Toyota Land Cruiser Prado VS Mercedes-Benz GLE-Class
Toyota Land Cruiser Prado
- Value in low-spec auto models
- Serious off-road credentials
- Lower prices across the range
- Safety kit isn't widespread enough
- Pricey in high-spec models
- No Apple CarPlay/Android Auto
- In-line six engine
- Grand interior
- High-tech features
- Three-year warranty
Toyota Land Cruiser Prado
The heavily updated Toyota LandCruiser Prado range sees some big changes for 2018, with a new look, updated interior and added equipment across most models in the range.
The good news for buyers is that prices are lower across the line-up, with reductions of between $600 and $1200 depending on the variant. That should be enough to see it retain its spot at the top of many customers’ shopping lists – it sure as hell can’t do much wrong on the sales charts, where its easily the best-seller in the large SUV segment.
And with four trim levels available to choose from, each offering new kit and lower pricing, buyers are undoubtedly better off with the Toyota Prado 2018 model range. But has it improved over the previous model? And which is the one you should be looking at?
Read on, and we’ll figure it out together.
|Engine Type||2.8L turbo|
Not so long ago, even the idea of 'coupe SUV' would have been considered just a little bit silly.
But not anymore. This almost contradictory bodystyle is well and truly here to stay, as evidenced by the expanding catalog of available models pouring out of premium automakers.
Benz tells us, for example, that coupe versions make up some 25 per cent of its GLE sales in Australia.
Which brings us to this car – the second-generation GLE coupe. We were sent to its international launch to find out what’s new, what’s changed, and what Benz has in store for the Australian market, come its arrival in Q3 of 2020. Read on to find out what we discovered.
|Engine Type||2.0L turbo|
Toyota Land Cruiser Prado7.5/10
The updated 2018 Toyota LandCruiser Prado might not have needed to see changes in order to remain the biggest-selling large SUV on the Australian market, but the facelifted model has seen the Prado take some steps forward to keep it on the shopping lists of buyers looking for family-focused SUVs with a breadth of ability.
It looks better and is better value – and there is one model that seemingly stands apart as the best buy of the bunch: the GXL. It’s just a shame it can’t be had with the extra safety kit of the VX and Kakadu models.
What spec Prado would you buy? Let us know in the comments section below.
Whether you like Coupe SUVs or not is an entirely subjective matter, but there’s no denying the GLE 53 is a tech and spec showcase – some of the best Mercedes has to offer. If you can get past its relatively enormous dimensions and naturally compromised visibility – it’s even a hoot to drive.
The significant proportion of GLE consumers who are picking one of these over the regular version will be pleased with its many improvements. We’ll know more about how its price and specification lines up against primary rivals closer to its Australian launch date, so stay tuned.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
Toyota Land Cruiser Prado8/10
The facelifted version of the Toyota LandCruiser Prado undoubtedly takes the boxy off-roader and makes it more appealing to the majority of consumers. It is, dare I say it, good looking now.
That certainly is the case for the exterior of the Kakadu model you see here, with its brilliant LED headlights and DRLs, which look so much better than the old dot-matrix numbers in the pre-facelift car. The new shape of the headlights accentuates the width of the Prado, as does the new grille treatment.
And while nothing has changed if you look at it from side-on (aside from different wheel designs), the Prado somehow looks more muscular than it did. The tail-lights have black surrounds which helps, and the rear door has been neatened up a touch, too.
While you get a rear spoiler on all Prado models, you have to spend up on the VX or Kakadu to get side steps. And if you want a body kit, you’ll have to look up eBay’s UAE sellers.
The interior design has seen a big workover, with a new centre stack and media interface, new steering wheels and other refinements. But the interior dimensions haven’t changed, because the size hasn’t either: check out our interior images to get a better idea.
This is a facelift done right. And this writer in particular thinks the flat tailgate version looks even smarter again.
The GLE Coupe has improved so much in its looks it’s easy to see when it came to the second-generation GLE underpinnings, Benz had it planned from the beginning.
It looks mean, especially the 53 with its giant toothy grille. The stance is low and wide for an SUV, and I’m especially a fan of the much more resolved rear end.
It’s less bulbous and frumpy, more slick and menacing, rounded out nicely by the flick of a lip spoiler jutting out the rear.
You might think proportionally, the very idea of a coupe SUV is silly, and there’s no denying that, but then, you and I might not be the target audience.
That audience is someone looking for an avant-garde take on what a sports car actually looks like. They will be pleased – I’d say its even more resolved than BMW’s X Coupes and a little less science-fiction than Audi’s Q8. The incoming Coupe version of the Porsche Cayenne will be a real challenger.
The presence the GLE Coupe exudes extends to the inside, where there’s plenty of Mercedes wow factor. Level what you might at the brand’s use of silver fittings and flat dual-screen set-up, there’s no denying Benz offers an interior entirely unlike its competition.
The GLE has one of the best of the recent Benz interiors, too. I love the way the big dual-screen set-up is framed in a 'leather'-clad bay of vents.
I also like the real wood trim on our test car which runs across the dash and flows into the doors, and of course the wholly unnecessary vent-overload (becoming a Benz signature) pride of place in the centre of the dash.
It’s complemented by the tape-deck style silver switches for the climate controls which protrudes underneath.
The materials are great, with Artico trim running down the centre console, and across each doorcard. Almost every surface you’ll reasonably come into contact with is soft, and the commitment to real metals and wood is admirable.
Other highlights include the comfortable seats (with heating which extends into the armrests!) and AMG wheel which is flashy and aggressive, well suited to such a gratuitous vehicle.
Toyota Land Cruiser Prado7/10
The revisions to the dashboard are really quite nice. In the lower-spec versions there is more storage space in front of the shifter, while higher-spec models, like the Kakadu you see here, have a smaller little caddy (big enough for a wallet) because the stack has all the serious off-road controls – check out the Prado interior pictures attached for a better idea.
Even so, every Prado has good storage options on offer: you will find more than one cupholder to suffice – in fact, there are cupholders in the first, second and third rows, and holsters for bottles in all four doors. The higher-spec models have a cooled/refrigerated centre console area, which is great to keep your drinks chilled on longer trips.
Of course the entry-grade GX with five seats is a better bet if you need the ultimate in luggage capacity, rated at 640 litres, and there’s a cargo cover (plus you could fit a cargo barrier if you wanted to) – well and truly better than the 480L in the seven-seat model.
Because the vast majority of Prado models are seven-seaters, the measurement with seven seats in use is 120L – small by class standards. If you need more boot space, you could consider adding roof racks to the rails on GXL, VX and Kakadu models. The flat tailgate setup available on those variants includes a very practical opening tailgate glass, which makes putting shopping bags in even easier, especially in tight parking spaces.
While the GXL and VX feature very simple third-row seat operation, the electric seats in the Kakadu are daft. They take more than 10 seconds to raise or lower completely, and – like many of the Prado’s electronic items – the controller beeps every time you use it. And that’s really, really annoying. One nice counterpoint is a 220-volt powerpoint in the boot in high-spec models.
In terms of space, adults will be able to comfortably slot in the second row seating and allow enough space behind them for smaller adults or children. The back row isn’t the roomiest place, but for adults – even taller ones – it is definitely bearable for short trips. Headroom is good throughout the cabin, and legroom in the second row is pretty good, too.
For customers with kids, there are dual ISOFIX seats in the second row, and three top-tether points as well. There are air-vents to all three rows (in seven-seat models) but entry-grade models will need those up front to control the climate for those in the back.
The 8.0-inch media system is typical Toyota – that is to say, it’s reasonably easy to use but the on-screen buttons are a bit small, and it certainly doesn’t set any new standards. There is no Apple CarPlay or Android Auto connectivity, and the Bluetooth system – while easy to connect and reasonably clever at reconnecting – requires the car to be at a standstill to search contact lists and operate the pairing function: that may sound like a safety feature, but what if your child or partner wants to connect their phone on the move? It’s a fail.
It may also be worth noting for those parents out there with device-addicted children that the Prado only has one USB Port. I reckon it’s a bit of a miss, especially for the Kakadu: I mean a Blu-ray player might have been okay five years ago, but times have changed, and kids are very much about BYO device, these days.
Naturally, the entire idea of shaving a solid bit of roof off of an SUV is going to compromise the amount of ‘practicality’ you get from such a large footprint.
Those compromises are not only there, but they are quite obvious. The sheer height of the GLE makes peering over the edge of the bonnet difficult for parking, and the sloped roofline causes the A-pillar to eat quite a bit of your field of vision.
As you might imagine, it’s genuinely difficult to see much out of the back of the GLE Coupe. I caught myself continually adjusting the rear vision mirror – as though somehow it would grant me more vision out of the letterbox rear window.
While front passengers get away with plenty of room, rear passengers are a little harder done by. This is again, largely due to the roof pillar, which eats into headroom and gives the cabin a claustrophobic feel.
Thankfully, legroom is fantastic (largely due to that massive GLE platform), the trim is all just as good as it is in the front seats, and the back of the centre console gets its own set of climate controls, adjustable air vents and USB-C power outlets.
I’d hardly say there’s an abundance of bottle holders for occupants, but there are a few. They aren’t big or packaged in ideal locations, but you’ll be able to get away with four 300ml containers in the front and four in the rear.
The boot has been re-worked from the GLE Coupe’s predecessor, there’s five extra litres on tap, for a total of 655 litres (VDA) – so it’s far from useless, but still down significantly from the full size GLE which has a massive 825L of space.
Benz has made the boot more useful, too, lowering the sill by 60mm for easier access.
Price and features
Toyota Land Cruiser Prado8/10
Yes, there have been price drops across the model line-up, but there are also much more affordable alternatives to the Prado if what you want is a rugged, off-roadable seven-seat SUV with a diesel engine and good towing ability.
Those competitors, clearly, are the likes of the Mitsubishi Pajero Sport, Isuzu MU-X, Holden Trailblazer and – to a lesser extent because it’s a bit expensive – the Ford Everest. Even the Toyota Fortuner could be considered a more affordable alternative.
But the Prado is bigger than those models, and some would argue more comfort-focused, too. For the most part, I’d be one of those people – the Prado can be surprisingly comfortable, depending on the spec you choose – but we’ll get to that later.
Let’s run through the variants: GX vs GXL vs VX vs Kakadu, a sort of models comparison. I don’t just put a price list with how much each will cost, but rather run through the recommended retail price (plus on-road costs) of the models in the range. You can check out the Toyota site for a drive-away price.
The GX model is the entry-grade variant with a manufacturer’s list price of $53,490 – that’s before on-road costs, and that’s $600 less than before.
How many seats in the GX? It’s a five-seat model, but if you choose the automatic version (priced at $56,490) you also get the option of a seven-seat layout, but that adds a further $2550 to the price.
Standard inclusions: lane departure warning, a pre-collision safety system with pedestrian detection, auto high-beam lights, and automatic cruise control – that’s only on the auto model, though - the manual misses out. The manual also misses out on the 'electroluminescent combimeter with colour multi-information display', or driver info screen. You do get cruise control, even on the manual.
The GX comes with 17-inch alloy wheels, keyless entry (smart key) and push-button start, an 8.0-inch touch screen media system with reversing camera and satellite navigation/GPS (with live traffic updates for the navigation system), Bluetooth phone and audio streaming, USB connectivity and a nine-speaker sound system. It has radio and a CD player, too. There’s no DVD player, and you can’t get Apple CarPlay and Android Auto, either.
The next model up the range is the GXL, which comes with seven seats as standard, but can be had as a manual (from $59,990) or automatic ($62,990). Price drops for the GXL model equate to $1200.
It gets a bunch of worthwhile extra equipment over the base model, including LED headlights (a big improvement), LED daytime running lights, LED fog lamps, and lamps in the sun-visors. There’s also the addition of privacy glass, roof rails, side steps, a leather-lined steering wheel, tri-zone climate control, and a rear diff lock (auto only).
The GXL can be had with what Toyota is labelling a 'premium interior', which adds $3500 to the price and includes leather-accented seat trim, ventilated front seats with power adjustment, and heated front and second-row seats. Sounds like money well spent to me.
The third rung up the ladder in the 2018 Toyota Prado range is the VX, which is only available as an automatic and sees a considerable price jump over the GXL auto – it lists at $73,990 plus on-road costs, but that’s $911 less than 2017.
The VX brings additional items such as 18-inch alloy wheels, panoramic/surround-view camera monitor with low-speed forward view setting, ventilated front seats, heated seats front and rear, a cool box between the front seats and LED fog lamps. It also sports leather seats, and a 14-speaker JBL sound system.
And if you spend this much you also secure more safety equipment: blind-spot monitoring, and rear cross-traffic alert.
The top-of-the-range variant in the Toyota Prado 2018 model range is the Kakadu, which is auto only, and lists at $84,490, representing a drop of $1121 compared with the model it succeeds. It’s the model you see in the images here.
You certainly get plenty of additional equipment over the VX for your $10,500 extra expenditure – the Kakadu is the only model in the range with Toyota’s 'Kinetic Dynamic Suspension System' (KDSS) – a high-tech set-up that reacts to forces felt by the suspension that can modulate or disable the anti-roll bars.
Further additions to the Kakadu include 'Crawl Control' (Toyota’s advanced traction system that monitors slippage at each wheel and works to ensure optimal traction), 'Multi-Terrain Select' (with rock, rock & dirt, mogul, loose rock, mud & sand settings), a new drive mode select system that changes the settings of the drivetrain, chassis and air-conditioning (with Comfort, Eco, Normal, Sport and Sport+ settings). There’s no denying the Kakadu seems like the one you’d pick if you want to go off-road – like, to Kakadu, for instance…
Other additions for this spec include a sunroof, woodgrain trim, power folding third-row seats, and a rear seat entertainment system with a Blu-ray entertainment screen, plus three wireless headsets.
A newly added no-cost option for August-onward 2018 Toyota Prado models is a flat tailgate setup, which was previously reserved for the Prado Altitude limited edition models. Available for GXL, VX and Kakadu grades, the sees the removal of the tailgate-mounted spare wheel and cover, with the spare wheel instead mounted under the boot floor. There is an impact on fuel tank size, with the 63L reserve tank removed to make room for the spare wheel (leaving an 87-litre capacity). But flat-back Prado buyers will get an opening tailgate window, making quick access to the boot even easier.
No matter which model you choose, if you want one of Toyota’s ‘premium paint’ finishes you’ll have to pay $550 (only one of the black options and white are exempt from extra cost). The colours include three different black hues, a dusty bronze/gold/beige/orange/brown finish, grey, red, two choices of silver, and white – no green, blue or yellow here.
Of course if you want to further customise your Prado, there are plenty of accessories you can choose beyond rims and floor mats in each of the trim levels.
The genuine accessories list features two options for your choice of bullbar, a nudge bar, snorkel, and you’ll want the cargo barrier if you need to haul your tool kit with you.
There’s no dancing around the fact that the GLE Coupe is a niche, gratuitous product, targeted at a well-off consumer.
We don’t know what the pricing will be for the Australian range yet – and we won’t for a few months. But what we do know is Mercedes-Benz will only bring two highly specified variants to our market for the launch.
Those two will be the AMG-tuned GLE 53 which we were able to test at the launch, and a slightly lesser specified GLE 450.
Expect tall pricing, north of the wagon bodied GLE 450 ($111,341) for the 450 Coupe and outgoing GLE 43 Coupe ($145,829) for the GLE 53 Coupe.
Standard features, as with the rest of the second-generation GLE range will be pretty good. We don’t know exactly what Australian-specified vehicles will get, but the GLE 53 as tested in Europe came with an extensive list of items.
You can expect all variants to get 20- to 22-inch alloys, electric tailgates, LED headlights, and Benz’ signature ‘Artico’ faux leather interior trim. The 53 also had a swish fully RGB adjustable interior ambient lighting suite and real wood in the dash. Very nice.
All GLE Coupes will have the impressive MBUX (I’m told it’s said “em bee you ex”, not “em bucks”) digital dash and multimedia suite, consisting of two 12.3-inch screens, one a digital dash, the other a multimedia screen.
The flashy setup also supports Apple CarPlay and Android auto as well as the usual connectivity via Bluetooth and packs several USB C outlets alongside Aux and USB 2.0. Our test 53 had a head-up display, too.
Mercedes’ built-in assistant (summoned by uttering 'Hey Mercedes') has perhaps the best native voice recognition on the market in terms of its accuracy and what it can do.
You can do things like adjust air conditioning, open the sunroof shade (oh yes, the GLE comes with a panoramic sunroof, too), and even find your specific music tracks via internet radio.
Then there’s the built in nav suite which is also one of the better ones on the market, featuring some very cool innovations.
The system will switch to the forward-facing camera when approaching an intersection and show you where to exit using augmented reality. Neat.
The 53’s system is also uniquely adjustable with AMG-specific themes and modes for the dash cluster, setting it apart from the lesser GLE 450 when it arrives.
It’s safe to assume there will be an extensive options list, including the 'E-Active Body Control' system (a $13,000 option on the wagon version) which uses cameras to detect road quality and optimize the air suspension system to suit. It also leans into corners. We’re keen to test it when it becomes available on the GLE 450.
Engine & trans
Toyota Land Cruiser Prado7/10
Every variant in the Prado range is powered the same engine, with the same size - a 2.8-litre four-cylinder turbo-diesel engine. The entry-grade models (GX and GXL) have the choice of a six-speed manual or six-speed auto, while the top two grades (VX and Kakadu) are auto only.
There are no changes to specifications for power outputs of the diesel drivetrain, be it the manual gearbox with retained power and torque outputs of 130kW/420Nm, or an automatic transmission, which bumps the torque spec up to 450Nm.
Competitor SUVs out there can be had with more power and torque – even some that are smaller, like the Holden Trailblazer (2.8-litre turbo-diesel, 147kW/500Nm).
Unlike a lot of those other competitors, though, the Prado runs a permanent four-wheel drive (4WD or 4x4) set-up with 4H and 4L modes – there’s no 4x2 mode. You need to get an automatic to be able to get a rear diff lock, and even then it’s not available on the base model GX. So, manual gearbox enthusiasts need to think twice.
Some buyers may not be too impressed by the Prado’s comparatively low braked towing capacity weight of 2500kg (750kg un-braked) for manual models – but the automatic pushes that braked capacity to 3000kg, which is what you’ll likely need for a big off-road caravan. Our test vehicles didn’t have a towbar, so there’s no towing review here.
And there’s no argument for petrol vs diesel, as the 4.0-litre V6 has been axed. And there’s never been an LPG model here.
You might want to check out our Prado problems page for any relevant information on potential diesel engine problems or issues with injector performance, automatic transmission or clutch / gearbox problems, suspension issues or cruise control complaints. And any concerns over diesel particulate filter problems should be allayed by the addition of a new DPF forced burn-off switch, to give a manual override control to the owner.
Timing belt or chain? The 2.8-litre engine has a chain, thank you very much.
Australia will only get one engine in the GLE Coupe – a 3.0-litre 48-volt mild-hybrid in-line six-cylinder twin-turbo petrol.
There will be two states of tune. The 450 will be able to make use of 270kW/500Nm, while the AMG-spec GLE 53 we were able to drive at the launch has more power still (thanks to extra hybrid augmentation on the turbo) for a total of 320kW/520Nm.
For a quick comparison, the single-variant Q8 produces 250kW/500Nm from a twin-turbo V6, while the equivalent X6 – the M40i packs a 3.0-litre twin-turbo in-line six to make 250kW/450Nm.
The GLE 53 has a nine-speed auto transmission which is specially tuned by AMG to go with the expanded list of available drive modes. All Australian GLE Coupes will be all-wheel drive via a permanently active '4Matic+' system.
Toyota Land Cruiser Prado8/10
Toyota claims diesel fuel consumption of 7.9L/100km for the manual Prado, while the automatic model uses 0.1L/100km more, claiming 8.0L/100km.
Realistically you can expect fuel economy around 9.5L/100km in most situations, or a tad more if you’re running around with adults accompanying you in the other four seats.
If you venture off-road the fuel use number will probably rise to about 11.5L/100km, which is pretty good given the size of the Prado. Towing will likely see that figure jump a tad, but not to excessively high levels (depending on the weight of what you’re towing, of course!).
The Prado’s huge 150-litre fuel tank capacity (with an 87L main tank size and 63L sub) will assure long range mileage between visits to the pump, but expect a big bill if you run it to empty. If you get the flat tailgate version of the GXL, VX or Kakadu, you will only get the 87-litre capacity, which will still be able to get you plenty far. And it's a little bit smaller (length is down from 4995mm to 4825mm) and lighter (reduced about 60kg across the range), so you may even see better fuel consumption, not to mention easier parking in small spots.
As mentioned above, there’s no petrol option anymore.
The claimed combined cycle fuel consumption figure for the GLE 53 Coupe is 9.3L/100km, and while that’s not bad for something this heavy – keep in mind it’s an NEDC figure and not the widely-used WLTP figure so it could be a bit different by the time the GLE Coupe launches here.
Regardless, the fuel consumption is helped along by the abundance of ratios in the transmission and 48-volt mild-hybrid additions which help to remove inefficiencies from the drivetrain.
Our sweet but brief drive route in the Austrian Alps was not a fair reflection of fuel consumption, so we don’t have a real-world figure for you yet.
Expect the GLE 53 to require premium 98 RON unleaded petrol to fill its 65-litre fuel tank.
Toyota Land Cruiser Prado8/10
If you plan on spending the vast majority of your time on paved surfaces – be that running around town or cruising country highways – you ought to choose the GX, GXL or VX models.
Why? It all comes down to the Kakadu’s suspension system. It’s undeniably brilliant when it comes to scrambling up craggy hills, especially if there are heaps of offset bumpy sections because of the way it can adjust the anti-roll bars. Admittedly there is adaptive front and rear variable suspension (not air suspension) on the Kakadu, but even in the most passenger-friendly Comfort setting it isn’t as comfy as it should be, with the four-link rear suspension abruptly rebounding over bumps. The front suspension is a trailing arm double-wishbone type, and it is more resolved over bumps.
It is ridiculously capable when it comes to off road ability, with the permanent 4WD system (with 4H high range and 4L low range), a locking rear diff, and the brand’s dependable drive-mode selector system allowing for assured progress on gnarly surfaces.
That said, it mightn’t be quite as terrific as it once was: we didn’t get the pre-facelift model and the new model together for a head-to-head, but the numbers don’t lie: the new-look Prado has worse approach and departure angles vs the old one. The approach angle is now 30.4 degrees, where it used to be 32.0deg, and the departure angle is now 23.5deg (was 25.0deg). Ground clearance is down by a millimetre, to 219mm.
And while that anti-roll bar adjustment certainly makes the Prado Kakadu hold itself flatter through a series of sharp corners, that’s not what this SUV is all about. Nor what this review is about.
In the lower-spec models there is better bump absorption – the smaller alloy wheels help, though we know some buyers will be tempted to upsize to 22-inch chrome wheels…The steering response largely remains the same between the four variants – the wheel action is light and easy to twirl at lower speeds with a decent turning circle of 11.6m, and it has good weighting at highway pace, too.
And no matter which model you choose, you’ll be getting a diesel engine that feels suited to day-to-day life: the 2.8-litre four-cylinder turbo unit isn’t excessively grunty, but with the clever six-speed automatic the Prado definitely offers enough punch to jump a gap or two in traffic.
Even so, I have often thought to myself ‘there is no faster car on the road than a Prado driver who is late to drop the kids at school’ – and the performance lives up to that expectation. There’s some turbo lag to contend with from stand-still, but its roll-on acceleration is convincing below 70km/h.
It isn’t quite as sprightly once you get above that, presumably because aerodynamics starts to play a more integral role in forward progress. But realistically if you want to know what 0-100km/h acceleration it’ll do, or what top speed it’ll hit, maybe you shouldn’t be looking at a Prado.
My biggest annoyance with the Prado is its brake pedal feel. While the response from the stoppers is good, the squelchy feel of the pedal and the fingernails-on-a-blackboard screechiness as you apply pressure is frustrating. The body of the Prado can pitch forward when you apply the brakes, too.
The resurgence of the in-line six engine is a glorious thing, and it makes the GLE 53 quite a fun, if chunky, unit to drive.
Acceleration is urgent thanks to the pre-spooled first-stage turbo, and the transmission flicks through the gears like there’s nothing to it.
It’s perhaps not as 'smart' on the downshifts as competitor transmissions from Audi or Porsche, although Mercedes was keen to point out this will get better over time as the car’s computer 'learns' your driving characteristics.
Thankfully though, unless you’re in 'Eco' mode, the GLE 53 does a great job of letting you ride each gear out, giving you that signature in-line six sensation of an entire revolution range of relatively even torque distribution – a characteristic which Mercedes has gone to pains to perfect on a turbocharged engine.
This has the result of letting you bask in the sound for precious extra seconds.
While not as furious as preceding V8s – it is distinct. It’s refined and rich, although more subdued than you might have come to expect from vehicles wearing the Affalterbach badge.
I’m a fan. It’s an engine befitting a more refined sports machine than a garish statement.
The AMG suspension tune was great, too, keeping the massive Coupe truly under control in the corners, while soaking up bumps (which we’ll admit, there were few of on Austria’s immaculate roads).
It was interesting to read colleague Matt Campbell found the standard suspension less than impressive on the regular SUV-shaped variants, so we’ll see what the more basic set-up on the 450 is like at the Coupe’s launch.
I have no complaints about the steering, which proved to be responsive, smooth and accurate, while not erring too far on the heavy side, even in 'Sport' or 'Sport+' mode.
My main complaints lie with outward visibility and the sheer size of the GLE’s body. There were some nerve-wracking moments piloting it at speed around narrow streets with tall snow embankments encroaching.
And no matter how much I adjusted my seat and mirrors, the view out the back was particularly compromised.
Toyota Land Cruiser Prado8/10
The facelifted Prado model hasn’t been crash tested by ANCAP, but this generation was tested all the way back in 2010, when it scored the maximum five-star safety rating. It is unlikely the facelifted version will get the crash-test treatment again.
The manual models miss out on the added safety gear that every automatic Prado gets as standard as part of the update, which is disappointing, and you don’t even get a hill-hold function on the base model GX.
Manual or auto, the Prado comes with a reversing camera with active steering guidelines and rear parking sensors. All Prado models have seven airbags (dual front, front side, full-length curtain, driver’s knee), stability and traction control, ABS, EBD and trailer-sway control.
If you step up to the VX you also get blind-spot monitoring and rear cross-traffic alert, not to mention the surround-view camera and low-speed off-road front-view camera, and front parking sensors. The Kakadu model gets the lot, plus all of the off-road hardware and tech.
Parents will appreciate the two second-row ISOFIX child-seat anchor-points.
We don’t know exactly how Australian cars will be specified yet, but expect the two GLE Coupes to come with flagship active features like high-speed auto emergency braking (AEB), lane departure warning with lane keep assist, blind spot monitoring, rear and front cross traffic alert, adaptive cruise control, 360 degree parking sensors and cameras, fully auto LED headlights, semi-autonomous parking, and driver attention alert.
The GLE has nine airbags and dual ISOFIX child seat mounting points in the outer rear seats.
Regular wagon bodied GLE class vehicles have maximum five-star ANCAP safety ratings as of 2019, and we’ll update you when we hear more about the Coupe variants.
Toyota Land Cruiser Prado6/10
Toyota’s unbreakable reputation is well founded, and reliability issues are reportedly few and far between. The brand offers an expansive dealer network providing access to professional Toyota care pretty much anywhere you think you’ll take your Prado.
The company isn’t unbeatable for warranty cover, however. It offers the bare-minimum three-year/100,000km plan for all of its cars, utes and SUVs.
Likewise Toyota’s maintenance schedule remains annoyingly short - intervals are every six months or 10,000km, which could be painful if you do a lot of mileage. At least the visits are affordable, with service costs capped at $240 each time for the first three years/60,000km.
Resale value is hard to argue with for the Prado – and most Toyota’s for that matter. But if you’re concerned about a used car purchase maybe check out our problems page for common problems, issues, faults and complaints about the Prado.
Mercedes continues with its three-year/unlimited kilometre warranty which is frustratingly standard across European premium car manufacturers in Australia– particularly its primary competitors, Audi and BMW. We doubt this will change any time soon.
Like VW Group competitors, though, Mercedes is now bundling in service costs in packages which can be tacked on to finance. The GLE requires servicing once a year or every 15,000km – we’ll update you on the cost of the packages closer to the Coupe’s local launch.