AMG versus the GLE SUV
The performance division would (and does) argue that there’s more to an AMG than just the engine: also suspension, finetuning and body modifications.
The GLE has a bespoke powerplant (it’s not available in any non-AMG vehicle) and the whole machine has been substantially fettled by the tuning division. So it works from that point of view.
Mercedes emphasises that this is still a model you step up into from a regular Benz, rather than existing as an alternative to the full-house GLE 63 biturbo-V8 job. You don’t necessarily have to live loud with the 43.
But if you want to, you can. It gets both Sport and Sport+ driverselection modes, Airmatic suspension with the Active Curve System of intelligent anti-roll bars that quell body roll in milliseconds, and a surprisingly angry exhaust note once you wind it up.
It’s perhaps an example of engineering development and electronics conquering old age, but the GLE 43’s performance and handling composure are both deeply impressive by any standards. Nor is the GLE obviously lacking in driverassistance and safety equipment. There’s no comparison to the E-class, of course: they might share a naming convention, but it’s one of Mercedes-Benz’s oldest models versus its newest and most hi-tech. The GLE still gets a wealth of camera-based features, including adaptive cruise with steering assistance and active lane-keeping.
Whether a GLE buyer who has stepped up to the 43 aspires to make another towards the 63 S is a moot point. But as they’ve both had the big tick from AMG, it’s impossible not to compare them.
It’s an undeniably big step, both financially and philosophically. From the 43 to the 63 S SUV there’s another $53,500 to find in the piggy bank. Incidentally you’re also down two gears, to a seven-speed automatic.
You’re also going from beautsports-utility to battletruck. The howling (hand-built, remember) 430kW/760Nm V8 catapults the 63 S to 100kmh in 4.3 seconds, nearly a second-and-a-half quicker than its V6 sibling. Still want those extra gears?
The chassis is also in a unique state of tune for the V8 model. It’s all very serious stuff and the thunderous AMG Performance exhaust never lets you forget it.
While the 43 boasts a huge catalogue of AMG-specific styling and trim, the 63 S ups the ante even further with higher-quality upholstery, more intricate instrumentation and even different body panels: while the Base price: $154,900. We like: Broad range of talents, can act barking mad if you want it to. We don’t like: Status as a ‘‘real’’ AMG open to debate, cabin a weird mix of old and new. bumpers are unique to the 63 S as you’d expect, the front wings are also bespoke, to house the wider front track.
Common to all GLE models, though, is the uneasy blend of new and old in the cabin. It picks up plenty of latest-generation technology, including that waveshaped Comand touch-controller and a tablet-like screen that runs phone projection technology. But Mercedes hasn’t gone all the way and there’s still a leftover plethora of buttons and dials on the dashboard, which is at odds with the marque’s new-generation cabin design.
That applies equally to the GLE coupe, although you might not think so from the wacky-racer exterior styling.
You can have the coupe in both 43 and 63 S configurations. It’s even more extreme, with 22in wheels and a more rigid body shape than the SUV.
The coupe commands $3100 (43) and $6100 (63 S) premiums. Not a lot for a vehicle so very capable of making a huge impression, although I can’t help but think that the whiff of oldschool surrounding the GLE is actually quite appealing in SUV form. The coupe just seems to be trying too hard with hand-medown bits. Unlike the similarly low-slung version of the smaller but so-much-newer GLC.