Mercedes-Benz Gls600 vs LDV G10

What's the difference?

It’s big, it’s bold and totally baller, but that’s kind of the point.

The Mercedes-Maybach GLS 600 might not win over many fans with its in-your-face design or its sky-high price tag, but there is definitely an appeal here.

Taking luxury to another level is no easy feat, especially in a Mercedes, but the attention to detail, lavish second row and butter-smooth V8 engine combine to turn the already-good GLS into this exquisite Maybach.

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

The LDV G10 is a solid option for those buyers who just want a van that gets the job done. It was decent with weight on board, but is probably better suited to parcel carriers rather than pallet shifters.

Safety levels are the biggest concern, as it is falling behind in the class when it comes to active safety tech, and its weak crash test score could be enough to rule it out for some customers. 

If you have wealth, why not flaunt it? I reckon that might be the philosophy of the Maybach designers back at HQ, and it kind of shows!

The styling of the Maybach GLS might be the most controversial thing about it. But honestly, I love it!

The liberal lashings of chrome, the three-pointed star hood ornament, and especially with the optional two-tone paintwork, it’s all just so over the top and in your face that it brings out a smile.

From the front, the Maybach is also distinguished by an imposing grille that gives it serious presence on the road, while the profile is characterised by massive 23-inch multi-spoke wheels – better park well clear of any gutters!

You’ll also notice the Maybach eschews the usual black-plastic cladding around the wheelarches and underbody found on lesser/cheaper SUVs in favour of body-coloured and gloss-black panels.

There is also a little Maybach badge on the D-pillar, which is a nice attention-to-detail touch. From the rear, there’s more chrome, while the dual exhaust outlets hint at the performance on offer. But it’s inside where you really want to be.

Everything in there is just a sea of soft-touch and premium materials, from the dashboard to the seats and even the carpet under your feet.

Though the layout of the interior mirrors the GLS, the extra detailing, like the Maybach-stamped pedals, unique multimedia surround and woodgrain steering wheel, elevates the cabin into something truly special.

And if you opt for the comfort rear seats, well they wouldn’t look out of place on a private jet.

The second-row seats also feature contrast stitching on the headrests, cushions, console and doors for that add a touch of class.

I can see the Maybach GLS might not be to everyone’s tastes, but it certainly stands out from the sea of samey-looking luxury SUVs out there.

The more you see LDV G10 vans, the more regular they look. Familiarity breeds ignorance, I guess, but I still think the G10 looks smart. 

It isn’t quite as boxy as some, with its sleeker front-end styling and almost sedan-like tail-lights helping it stand out from the ‘box-on-wheels’ stigma. It gets 16-inch alloy wheels as standard, and has halogen headlights and misses out on daytime running lights.

But it still is a box on wheels, measuring 5168mm long (on a 3198mm wheelbase), 1980mm wide and 1928mm tall. That makes it a darn sight smaller than the new HiAce, which stepped up significantly in size, and about on par with a Renault Trafic SWB or Ford Transit Custom 300S SWB. 

The perceived build quality is mostly okay, though our test car had a few loose plastics on the outside and a seemingly mis-fit windshield rubber.

The Maybach GLS is based on Mercedes’ largest SUV offering to date, which means there is plentiful room for occupants and cargo.

The front row feels positively palatial, with heaps of head-, leg- and shoulder-room for six-foot (183cm) tall adults.

Storage options include generous door pockets with room for large bottles, two cupholders, a smartphone tray that doubles as a wireless charger, and an underarm storage cubby.

But the rear seats are where you want to be, especially with these second-row comfort seats fitted.

It’s rare when there is more room in the rear than the front, but it does makes sense for a car like this, especially when you consider the GLS this car is based on is a three-row vehicle.

The removal of seats six and seven mean there is more room in the second row, especially with the comfort seats fitted, allowing you to recline fairly flat and to get into a comfortable position.

Storage is also plentiful in the second row, with a bespoke centre console in our test car, the aforementioned drinks fridge, backseat storage and a nice door bin.

Open the boot and you will find 520 litres (VDA) of volume, which is plenty for golf clubs and holiday luggage.

However, if you opt for the rear seat refrigerator, the cooler box will eat into boot space.

Those dimensions translate to a cargo space of 5.2 cubic metres, with a load space spanning 2500mm long, 1590mm wide (1270mm between the arches) and 1270mm tall. That mightn’t be big enough for you, and that’s too bad - there is no high roof version, nor a long-wheelbase model; but you could get an LDV V80 if you really need to step up in size… but we wouldn’t suggest you do that.

The payload for this model is 1010kg, which is decent but not benchmark-setting. It has a gross vehicle mass of 3000kg, meaning a kerb weight of 1990kg. The gross combination mass depends on the model: the GCM for diesel models is 5000kg for a braked trailer, while petrol models have a GCM of 4750kg for a braked trailer (auto) and 4500kg (manual). All models have a GCM of 3750kg for unbraked trailers.

The petrol versions have 1093kg of payload, if you prefer that fuel type. Interestingly, the manual versions have leaf spring rear suspension, while the auto models have coil springs as part of a five-link suspension architecture.

The load area has a six floor-mounted and four wall-mounted tie-down hooks, and the floor is lined with a vinyl covering while up to half-height the inner walls are lined, too. There are four lights mounted on the walls, which is handy for after-hours work.

And every LDV G10 comes with dual sliding side doors (some brands charge thousands more for this convenience), while the back door is a tailgate as standard, with the option of barn doors for diesel models.

For those who need to fork loads in, the barn doors are a no brainer, because the side door apertures (at 820mm wide) aren’t broad enough to load in using a lift. The tailgate also makes it very difficult to load weight in, as we found on test, as our mates at Crown Lifts had to use long tines to fork in our 750kg ballast.

When it comes to creature comforts up front, there is a pair of low-mounted pop-out cupholders, and an open storage area between the seats. There isn’t much covered storage, so if you often carry valuables, you may need to keep that in mind. 

The seats are comfortable and offer good adjustment, and they’ve been changed since the diesel auto model launched. They’re no longer a cheap-feeling fabric, but rather a faux-leather accented, mesh-lined set of seats, and both have armrests. Nice.

The presentation is okay, but the ergonomics could be better. The touchscreen is mounted down lower than most, and means you may need to take your eyes away from the road because the controls are down even lower. And the USB? Near the floor.

That screen is still a 7.0-inch display, but now has the same software system as the newer models in the LDV range. That means a nice crisp colourful display with the added advantage of Apple CarPlay… if you can get it to work. We had a few issues when reconnecting a phone without re-starting the car. 

If you’re buying an LDV G10, it’s because of the price. The cost of the diesel automatic model we’ve got is usually $32,490 drive-away for ABN holders, but there are promotions running listing it at $29,990 drive-away for ABN holders at the time of writing. If you’re not an ABN holder, just get one, because you’ll save heaps (the G10 diesel auto is $34,147 drive-away for non-ABN holders).

You can get other vans for around this money - the Renault Trafic Trader Life manual, with its gutless 66kW turbo-diesel engine, is $30,990 d/a. But you won’t find a diesel Hyundai iLoad, Peugeot Partner or Toyota HiAce within $10,000 of the LDV.

As for standard spec, you get 16-inch alloy wheels, tyre pressure monitoring, climate control air-conditioning, a 7.0-inch touchscreen with USB connectivity, Apple CarPlay, Bluetooth phone and audio streaming, CD player and AM/FM radio, a digital speedometer, two part fake-leather seats with arm-rests (driver’s side with height adjust), carpet flooring up front, and vinyl floor protective liner in the rear, and a reversing camera. 

Standard body fit out is dual sliding side doors and a lift tailgate, though you can get barn doors fitted on diesel models. Unlike some competitors, there is no option for glazing in the rear doors or side panels. 

There are also no auto headlights, no auto wipers, push-button start, keyless entry, leather-lined steering wheel, reach adjustment for the steering, and there’s quite a bit missing in the safety section of this review - see below.

Powering the Mercedes-Maybach is a 4.0-litre twin-turbo petrol V8 – the same engine you will find in many AMG products like the C 63 S and GT coupe.

In this application, the engine is tuned to produce 410kW and 730Nm, which is admittedly less than you get in something like the GLS 63, but the Maybach isn’t designed to be an outright powerhouse.

With drive sent to all four wheels via a nine-speed automatic transmission, the Maybach SUV will accelerate from 0-100km/h in just 4.9 seconds – also helped by a 48-volt mild-hybrid 'EQ Boost' system.

Though not designed for outright grunt, the Maybach GLS’s engine is nicely tuned to deliver smooth power and seemless shifting

The Maybach is more than a match for rivals such as the Aston Martin DBX (405kW/700Nm), Bentley Bentayga (404kW/800Nm) and Range Rover P565 SV Autobiography (416kW/700Nm).

Under the bonnet of the diesel G10 is a 1.9-litre four-cylinder turbo-diesel with 106kW of power and 350Nm of torque. There’s the choice of a six-speed manual or six-speed automatic, and the G10 is rear-wheel drive. It has a diesel particulate filter, but not stop-start or AdBlue.

Prefer petrol? There’s a 2.4-litre five-speed manual model (105kW/200Nm) or a 2.0-litre turbocharged six-speed auto (165kW/330Nm). Those models are cheaper - $25,990 for the manual for ABN holders, while the turbo-petrol auto is $30,990 d/a. 

Official fuel consumption figures for the Mercedes-Maybach GLS 600 are pegged at 12.5 litres per 100km, and it’s recommended to fill up with 98 RON premium unleaded, so be prepared for a big fuel bill.

This is despite the 48-volt mild-hybrid tech that lets the Maybach coast without using fuel in certain conditions, and extends start-stop functionality.

In our brief time in the car, we managed to get 14.8L/100km. Why is the Maybach so thirsty? That’s simple, it’s weight.

All the cool features like Nappa leather interior, woodgrain trim and 23-inch wheels add weight to the overall package, and the Maybach GLS tips the scales at nearly three tonnes. Ouch.

The combined cycle fuel use claim for the LDV G10 diesel auto is 8.6 litres per 100 kilometres. The manual version uses 8.3L/100km according to the brand.

On test we saw a fuel use return of 9.7L/100km at the pump, across a mix of urban, highway and freeway driving, with and without a load. 

Petrol models use a claimed 11.5L (manual) and 11.7L (auto) per hundred.

While you might not find many owners of the Maybach GLS in the driver’s seat, it’s nice to know it can hold its own in the driving dynamics department.

Don’t get me wrong, this won’t give the AMG-blessed GLS 63 a run for its money, but the Maybach SUV is far from dull.

And the engine plays a large part in this. Sure, it’s not as savage as some AMG models, but there is still plenty of grunt to come out of corners with enthusiasm.

The tune of the engine is obviously weighted towards smoothness and comfort, but with 410kW/730Nm on tap there is enough there to make things feel urgent.

The nine-speed automatic transmission also has to be called out, as it is calibrated in such a way that the shifts are imperceptible. There’s none of that mechanical jerkiness and clunkiness involved in swapping cogs, and it just makes the Maybach GLS feel that much more luxurious.

The steering, while straying a towards numb, still offers plenty of feedback so you know what’s happening underneath, but it’s the active body control that works to keep this hefty SUV in check in the bends.

The best bit, though, has to be the air suspension, which floats the Maybach GLS over bumps and uneven roads like a cloud.

The front-facing camera can also read the terrain ahead and set-up the suspension for incoming speed bumps and turns, taking comfort up to a whole new level.

All this is to say, yeah, the Maybach might look like a boat, and cost as much as a boat, but it doesn’t actually feel like a boat behind the wheel.

But really, are you buying this car because you want to be the driver? Or are you buying one because you want to be driven?

In the second row, it’s as close as you’ll get to a first-class flight on the road, and the seats are genuinely plush and cosy.

It’s eerily quiet and supremely comfortable in the second row, leaving you free to carry on with important business like drinking your champagne or uploading to the 'gram.

And while I usually suffer from a bout of motion sickness within minutes of looking at a phone in a car, I didn’t feel such ill effects in the Maybach GLS.

Even after about 20 minutes scrolling through Facebook and emails while being driven around, there was no sign of a headache or queasiness, which is all thanks to how well the suspension is tuned and the active anti-roll technology doing its thing.

You probably wouldn’t choose an LDV G10 as a daily driver if you didn’t intend to use the cargo zone at least 80 per cent of the time.

But if - for whatever reason - you really want to use a van like this on a day-to-day basis, you won’t hate it. 

The G10 drives pretty nicely for this type of vehicle. It isn’t as bouncy when unladen as some of the other vans out there, with the suspension proving very quick to settle and mostly very compliant across mixed surfaces. 

The steering wheel can jostle a bit over sharp edges, but it steers well, with decent (not too heavy) weighting and predictable response at all speeds. 

Without weight on board the engine feels reasonably urgent in its response, which is a bit of a surprise because it’s not a powerhouse based on its outputs. It revs smoothly and pulls with good strength, with little turbo lag to contend with. While it is a bit of a grumbly engine at times, the response is better than adequate.

Plus the transmission is well sorted, with smooth shifts that are predictable.

The braking response is definitely better without weight on board, with a decent progression to the pedal and decent bite when you press hard on the anchors.

If safety matters to you, this could be your reason not to buy an LDV G10.

The van scored a mediocre three-star ANCAP crash test safety score - which would be more acceptable if that was under the current, strictest criteria, but it was actually tested in 2015. Which means it would be even lower if tested today.

One of the reasons is the safety equipment - there’s not a lot of it. You get dual front airbags, but no side airbags or curtains. There is no advanced tech like auto emergency braking (AEB), no lane keeping assistance or lane departure warning, no blind spot monitoring or rear cross-traffic alert… But you do get a reversing camera and rear parking sensors.

Like all new Mercedes models sold in 2021, the Maybach GLS 600 comes with a five-year/unlimited kilometre warranty with roadside assist over that period.

This is class-leading in the premium segment, with only Lexus, Genesis and Jaguar able to match the warranty period, while BMW and Audi serve up assurance periods lasting only three years.

Scheduled servicing intervals are every 12 months or 20,000km, whichever occurs first.

While the first three services will cost owners $4000 ($800 for the first, $1200 for the second and $2000 for the third service), buyers can opt to save some money with a pre-paid service plan.

Under the service plan pricing, three years of maintenance will cost $3050, while four- and five-year plans are on offer at $4000 and $4550 respectively.

LDV isn’t close to the leaders in the segment for ownership, with a behind-the-times three-year/100,000km warranty (admittedly with the same cover for roadside assist), and no capped price servicing plan. 

Service intervals are every 12 months/10,000km, which is short, and you need to get an initial service done at 5000km, too. 

If you’re worried about long-term longevity, you can check out our LDV G10 problems page.