrest.

Finally, the boot space in the BMW 7 Series is far from small, with the electric i7 offering 500 litres (VDA) of space, while the 740i boasts 540 litres thanks to its lack of battery.

Given we’re in the realm of models where the price difference between two variants could pay for an entire new city car, what value means shifts a little bit.

The BMW 7 Series comes in two variants for the seventh generation, starting at $268,900 for the petrol-powered 740i, and $297,900 for the electric i7. 

Previously, it was possible to get into the BMW 740i for $198,900 after BMW lowered the price of the sixth generation car.

However, the new 7 Series is larger and has more packed into it, with both variants highly specified and mostly differing in price due to their drivetrains and some more minor creature comforts.

The 740i starts with an already impressive list of standard features, with 20-inch M alloy wheels, remote start, a tyre pressure monitor, rear-wheel steering, 'crystal' headlights and an illuminated grille surround, a panoramic glass roof, heated seats and a massage seat for the driver with Merino leather, a 20-speaker Bowers & Wilkins sound system, as well the option to select the M Sport or M Sport Pro pack at no extra cost.

The more expensive i7 xDrive60 gains, on top of that, 21-inch wheels, active roll stabilisation, automatic opening and closing doors, multifunction seats with heating, cooling, and massage in the rear, plus a 39-speaker sound system and the impressive 31.3-inch theatre screen.

The i7 also comes with a BMW third-gen wallbox, home and public charging cables, and a five-year ChargeFox subscription. It also gains a six-year service package over the five included with the 740i.

If the i7’s extra features are tempting, but its drivetrain isn’t, 740i buyers can opt for a 'Connoisseur Lounge' pack for $27,900 which adds the auto doors, multifunction seats, rear theatre screen, and a 40-speaker sound system.

The GLS450d comes standard with a 3.0-litre turbocharged inline six-cylinder diesel producing 270kW of power at 4000rpm and 750Nm of torque between 1350-2800rpm.

This is paired with a 48V mild-hybrid system comprising a 48-volt battery (charged by regenerative braking) and an integrated starter-generator which provides both seamless engine stop-start and up to 15kW/200Nm of extra power and torque during acceleration.

A nine-speed torque converter automatic provides the choice of manual shifting using the steering wheel-mounted paddles, along with several selectable drive modes.

The active all-wheel-drive system continuously adjusts the engine’s torque delivery between front and rear axles (and individual wheels as needed) to maintain optimum traction and handling.

The BMW 740i is powered by a 3.0-litre turbocharged in-line six-cylinder petrol engine, as is the way with many of BMW’s larger cars. It’s also a mild hybrid, incorporating a 48-volt electric starter/motor combination.

The 740i makes 280kW between 5200-6250rpm, and 520Nm between 1850-5000rpm, which is transferred to the rear wheels via an eight-speed automatic transmission.

The electric i7 xDrive60 is the flagship model, with its dual-motor all-wheel drive powertrain good for 400kW and 745Nm, allowing for a claimed 0-100km/h time of 4.7 seconds - 0.7s faster than the 740i.

Mercedes-Benz claims official combined consumption of 7.8L/100km and the dash display was showing 9.0 when we stopped to refuel at the completion of our 368km test, which included the usual mix of suburban, city and highway driving with up to five passengers at times and light luggage.

Our own figure, calculated from fuel bowser and tripmeter readings, was close at 9.5 which is outstanding sub-10L/100km economy for such a substantial vehicle in mostly metropolitan use. Therefore, based on our own consumption figure, you could expect a real-world driving range of around 950km from its 90-litre diesel tank.

BMW Australia hasn’t yet specified local figures for fuel consumption or energy efficiency for either variant of the 7 Series at the time of our review, but the international specifications for both i7 xDrive60 and 740i give a relatively accurate guide.

BMW claims the electric i7 has a power consumption of between 19.6 and 18.4kWh/100km, which means its 101.7kWh battery allows a range of between 591 and 625km according to the brand.

It’s claimed to charge from 10 per cent to full in less than 5.5 hours with a 22kW AC wallbox, or in 34 minutes to reach 80 per cent using DC fast charging at 195kW.

The petrol powered 740i will use between 7.0 and 8.0 litres per 100km, according to BMW, which equates to between 183 and 159g/km of CO2.

It’s an enjoyable vehicle to drive, with multiple power adjustments for the seat and steering wheel combined with a large left footrest which provide supreme driver comfort and support.

The powerful and responsive turbocharged six-cylinder diesel and nine-speed auto are well suited to this application. The engine’s ample torque provides spirited acceleration from standing starts, taking only six seconds to reach triple-digit speeds.

This drivetrain would be well suited to heavy towing duties, given the 48V mild-hybrid system can contribute an extra 200Nm (in addition to the engine’s 750Nm), which raises the total theoretical torque output to almost 1000Nm.

The active air suspension provides a wonderfully cushioned ride that floats over bumpy roads, while maintaining excellent handling response and surprising agility. These commendable chassis dynamics, combined with the powerful and responsive drivetrain, makes the vehicle feel smaller and lighter than its dimensions and kerb weight would suggest.

Overall, it’s difficult to fault from a driver’s perspective, with the only exception being the voice activation function. This is often triggered by words or phrases other than ‘Hey Mercedes’ resulting in regular interruption of conversations. This needs some fine tuning.

BMW hopes for two things for the new 7 Series: one, that it’s the best car to be driven in, and two, that it’s the best car to drive.

While one of those things could be argued to be true, we suspect there are some engineers in BMW’s M department who would be frustrated at the thought of a more-than 2.6-tonne limo being called better to drive than a car half that size with a manual gearbox.

But, perhaps unsurprisingly, the BMW 7 Series is rather refined from the driver’s seat, especially on roads where the speed limit is high and the corners are long.

The two variants Australia has available, the i7 xDrive60 and the 740i, differ in their drivetrains as mentioned above, and the dynamics of each are slightly different. 

The all-wheel drive electric i7, despite its extra heft (the 740i is almost 600kg lighter) the EV feels more nimble thanks to its immediate torque delivery and higher outputs give it more flexibility in dynamic driving.

The lower centre of gravity, even with the extra weight, helps the electric i7 hold its own against the turbo six-powered 740i.

Both variants come standard with BMW’s rear-wheel steer system, or ‘Integral Active Steering’, which is vital to providing the agility needed for keeping the 7 Series in shape on tight roads, where it tightens the turning circle below 60km/h, though its 3215mm wheelbase does a lot to keep it feeling stable.

Above 60km/h, the rear-wheel steering improves stability further by turning slightly with the front wheels as opposed to against them, allowing for smoother flowing cornering and highway lane changes.

In either case, the 7 Series is easy to drive, with the steering able to be set to Comfort regardless of the drivetrain’s intensity (Sport and Comfort are the only options), which leaves the wheel feeling lighter.

The ride, whether from the front or the back, is impressive, even when being chauffeured through rough backroads. 

The 7 Series, despite not being engineered specifically for Australia’s sometimes shockingly pockmarked roads, manages to soak up impacts before they transfer from the tyre into the seats, and that goes for the sound and road noise, too.

Unfortunately, our launch test drive was hampered by some roadworks out of BMW’s control, so stay tuned for a more in-depth drive soon.

The new BMW 7 Series hasn’t been crash tested by ANCAP, nor does it seem likely it will be, given the small number that are likely to be sold here. 

But the car itself isn’t short on safety features, and BMW has a good recent history of scoring the maximum five stars for its cars.

The 7 Series features front and side airbags for driver and front passenger, curtain airbags for both front and rear seats, crash sensors, and a tyre pressure indicator.

Of course, the standards like active cruise, AEB, and sensors for collision warnings are all standard, plus BMW also offers active roll stabilisation as an option, which uses 48-volt motors to steady the car and account for the road surface and body roll through corners.

The GLS comes with a five-years/unlimited km warranty (better than BMW and Lexus) and five years of roadside assistance. Scheduled servicing is every 12 months/25,000km whichever occurs first.

Mercedes-Benz offers capped-price pre-paid servicing packages with three, four or five-year terms. For example, the total upfront cost of the minimum three-year term is $4090, or an average of $1363 per service.

BMW offers a five year, unlimited kilometre warranty and that extends to both variants of the 7 Series.

BMW also offers servicing packs for its new cars, though the pricing for each group of models excluded the 7 and 8 Series and its M cars. 

Given the most expensive servicing pack listed is the BMW X7’s $2800 five-year, 80,000km pack, expect anything similar for the 7 Series to cost more.

In terms of when servicing is required, BMWs are condition-based, meaning the car’s own systems detect whether something like an oil change or part replacement is required, and provides that data to your BMW service centre to help calculate an estimate for work needed, ahead of time.