Mercedes-AMG GLE

There's more to the Mercedes-AMG GLE 63 S Coupe than meets the eye. The brand knows the GLE Coupe’s power to earn it new customers so, to please them, it's deleted six centimetres from the wagon donor's wheelbase, promising the Coupe's distinct look to come with a matching change in character.

And that's important when you're spending as little as $171,800 before on-road costs, by the way, for the six-cylinder mild-hybrid AMG GLE 53 Coupe. Or even as much as $235,500 + ORC when you can't resist the chest-beating 63 S variant that tops the GLE range.

In its fourth generation, the ultimate AMG GLE scores the firm's ubiquitous twin-turbo 4.0-litre V8, replacing the old 5.5-litre while gaining mild-hybrid tech to broaden its performance and economy.

On paper, the GLE 63 S Coupe's outputs are rated at 450kW and 850Nm, with the electric motor left to apply 16kW and 250Nm only when specific mapping and energy stores allow, excluding them from overall outputs.

Mercedes-AMG claims the GLE 63 S Coupe propels itself to 100km/h from rest in 3.8sec, which is identical to the wagon variant despite the Coupe weighing 25kg less.

That weight advantage doesn't mean the Coupe is necessarily smaller, though. Yes, it's lower because of its unique roofline, but it's virtually the same width and spans 15mm longer, despite a shorter wheelbase.

Packaging-wise, the rear outboard seats lose 60mm of knee room and headroom. While oddly, at the same time, this creates more boot space when the rear seats are up. So, its practicality hinges on your needs: rear-seat room or boot space for four passengers.

Really, however, the GLE 63 S Coupe is more focused on who is in the front row. There, it's easier to appreciate why it costs $33,300 more than the last-generation car.

Multi-contour front seats finished in Exclusive Nappa leather are heated and ventilated as part of the standard Exclusive Package and even the seatbacks are wrapped with leather. You also get temperature-controlled cup holders, four-zone climate control and a power-closing rear hatch – none of which you'll find in a GLE 53.

Nappa leather features on the old-generation AMG Performance steering wheel. Still, the cabin is packed with a glut of technology, including MBUX infotainment software and a trackpad for the dominating dual widescreens set in the workstation.

Overall, the cabin is now more elegant and resolved, grouping its elements more logically. Between the leather and metal touch surfaces, there's also a pervasive sense of luxury. And although central grab handles hark to the original Porsche Cayenne, they suit the model’s off-road pretensions.

But even with this newfound design clarity inside, the AMG GLE Coupe overwhelms you with points of access to technology. The row of switches on the centre stack, for instance, make it hard to discern an air-conditioning control quickly.

Overall, the cabin is more elegant and resolved, grouping its elements more logically. Between the leather and metal touch surfaces, there's also a pervasive sense of luxury.

Meanwhile, you can select a drive mode through three different points. One is with dials under the steering wheel spokes, through the centre screen or dedicated buttons on the console. But maybe this can be pragmatic when you have seven modes (Comfort, Sport, Sport+, Race, Trail, Sand and Individual) to choose from.

Flicking into Trail and Sand mode lifts the suspension 55mm, and we'd like to think also primes hardware like the all-wheel-drive system with a locking rear diff for tackling rocky or squashy terrain. But let’s keep this review to sealed roads.

Keeping that in mind, it pays to know the nine-speed automatic is fitted with a torque converter instead of the wet-clutch MCT gearbox found in other non-hybrid 4.0-litre V8 AMGs. This is because the MCT isn’t compatible with the electric motor.

So, even though the GLE 63 S packs a Race Mode, it doesn't come with Race Start launch control to perfectly synchronise grip, grunt and RPMs off the line should you want to try and emulate AMG's 3.8sec claim for the 0-100km/h sprint. The best we could reap was 4.2sec.

That time is no faster than the old 5.5-litre GLE 63 S. But the new car cycles through an extra gear on its way to 100km/h while carrying more weight compared to the previous version's seven-speed automatic.

Again, on a roll, the GLE 63 S fails to break new ground. But it's still bloody quick. The sprint from 80km/h to 120km/h takes 2.4sec, with the 4.0-litre V8 showing a ferocious appetite for revs as it spins to a 7000rpm redline.

It would always be hard for this new V8 to match the old 5.5-litre eight for soul. The exhaust note loses a fullness of sound, and despite the colossal torque capability of the whole system, it lacks its predecessor's low-down tractability.

In isolation, though, the 4.0-litre V8 powertrain still has the swagger of a top-shelf AMG product. It barks with a gruffness that'll raise the hairs on your neck and the top-end rush is exhilarating. While we miss the crisp feedback of an MCT transmission, the torque converter nine-speed automatic is smooth and robust.

In corners, grip is phenomenal too, with staggered Yokohama Advan Sport V107s grounding the GLE 63 S's torque through 285mm-wide front tyres and 325mm-wide rears.

Mid-corner, a shorter wheelbase helps the Coupe chassis rotate compared to its wagon counterpart, but heavy steering hints at how much grip the chassis needs to overcome.

Wrapping those tyres around standard 22-inch wheels suits the car's dominating presence, but not without penalty. Even air-suspension and active anti-roll bars can't stop the huge wheels from slapping over road joints and hard edges.

Comfort mode at least softens the damping nicely, along with components like active engine mounts, but the shorter wheelbase robs the GLE 63 S of the wagon's extra composure on highways – where the front tyres can tramline or follow a strong self-centring effect.

A slow ratio steering rack makes carving through traffic difficult in urban environments, while thick body pillars and a high seating position obscure your immediate surroundings. Brake feel also sacrifices some bite to the mild-hybrid's regenerative effect.

Mid-corner, a shorter wheelbase helps the Coupe chassis rotate compared to its wagon counterpart, but heavy steering hints at how much grip the chassis needs to overcome.

Credit where it's due, though. That perturbed brake feel is the only clue the GLE 63 S is (mild) hybridised, such is the seamlessness of the electric motor’s assistance. If only it could help reduce the GLE 63 S’s incredible thirst.

On a 168km combined-road drive loop within Melbourne, the GLE 63 S Coupe chugged down 17.75L of 98RON (although it's 95RON capable) per 100km. At least that's just above its 17.4L/100km claimed urban cycle consumption figure.

While we're discussing sensible stuff, the Mercedes-AMG GLE 63 S Coupe comes with a five-year warranty on unlimited kilometres, as well as capped-priced servicing for the first three years.

It's good to know, as well, that the GLE 63 S scores lane-keep assist, lane departure assist, active cruise control, AEB, active blind-spot assist, an exit warning function and active Stop and Go assist. ANCAP has rated it five stars. It also features an inflatable space-saver spare tyre.

As for us? Overall, we rate the GLE 63 S middle of the road among a healthy list of rivals. You'll need to spend another $130K to exceed the GLE's presence with a Lamborghini Urus, but a Porsche Cayenne Coupe Turbo ($262K) and BMW X6 M ($218K) are more resolved options.

Given most GLE 63 S Coupe buyers would arrive at their purchase without considering anything else, they'll at least appreciate a thoroughly updated model with a good chunk of the original's character.

Yes, the exterior styling is divisive and far from cohesive. But its look-at-me swagger draws you to its heady mix of grip, grunt and growl. And that will be enough for most of its clientele, who won’t care whether there’s more than meets the eye or not.

2021 Mercedes AMG GLE 63 S Coupe specifications