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06-07-2025
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- The Advertiser
2025 Mercedes-Benz GLS review
Mercedes-Benz GLS-Class Pros Mercedes-Benz GLS-Class Cons When is big not quite big enough? Well, in the case of the Mercedes-Benz SUV lineup, you can have the already-big GLE large SUV with up to three rows of seating and hulking exterior dimensions, or you can get the even larger GLS full-size SUV with three roomier rows. Measuring a whole 5020mm long, 2030mm wide and 1798mm tall, the 2025 Mercedes-Benz GLS is a big beast. Offering seven seats that should cater to a full car of adults, it dwarfs most other cars on the road this side of an American pickup truck. Like the BMW X7 with which it competes, the GLS is assembled in the United States and serves as the SUV flagship for the Three Pointed Star. The brand has even labelled it as the "S-Class of SUVs" in the past. The model on test is the 'entry-level' GLS450d 4Matic, which sneaks in just under $200,000 before on-road costs; and is now the sole non-AMG or Maybach variant available following the discontinuation of the 450 petrol. WATCH: Paul's video review of the 2020 Mercedes-Benz GLS400d 4MATIC So, if you're looking for one of the biggest and fanciest ways to transport seven people, is the Mercedes-Benz GLS a top pic? Read on to find out… The most attainable GLS is the limited-run 450d Edition 7, which dropped the price of entry by $17,000 earlier this year but in "strictly limited" numbers. The vehicle you see here is the regular 450d AMG Line, which for model year 2025 (MY25) is priced from $189,100 before on-road costs. Drive-away, you're looking at a base price over $200,000. By comparison, the BMW X7 starts from $171,300 for the petrol 40i, and $178,300 for the diesel 40d. Still, the GLS is well under the base sticker of the Range Rover, which kicks off from $257,404 before on-road costs. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool Not a whole lot has changed in the cabin of the GLS since its 2019 debut, though a mild mid-life refresh has brought some subtle changes to the looks and technology. There's a new steering wheel with double-decker touch-capacitive spokes, as well as revised 12.3-inch twin displays running the second-generation MBUX software interface seen in other Benz models. Compared to the previous iteration, it's quicker and is less menu dense. More voice activated functionality as well as the re-introduction of touch inputs also makes it easier to use. We found wireless Apple CarPlay worked well, and we imagine the same goes for Android Auto. If you don't want to use your phone's software, the native interface has heaps of functionality including augmented reality navigation and other connected services, as well as the intelligent 'Hey Mercedes' voice assistant. The driver's cluster is also hugely customisable, with multiple layouts and widgets to personalise to your tastes. Controlling these displays with the touch-sensitive steering controls can be a bit finicky, though. You'll notice the upholstery in our tester is a more standard grained leather rather than smoother Nappa hide, which on first glance doesn't feel worthy of the GLS450d's near-$200,000 price tag. Nappa upholstery optional. The grained surfaces continue on the Artico (Benz-speak for man-made leather) trimmed dashboard and door cards, but unlike the finishes in Audis and BMWs it just doesn't feel as high-end as the sticker suggests. Mercedes-Benz offers a few different colours for the interior which dress it up a bit – Macchiato Beige, Catalana Beige and Bahia Brown as well as Black – as well as four different trim inserts including three woods and a pinstriped piano black. I personally think any of the other interior options would make a world of difference. At least the switchgear is tactile and functional, though the central touchpad which acts as a secondary screen controller can be fiddly on the move. The cooled front cupholders are a nice touch, though. There's also heaps of storage too, from the cupholders and phone slot ahead of the centre console to the large door bins and centre cubby under the front-centre armrest – there are plenty of places to hide your stuff. As you'd imagine, the second row is very large. The long wheelbase and high roofline affords good head and leg room for taller passengers, and the rear seats electrically slide and recline, including a rear access function. They're quite slow, though, particularly the rear access function which feels like it takes an eternity. In this instance I'd be happy with manual operation or a quick hydraulic release. Kids will love the big panoramic sunroof, which lets heaps of light in without impeding on head room. That said, it stops at the second row, meaning third-row passengers can feel a little boxed in with the dark interior colour scheme of our test vehicle. As standard the rear seats are heated on the outboard positions which is nice, with cooling optional. Extra zones for climate control with directional vents in the rear are also nice, as is the array of USB-C power points in rows two and three. Speaking of, row three isn't quite as big as the second row but you can fit decent-sized adults back there with good head and knee room. The third row gets two individual seats that also electrically raise or lower (again, slowly), and they get nicely trimmed armrests with cupholders, USB-C charge outlets and remote switches to fold the second row out of the way. Boot space is quoted at a minimum 355 litres with the third row in play, expanding to a capacious 2400 litres with both rear rows of seating folded. For reference, the GLS's boot with seven seats is about the same as a VW Polo. A collapsible space saver spare is under the rear, as well as an air compressor to pump it up. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool At the heart of the GLS450d is a turbocharged inline-six diesel engine with 'EQ Boost' 48V mild-hybrid assistance. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool As you'd expect, the GLS feels like a large, substantial vehicle on the road. Pictured: Overseas model shown It's hulking dimensions means it towers over conventional passenger vehicles, and driving in peak-hour traffic can feel like other motorists are darting around you and snapping at your heels. This 2.7-tonne luxury bus is, however, very smooth, refined and comfortable for commuting. 750Nm from just 1350rpm makes for effortless performance, and it'll get moving briskly if you step on it. Mercedes-Benz claims an almost hot hatch-like 6.1-second 0-100km/h dash for the 450d, which is no mean feat. It's about half a second off the smaller GLE SUV with the same drivetrain. Speaking of the drivetrain, the big diesel engine with 48V mild-hybrid assistance is very smooth at low speeds, though it's not quite as aggressive an MHEV system as some other brands. Unless you pop it in Eco mode, the 3.0-litre six-cylinder diesel only turns off early as you come to a stop, then fires up just about instantly when you want to set off again. In Eco mode though, it'll shut off when coasting too. That helped us to achieve a still-impressive 8.5L/100km indicated economy readout despite a good mix of peak-hour driving mixed in with freeway stints. For reference, I live about 22km from the CarExpert Melbourne office with my daily commute combining ~18km of freeway with the remainder crossing the CBD and its surrounds. General comfort is very good, with the standard adaptive air suspension offering a cushy ride and the optional E-Active Body Control working hard to minimise body movements. It can sometimes have an odd lateral movement which can feel a bit odd, but it also makes this 5.2m-long and 2.0m-wide SUV feel more wieldy than it ought to be. The light steering makes the GLS easy to place, but it's not as direct or communicative as an X7 if you like a more feelsome drive. I'd argue the standard air-sprung chassis will be more than sufficient, and will save you a pretty penny upfront, too. It's beautifully quiet in town and at a cruise, with great insulation from road, wind and powertrain noise. While decked out in AMG appearance gear, Mercedes-Benz has done well to give the GLS a comfort-focused ride rather than trying too hard to be 'sporty'. Outward visibility is good thanks to the tall glasshouse and standard surround cameras, though the very chunky shoulderline and bluff sides can make this feel bigger and harder to park. Tight manoeuvres can be a little tricky given the immense length and long 3135mm wheelbase, too. As you'd expect the GLS is decked out with a suite of Benz's latest assistance systems, allowing this big Mercedes to offer semi-autonomous driving capability on the open road and in traffic jams. Benz's 'Distronic' adaptive cruise combines with active lane keeping and steering assists to keep the GLS centred within its lane an a set distance from a lead vehicle. Mercedes's assistance software is one of the better calibrated and intuitive in the business, and the lane change assist function feels well sorted, if a little weird the first time you try it. Blind-spot and rear cross-traffic assists give you an extra set of eyes in traffic and tight areas, helping negotiate small gaps in traffic or city car parks. The augmented reality function for the MBUX infotainment system also uses the forward camera feed and overlays graphics with directions and street names which is pretty cool. It also has a traffic light view in case you can't see the lights change due to the A-pillars or chunky side mirrors. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool While the cheaper Edition 7 offered a lower level of standard equipment, the 450d AMG Line is the mainstay entry-level model in the local GLS lineup. 2025 Mercedes-Benz GLS450d equipment highlights: To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool A handful of cost options and packages are available on the GLS450d AMG Line. Available add-ons include: The E-Active Body Control fitted to our test vehicle is fully active suspension combining the standard adaptive air suspension and damping with a 48V electro-hydraulic anti-roll bar system which reduces pitch, roll and shock sensations; as well as the bouncy off-road recovery feature. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool The GLS is currently unrated by ANCAP or Euro NCAP, though the smaller GLE wears a five-star rating. Standard safety features include: To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool The Mercedes-Benz GLS is covered by a five year, unlimited kilometre new vehicle warranty. While Mercedes-Benz offers long 25,000km service intervals, the five-year Service Plan costs an astonishing $8140. For reference, both the Audi Q7 and BMW X7 cost about half that over the same period. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool Like the GLE I reviewed last year, the GLS's many good points are outshone somewhat by its lofty pricing and austere cabin in as-tested specification. At $190,000 before options, the GLS does not feel like a $10,000+ better vehicle than the equivalent BMW X7 xDrive40d – particularly in its lush Pure Excellence spec. Even then, it still requires a few expensive options to deck it out with the best Mercedes-Benz has to offer and costs an absolute fortune to service. Yes, the 450d's mild-hybrid-assisted inline diesel six is a peach, and the comfort-focused ride suits the vibe of this big, luxurious family-hauler nicely, but there are plenty of other SUVs that will do as good a job for far less coin. Interested in buying a Mercedes-Benz GLS? Let CarExpert find you the best deal hereMORE: Explore the Mercedes-Benz GLS showroom Content originally sourced from: GLS-Class Pros Mercedes-Benz GLS-Class Cons When is big not quite big enough? Well, in the case of the Mercedes-Benz SUV lineup, you can have the already-big GLE large SUV with up to three rows of seating and hulking exterior dimensions, or you can get the even larger GLS full-size SUV with three roomier rows. Measuring a whole 5020mm long, 2030mm wide and 1798mm tall, the 2025 Mercedes-Benz GLS is a big beast. Offering seven seats that should cater to a full car of adults, it dwarfs most other cars on the road this side of an American pickup truck. Like the BMW X7 with which it competes, the GLS is assembled in the United States and serves as the SUV flagship for the Three Pointed Star. The brand has even labelled it as the "S-Class of SUVs" in the past. The model on test is the 'entry-level' GLS450d 4Matic, which sneaks in just under $200,000 before on-road costs; and is now the sole non-AMG or Maybach variant available following the discontinuation of the 450 petrol. WATCH: Paul's video review of the 2020 Mercedes-Benz GLS400d 4MATIC So, if you're looking for one of the biggest and fanciest ways to transport seven people, is the Mercedes-Benz GLS a top pic? Read on to find out… The most attainable GLS is the limited-run 450d Edition 7, which dropped the price of entry by $17,000 earlier this year but in "strictly limited" numbers. The vehicle you see here is the regular 450d AMG Line, which for model year 2025 (MY25) is priced from $189,100 before on-road costs. Drive-away, you're looking at a base price over $200,000. By comparison, the BMW X7 starts from $171,300 for the petrol 40i, and $178,300 for the diesel 40d. Still, the GLS is well under the base sticker of the Range Rover, which kicks off from $257,404 before on-road costs. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool Not a whole lot has changed in the cabin of the GLS since its 2019 debut, though a mild mid-life refresh has brought some subtle changes to the looks and technology. There's a new steering wheel with double-decker touch-capacitive spokes, as well as revised 12.3-inch twin displays running the second-generation MBUX software interface seen in other Benz models. Compared to the previous iteration, it's quicker and is less menu dense. More voice activated functionality as well as the re-introduction of touch inputs also makes it easier to use. We found wireless Apple CarPlay worked well, and we imagine the same goes for Android Auto. If you don't want to use your phone's software, the native interface has heaps of functionality including augmented reality navigation and other connected services, as well as the intelligent 'Hey Mercedes' voice assistant. The driver's cluster is also hugely customisable, with multiple layouts and widgets to personalise to your tastes. Controlling these displays with the touch-sensitive steering controls can be a bit finicky, though. You'll notice the upholstery in our tester is a more standard grained leather rather than smoother Nappa hide, which on first glance doesn't feel worthy of the GLS450d's near-$200,000 price tag. Nappa upholstery optional. The grained surfaces continue on the Artico (Benz-speak for man-made leather) trimmed dashboard and door cards, but unlike the finishes in Audis and BMWs it just doesn't feel as high-end as the sticker suggests. Mercedes-Benz offers a few different colours for the interior which dress it up a bit – Macchiato Beige, Catalana Beige and Bahia Brown as well as Black – as well as four different trim inserts including three woods and a pinstriped piano black. I personally think any of the other interior options would make a world of difference. At least the switchgear is tactile and functional, though the central touchpad which acts as a secondary screen controller can be fiddly on the move. The cooled front cupholders are a nice touch, though. There's also heaps of storage too, from the cupholders and phone slot ahead of the centre console to the large door bins and centre cubby under the front-centre armrest – there are plenty of places to hide your stuff. As you'd imagine, the second row is very large. The long wheelbase and high roofline affords good head and leg room for taller passengers, and the rear seats electrically slide and recline, including a rear access function. They're quite slow, though, particularly the rear access function which feels like it takes an eternity. In this instance I'd be happy with manual operation or a quick hydraulic release. Kids will love the big panoramic sunroof, which lets heaps of light in without impeding on head room. That said, it stops at the second row, meaning third-row passengers can feel a little boxed in with the dark interior colour scheme of our test vehicle. As standard the rear seats are heated on the outboard positions which is nice, with cooling optional. Extra zones for climate control with directional vents in the rear are also nice, as is the array of USB-C power points in rows two and three. Speaking of, row three isn't quite as big as the second row but you can fit decent-sized adults back there with good head and knee room. The third row gets two individual seats that also electrically raise or lower (again, slowly), and they get nicely trimmed armrests with cupholders, USB-C charge outlets and remote switches to fold the second row out of the way. Boot space is quoted at a minimum 355 litres with the third row in play, expanding to a capacious 2400 litres with both rear rows of seating folded. For reference, the GLS's boot with seven seats is about the same as a VW Polo. A collapsible space saver spare is under the rear, as well as an air compressor to pump it up. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool At the heart of the GLS450d is a turbocharged inline-six diesel engine with 'EQ Boost' 48V mild-hybrid assistance. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool As you'd expect, the GLS feels like a large, substantial vehicle on the road. Pictured: Overseas model shown It's hulking dimensions means it towers over conventional passenger vehicles, and driving in peak-hour traffic can feel like other motorists are darting around you and snapping at your heels. This 2.7-tonne luxury bus is, however, very smooth, refined and comfortable for commuting. 750Nm from just 1350rpm makes for effortless performance, and it'll get moving briskly if you step on it. Mercedes-Benz claims an almost hot hatch-like 6.1-second 0-100km/h dash for the 450d, which is no mean feat. It's about half a second off the smaller GLE SUV with the same drivetrain. Speaking of the drivetrain, the big diesel engine with 48V mild-hybrid assistance is very smooth at low speeds, though it's not quite as aggressive an MHEV system as some other brands. Unless you pop it in Eco mode, the 3.0-litre six-cylinder diesel only turns off early as you come to a stop, then fires up just about instantly when you want to set off again. In Eco mode though, it'll shut off when coasting too. That helped us to achieve a still-impressive 8.5L/100km indicated economy readout despite a good mix of peak-hour driving mixed in with freeway stints. For reference, I live about 22km from the CarExpert Melbourne office with my daily commute combining ~18km of freeway with the remainder crossing the CBD and its surrounds. General comfort is very good, with the standard adaptive air suspension offering a cushy ride and the optional E-Active Body Control working hard to minimise body movements. It can sometimes have an odd lateral movement which can feel a bit odd, but it also makes this 5.2m-long and 2.0m-wide SUV feel more wieldy than it ought to be. The light steering makes the GLS easy to place, but it's not as direct or communicative as an X7 if you like a more feelsome drive. I'd argue the standard air-sprung chassis will be more than sufficient, and will save you a pretty penny upfront, too. It's beautifully quiet in town and at a cruise, with great insulation from road, wind and powertrain noise. While decked out in AMG appearance gear, Mercedes-Benz has done well to give the GLS a comfort-focused ride rather than trying too hard to be 'sporty'. Outward visibility is good thanks to the tall glasshouse and standard surround cameras, though the very chunky shoulderline and bluff sides can make this feel bigger and harder to park. Tight manoeuvres can be a little tricky given the immense length and long 3135mm wheelbase, too. As you'd expect the GLS is decked out with a suite of Benz's latest assistance systems, allowing this big Mercedes to offer semi-autonomous driving capability on the open road and in traffic jams. Benz's 'Distronic' adaptive cruise combines with active lane keeping and steering assists to keep the GLS centred within its lane an a set distance from a lead vehicle. Mercedes's assistance software is one of the better calibrated and intuitive in the business, and the lane change assist function feels well sorted, if a little weird the first time you try it. Blind-spot and rear cross-traffic assists give you an extra set of eyes in traffic and tight areas, helping negotiate small gaps in traffic or city car parks. The augmented reality function for the MBUX infotainment system also uses the forward camera feed and overlays graphics with directions and street names which is pretty cool. It also has a traffic light view in case you can't see the lights change due to the A-pillars or chunky side mirrors. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool While the cheaper Edition 7 offered a lower level of standard equipment, the 450d AMG Line is the mainstay entry-level model in the local GLS lineup. 2025 Mercedes-Benz GLS450d equipment highlights: To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool A handful of cost options and packages are available on the GLS450d AMG Line. Available add-ons include: The E-Active Body Control fitted to our test vehicle is fully active suspension combining the standard adaptive air suspension and damping with a 48V electro-hydraulic anti-roll bar system which reduces pitch, roll and shock sensations; as well as the bouncy off-road recovery feature. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool The GLS is currently unrated by ANCAP or Euro NCAP, though the smaller GLE wears a five-star rating. Standard safety features include: To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool The Mercedes-Benz GLS is covered by a five year, unlimited kilometre new vehicle warranty. While Mercedes-Benz offers long 25,000km service intervals, the five-year Service Plan costs an astonishing $8140. For reference, both the Audi Q7 and BMW X7 cost about half that over the same period. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool Like the GLE I reviewed last year, the GLS's many good points are outshone somewhat by its lofty pricing and austere cabin in as-tested specification. At $190,000 before options, the GLS does not feel like a $10,000+ better vehicle than the equivalent BMW X7 xDrive40d – particularly in its lush Pure Excellence spec. Even then, it still requires a few expensive options to deck it out with the best Mercedes-Benz has to offer and costs an absolute fortune to service. Yes, the 450d's mild-hybrid-assisted inline diesel six is a peach, and the comfort-focused ride suits the vibe of this big, luxurious family-hauler nicely, but there are plenty of other SUVs that will do as good a job for far less coin. Interested in buying a Mercedes-Benz GLS? Let CarExpert find you the best deal hereMORE: Explore the Mercedes-Benz GLS showroom Content originally sourced from: GLS-Class Pros Mercedes-Benz GLS-Class Cons When is big not quite big enough? Well, in the case of the Mercedes-Benz SUV lineup, you can have the already-big GLE large SUV with up to three rows of seating and hulking exterior dimensions, or you can get the even larger GLS full-size SUV with three roomier rows. Measuring a whole 5020mm long, 2030mm wide and 1798mm tall, the 2025 Mercedes-Benz GLS is a big beast. Offering seven seats that should cater to a full car of adults, it dwarfs most other cars on the road this side of an American pickup truck. Like the BMW X7 with which it competes, the GLS is assembled in the United States and serves as the SUV flagship for the Three Pointed Star. The brand has even labelled it as the "S-Class of SUVs" in the past. The model on test is the 'entry-level' GLS450d 4Matic, which sneaks in just under $200,000 before on-road costs; and is now the sole non-AMG or Maybach variant available following the discontinuation of the 450 petrol. WATCH: Paul's video review of the 2020 Mercedes-Benz GLS400d 4MATIC So, if you're looking for one of the biggest and fanciest ways to transport seven people, is the Mercedes-Benz GLS a top pic? Read on to find out… The most attainable GLS is the limited-run 450d Edition 7, which dropped the price of entry by $17,000 earlier this year but in "strictly limited" numbers. The vehicle you see here is the regular 450d AMG Line, which for model year 2025 (MY25) is priced from $189,100 before on-road costs. Drive-away, you're looking at a base price over $200,000. By comparison, the BMW X7 starts from $171,300 for the petrol 40i, and $178,300 for the diesel 40d. Still, the GLS is well under the base sticker of the Range Rover, which kicks off from $257,404 before on-road costs. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool Not a whole lot has changed in the cabin of the GLS since its 2019 debut, though a mild mid-life refresh has brought some subtle changes to the looks and technology. There's a new steering wheel with double-decker touch-capacitive spokes, as well as revised 12.3-inch twin displays running the second-generation MBUX software interface seen in other Benz models. Compared to the previous iteration, it's quicker and is less menu dense. More voice activated functionality as well as the re-introduction of touch inputs also makes it easier to use. We found wireless Apple CarPlay worked well, and we imagine the same goes for Android Auto. If you don't want to use your phone's software, the native interface has heaps of functionality including augmented reality navigation and other connected services, as well as the intelligent 'Hey Mercedes' voice assistant. The driver's cluster is also hugely customisable, with multiple layouts and widgets to personalise to your tastes. Controlling these displays with the touch-sensitive steering controls can be a bit finicky, though. You'll notice the upholstery in our tester is a more standard grained leather rather than smoother Nappa hide, which on first glance doesn't feel worthy of the GLS450d's near-$200,000 price tag. Nappa upholstery optional. The grained surfaces continue on the Artico (Benz-speak for man-made leather) trimmed dashboard and door cards, but unlike the finishes in Audis and BMWs it just doesn't feel as high-end as the sticker suggests. Mercedes-Benz offers a few different colours for the interior which dress it up a bit – Macchiato Beige, Catalana Beige and Bahia Brown as well as Black – as well as four different trim inserts including three woods and a pinstriped piano black. I personally think any of the other interior options would make a world of difference. At least the switchgear is tactile and functional, though the central touchpad which acts as a secondary screen controller can be fiddly on the move. The cooled front cupholders are a nice touch, though. There's also heaps of storage too, from the cupholders and phone slot ahead of the centre console to the large door bins and centre cubby under the front-centre armrest – there are plenty of places to hide your stuff. As you'd imagine, the second row is very large. The long wheelbase and high roofline affords good head and leg room for taller passengers, and the rear seats electrically slide and recline, including a rear access function. They're quite slow, though, particularly the rear access function which feels like it takes an eternity. In this instance I'd be happy with manual operation or a quick hydraulic release. Kids will love the big panoramic sunroof, which lets heaps of light in without impeding on head room. That said, it stops at the second row, meaning third-row passengers can feel a little boxed in with the dark interior colour scheme of our test vehicle. As standard the rear seats are heated on the outboard positions which is nice, with cooling optional. Extra zones for climate control with directional vents in the rear are also nice, as is the array of USB-C power points in rows two and three. Speaking of, row three isn't quite as big as the second row but you can fit decent-sized adults back there with good head and knee room. The third row gets two individual seats that also electrically raise or lower (again, slowly), and they get nicely trimmed armrests with cupholders, USB-C charge outlets and remote switches to fold the second row out of the way. Boot space is quoted at a minimum 355 litres with the third row in play, expanding to a capacious 2400 litres with both rear rows of seating folded. For reference, the GLS's boot with seven seats is about the same as a VW Polo. A collapsible space saver spare is under the rear, as well as an air compressor to pump it up. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool At the heart of the GLS450d is a turbocharged inline-six diesel engine with 'EQ Boost' 48V mild-hybrid assistance. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool As you'd expect, the GLS feels like a large, substantial vehicle on the road. Pictured: Overseas model shown It's hulking dimensions means it towers over conventional passenger vehicles, and driving in peak-hour traffic can feel like other motorists are darting around you and snapping at your heels. This 2.7-tonne luxury bus is, however, very smooth, refined and comfortable for commuting. 750Nm from just 1350rpm makes for effortless performance, and it'll get moving briskly if you step on it. Mercedes-Benz claims an almost hot hatch-like 6.1-second 0-100km/h dash for the 450d, which is no mean feat. It's about half a second off the smaller GLE SUV with the same drivetrain. Speaking of the drivetrain, the big diesel engine with 48V mild-hybrid assistance is very smooth at low speeds, though it's not quite as aggressive an MHEV system as some other brands. Unless you pop it in Eco mode, the 3.0-litre six-cylinder diesel only turns off early as you come to a stop, then fires up just about instantly when you want to set off again. In Eco mode though, it'll shut off when coasting too. That helped us to achieve a still-impressive 8.5L/100km indicated economy readout despite a good mix of peak-hour driving mixed in with freeway stints. For reference, I live about 22km from the CarExpert Melbourne office with my daily commute combining ~18km of freeway with the remainder crossing the CBD and its surrounds. General comfort is very good, with the standard adaptive air suspension offering a cushy ride and the optional E-Active Body Control working hard to minimise body movements. It can sometimes have an odd lateral movement which can feel a bit odd, but it also makes this 5.2m-long and 2.0m-wide SUV feel more wieldy than it ought to be. The light steering makes the GLS easy to place, but it's not as direct or communicative as an X7 if you like a more feelsome drive. I'd argue the standard air-sprung chassis will be more than sufficient, and will save you a pretty penny upfront, too. It's beautifully quiet in town and at a cruise, with great insulation from road, wind and powertrain noise. While decked out in AMG appearance gear, Mercedes-Benz has done well to give the GLS a comfort-focused ride rather than trying too hard to be 'sporty'. Outward visibility is good thanks to the tall glasshouse and standard surround cameras, though the very chunky shoulderline and bluff sides can make this feel bigger and harder to park. Tight manoeuvres can be a little tricky given the immense length and long 3135mm wheelbase, too. As you'd expect the GLS is decked out with a suite of Benz's latest assistance systems, allowing this big Mercedes to offer semi-autonomous driving capability on the open road and in traffic jams. Benz's 'Distronic' adaptive cruise combines with active lane keeping and steering assists to keep the GLS centred within its lane an a set distance from a lead vehicle. Mercedes's assistance software is one of the better calibrated and intuitive in the business, and the lane change assist function feels well sorted, if a little weird the first time you try it. Blind-spot and rear cross-traffic assists give you an extra set of eyes in traffic and tight areas, helping negotiate small gaps in traffic or city car parks. The augmented reality function for the MBUX infotainment system also uses the forward camera feed and overlays graphics with directions and street names which is pretty cool. It also has a traffic light view in case you can't see the lights change due to the A-pillars or chunky side mirrors. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool While the cheaper Edition 7 offered a lower level of standard equipment, the 450d AMG Line is the mainstay entry-level model in the local GLS lineup. 2025 Mercedes-Benz GLS450d equipment highlights: To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool A handful of cost options and packages are available on the GLS450d AMG Line. Available add-ons include: The E-Active Body Control fitted to our test vehicle is fully active suspension combining the standard adaptive air suspension and damping with a 48V electro-hydraulic anti-roll bar system which reduces pitch, roll and shock sensations; as well as the bouncy off-road recovery feature. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool The GLS is currently unrated by ANCAP or Euro NCAP, though the smaller GLE wears a five-star rating. Standard safety features include: To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool The Mercedes-Benz GLS is covered by a five year, unlimited kilometre new vehicle warranty. While Mercedes-Benz offers long 25,000km service intervals, the five-year Service Plan costs an astonishing $8140. For reference, both the Audi Q7 and BMW X7 cost about half that over the same period. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool Like the GLE I reviewed last year, the GLS's many good points are outshone somewhat by its lofty pricing and austere cabin in as-tested specification. At $190,000 before options, the GLS does not feel like a $10,000+ better vehicle than the equivalent BMW X7 xDrive40d – particularly in its lush Pure Excellence spec. Even then, it still requires a few expensive options to deck it out with the best Mercedes-Benz has to offer and costs an absolute fortune to service. Yes, the 450d's mild-hybrid-assisted inline diesel six is a peach, and the comfort-focused ride suits the vibe of this big, luxurious family-hauler nicely, but there are plenty of other SUVs that will do as good a job for far less coin. Interested in buying a Mercedes-Benz GLS? Let CarExpert find you the best deal hereMORE: Explore the Mercedes-Benz GLS showroom Content originally sourced from: GLS-Class Pros Mercedes-Benz GLS-Class Cons When is big not quite big enough? Well, in the case of the Mercedes-Benz SUV lineup, you can have the already-big GLE large SUV with up to three rows of seating and hulking exterior dimensions, or you can get the even larger GLS full-size SUV with three roomier rows. Measuring a whole 5020mm long, 2030mm wide and 1798mm tall, the 2025 Mercedes-Benz GLS is a big beast. Offering seven seats that should cater to a full car of adults, it dwarfs most other cars on the road this side of an American pickup truck. Like the BMW X7 with which it competes, the GLS is assembled in the United States and serves as the SUV flagship for the Three Pointed Star. The brand has even labelled it as the "S-Class of SUVs" in the past. The model on test is the 'entry-level' GLS450d 4Matic, which sneaks in just under $200,000 before on-road costs; and is now the sole non-AMG or Maybach variant available following the discontinuation of the 450 petrol. WATCH: Paul's video review of the 2020 Mercedes-Benz GLS400d 4MATIC So, if you're looking for one of the biggest and fanciest ways to transport seven people, is the Mercedes-Benz GLS a top pic? Read on to find out… The most attainable GLS is the limited-run 450d Edition 7, which dropped the price of entry by $17,000 earlier this year but in "strictly limited" numbers. The vehicle you see here is the regular 450d AMG Line, which for model year 2025 (MY25) is priced from $189,100 before on-road costs. Drive-away, you're looking at a base price over $200,000. By comparison, the BMW X7 starts from $171,300 for the petrol 40i, and $178,300 for the diesel 40d. Still, the GLS is well under the base sticker of the Range Rover, which kicks off from $257,404 before on-road costs. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool Not a whole lot has changed in the cabin of the GLS since its 2019 debut, though a mild mid-life refresh has brought some subtle changes to the looks and technology. There's a new steering wheel with double-decker touch-capacitive spokes, as well as revised 12.3-inch twin displays running the second-generation MBUX software interface seen in other Benz models. Compared to the previous iteration, it's quicker and is less menu dense. More voice activated functionality as well as the re-introduction of touch inputs also makes it easier to use. We found wireless Apple CarPlay worked well, and we imagine the same goes for Android Auto. If you don't want to use your phone's software, the native interface has heaps of functionality including augmented reality navigation and other connected services, as well as the intelligent 'Hey Mercedes' voice assistant. The driver's cluster is also hugely customisable, with multiple layouts and widgets to personalise to your tastes. Controlling these displays with the touch-sensitive steering controls can be a bit finicky, though. You'll notice the upholstery in our tester is a more standard grained leather rather than smoother Nappa hide, which on first glance doesn't feel worthy of the GLS450d's near-$200,000 price tag. Nappa upholstery optional. The grained surfaces continue on the Artico (Benz-speak for man-made leather) trimmed dashboard and door cards, but unlike the finishes in Audis and BMWs it just doesn't feel as high-end as the sticker suggests. Mercedes-Benz offers a few different colours for the interior which dress it up a bit – Macchiato Beige, Catalana Beige and Bahia Brown as well as Black – as well as four different trim inserts including three woods and a pinstriped piano black. I personally think any of the other interior options would make a world of difference. At least the switchgear is tactile and functional, though the central touchpad which acts as a secondary screen controller can be fiddly on the move. The cooled front cupholders are a nice touch, though. There's also heaps of storage too, from the cupholders and phone slot ahead of the centre console to the large door bins and centre cubby under the front-centre armrest – there are plenty of places to hide your stuff. As you'd imagine, the second row is very large. The long wheelbase and high roofline affords good head and leg room for taller passengers, and the rear seats electrically slide and recline, including a rear access function. They're quite slow, though, particularly the rear access function which feels like it takes an eternity. In this instance I'd be happy with manual operation or a quick hydraulic release. Kids will love the big panoramic sunroof, which lets heaps of light in without impeding on head room. That said, it stops at the second row, meaning third-row passengers can feel a little boxed in with the dark interior colour scheme of our test vehicle. As standard the rear seats are heated on the outboard positions which is nice, with cooling optional. Extra zones for climate control with directional vents in the rear are also nice, as is the array of USB-C power points in rows two and three. Speaking of, row three isn't quite as big as the second row but you can fit decent-sized adults back there with good head and knee room. The third row gets two individual seats that also electrically raise or lower (again, slowly), and they get nicely trimmed armrests with cupholders, USB-C charge outlets and remote switches to fold the second row out of the way. Boot space is quoted at a minimum 355 litres with the third row in play, expanding to a capacious 2400 litres with both rear rows of seating folded. For reference, the GLS's boot with seven seats is about the same as a VW Polo. A collapsible space saver spare is under the rear, as well as an air compressor to pump it up. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool At the heart of the GLS450d is a turbocharged inline-six diesel engine with 'EQ Boost' 48V mild-hybrid assistance. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool As you'd expect, the GLS feels like a large, substantial vehicle on the road. Pictured: Overseas model shown It's hulking dimensions means it towers over conventional passenger vehicles, and driving in peak-hour traffic can feel like other motorists are darting around you and snapping at your heels. This 2.7-tonne luxury bus is, however, very smooth, refined and comfortable for commuting. 750Nm from just 1350rpm makes for effortless performance, and it'll get moving briskly if you step on it. Mercedes-Benz claims an almost hot hatch-like 6.1-second 0-100km/h dash for the 450d, which is no mean feat. It's about half a second off the smaller GLE SUV with the same drivetrain. Speaking of the drivetrain, the big diesel engine with 48V mild-hybrid assistance is very smooth at low speeds, though it's not quite as aggressive an MHEV system as some other brands. Unless you pop it in Eco mode, the 3.0-litre six-cylinder diesel only turns off early as you come to a stop, then fires up just about instantly when you want to set off again. In Eco mode though, it'll shut off when coasting too. That helped us to achieve a still-impressive 8.5L/100km indicated economy readout despite a good mix of peak-hour driving mixed in with freeway stints. For reference, I live about 22km from the CarExpert Melbourne office with my daily commute combining ~18km of freeway with the remainder crossing the CBD and its surrounds. General comfort is very good, with the standard adaptive air suspension offering a cushy ride and the optional E-Active Body Control working hard to minimise body movements. It can sometimes have an odd lateral movement which can feel a bit odd, but it also makes this 5.2m-long and 2.0m-wide SUV feel more wieldy than it ought to be. The light steering makes the GLS easy to place, but it's not as direct or communicative as an X7 if you like a more feelsome drive. I'd argue the standard air-sprung chassis will be more than sufficient, and will save you a pretty penny upfront, too. It's beautifully quiet in town and at a cruise, with great insulation from road, wind and powertrain noise. While decked out in AMG appearance gear, Mercedes-Benz has done well to give the GLS a comfort-focused ride rather than trying too hard to be 'sporty'. Outward visibility is good thanks to the tall glasshouse and standard surround cameras, though the very chunky shoulderline and bluff sides can make this feel bigger and harder to park. Tight manoeuvres can be a little tricky given the immense length and long 3135mm wheelbase, too. As you'd expect the GLS is decked out with a suite of Benz's latest assistance systems, allowing this big Mercedes to offer semi-autonomous driving capability on the open road and in traffic jams. Benz's 'Distronic' adaptive cruise combines with active lane keeping and steering assists to keep the GLS centred within its lane an a set distance from a lead vehicle. Mercedes's assistance software is one of the better calibrated and intuitive in the business, and the lane change assist function feels well sorted, if a little weird the first time you try it. Blind-spot and rear cross-traffic assists give you an extra set of eyes in traffic and tight areas, helping negotiate small gaps in traffic or city car parks. The augmented reality function for the MBUX infotainment system also uses the forward camera feed and overlays graphics with directions and street names which is pretty cool. It also has a traffic light view in case you can't see the lights change due to the A-pillars or chunky side mirrors. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool While the cheaper Edition 7 offered a lower level of standard equipment, the 450d AMG Line is the mainstay entry-level model in the local GLS lineup. 2025 Mercedes-Benz GLS450d equipment highlights: To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool A handful of cost options and packages are available on the GLS450d AMG Line. Available add-ons include: The E-Active Body Control fitted to our test vehicle is fully active suspension combining the standard adaptive air suspension and damping with a 48V electro-hydraulic anti-roll bar system which reduces pitch, roll and shock sensations; as well as the bouncy off-road recovery feature. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool The GLS is currently unrated by ANCAP or Euro NCAP, though the smaller GLE wears a five-star rating. Standard safety features include: To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool The Mercedes-Benz GLS is covered by a five year, unlimited kilometre new vehicle warranty. While Mercedes-Benz offers long 25,000km service intervals, the five-year Service Plan costs an astonishing $8140. For reference, both the Audi Q7 and BMW X7 cost about half that over the same period. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool Like the GLE I reviewed last year, the GLS's many good points are outshone somewhat by its lofty pricing and austere cabin in as-tested specification. At $190,000 before options, the GLS does not feel like a $10,000+ better vehicle than the equivalent BMW X7 xDrive40d – particularly in its lush Pure Excellence spec. Even then, it still requires a few expensive options to deck it out with the best Mercedes-Benz has to offer and costs an absolute fortune to service. Yes, the 450d's mild-hybrid-assisted inline diesel six is a peach, and the comfort-focused ride suits the vibe of this big, luxurious family-hauler nicely, but there are plenty of other SUVs that will do as good a job for far less coin. Interested in buying a Mercedes-Benz GLS? Let CarExpert find you the best deal hereMORE: Explore the Mercedes-Benz GLS showroom Content originally sourced from:
7NEWS
06-07-2025
- Automotive
- 7NEWS
2025 Mercedes-Benz GLS review
When is big not quite big enough? Well, in the case of the Mercedes-Benz SUV lineup, you can have the already-big GLE large SUV with up to three rows of seating and hulking exterior dimensions, or you can get the even larger GLS full-size SUV with three roomier rows. Measuring a whole 5020mm long, 2030mm wide and 1798mm tall, the 2025 Mercedes-Benz GLS is a big beast. Offering seven seats that should cater to a full car of adults, it dwarfs most other cars on the road this side of an American pickup truck. Like the BMW X7 with which it competes, the GLS is assembled in the United States and serves as the SUV flagship for the Three Pointed Star. The brand has even labelled it as the 'S-Class of SUVs' in the past. The model on test is the 'entry-level' GLS450d 4Matic, which sneaks in just under $200,000 before on-road costs; and is now the sole non-AMG or Maybach variant available following the discontinuation of the 450 petrol. WATCH: Paul's video review of the 2020 Mercedes-Benz GLS400d 4MATIC So, if you're looking for one of the biggest and fanciest ways to transport seven people, is the Mercedes-Benz GLS a top pic? Read on to find out… How much does the Mercedes-Benz GLS cost? The most attainable GLS is the limited-run 450d Edition 7, which dropped the price of entry by $17,000 earlier this year but in 'strictly limited' numbers. The vehicle you see here is the regular 450d AMG Line, which for model year 2025 (MY25) is priced from $189,100 before on-road costs. Drive-away, you're looking at a base price over $200,000. By comparison, the BMW X7 starts from $171,300 for the petrol 40i, and $178,300 for the diesel 40d. Still, the GLS is well under the base sticker of the Range Rover, which kicks off from $257,404 before on-road costs. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool What is the Mercedes-Benz GLS like on the inside? Not a whole lot has changed in the cabin of the GLS since its 2019 debut, though a mild mid-life refresh has brought some subtle changes to the looks and technology. There's a new steering wheel with double-decker touch-capacitive spokes, as well as revised 12.3-inch twin displays running the second-generation MBUX software interface seen in other Benz models. Compared to the previous iteration, it's quicker and is less menu dense. More voice activated functionality as well as the re-introduction of touch inputs also makes it easier to use. We found wireless Apple CarPlay worked well, and we imagine the same goes for Android Auto. If you don't want to use your phone's software, the native interface has heaps of functionality including augmented reality navigation and other connected services, as well as the intelligent 'Hey Mercedes' voice assistant. The driver's cluster is also hugely customisable, with multiple layouts and widgets to personalise to your tastes. Controlling these displays with the touch-sensitive steering controls can be a bit finicky, though. You'll notice the upholstery in our tester is a more standard grained leather rather than smoother Nappa hide, which on first glance doesn't feel worthy of the GLS450d's near-$200,000 price tag. Nappa upholstery optional. The grained surfaces continue on the Artico (Benz-speak for man-made leather) trimmed dashboard and door cards, but unlike the finishes in Audis and BMWs it just doesn't feel as high-end as the sticker suggests. Mercedes-Benz offers a few different colours for the interior which dress it up a bit – Macchiato Beige, Catalana Beige and Bahia Brown as well as Black – as well as four different trim inserts including three woods and a pinstriped piano black. I personally think any of the other interior options would make a world of difference. At least the switchgear is tactile and functional, though the central touchpad which acts as a secondary screen controller can be fiddly on the move. The cooled front cupholders are a nice touch, though. There's also heaps of storage too, from the cupholders and phone slot ahead of the centre console to the large door bins and centre cubby under the front-centre armrest – there are plenty of places to hide your stuff. As you'd imagine, the second row is very large. The long wheelbase and high roofline affords good head and leg room for taller passengers, and the rear seats electrically slide and recline, including a rear access function. They're quite slow, though, particularly the rear access function which feels like it takes an eternity. In this instance I'd be happy with manual operation or a quick hydraulic release. Kids will love the big panoramic sunroof, which lets heaps of light in without impeding on head room. That said, it stops at the second row, meaning third-row passengers can feel a little boxed in with the dark interior colour scheme of our test vehicle. As standard the rear seats are heated on the outboard positions which is nice, with cooling optional. Extra zones for climate control with directional vents in the rear are also nice, as is the array of USB-C power points in rows two and three. Speaking of, row three isn't quite as big as the second row but you can fit decent-sized adults back there with good head and knee room. The third row gets two individual seats that also electrically raise or lower (again, slowly), and they get nicely trimmed armrests with cupholders, USB-C charge outlets and remote switches to fold the second row out of the way. Boot space is quoted at a minimum 355 litres with the third row in play, expanding to a capacious 2400 litres with both rear rows of seating folded. For reference, the GLS's boot with seven seats is about the same as a VW Polo. A collapsible space saver spare is under the rear, as well as an air compressor to pump it up. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool What's under the bonnet? At the heart of the GLS450d is a turbocharged inline-six diesel engine with 'EQ Boost' 48V mild-hybrid assistance. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool How does the Mercedes-Benz GLS drive? As you'd expect, the GLS feels like a large, substantial vehicle on the road. Pictured: Overseas model shown It's hulking dimensions means it towers over conventional passenger vehicles, and driving in peak-hour traffic can feel like other motorists are darting around you and snapping at your heels. This 2.7-tonne luxury bus is, however, very smooth, refined and comfortable for commuting. 750Nm from just 1350rpm makes for effortless performance, and it'll get moving briskly if you step on it. Mercedes-Benz claims an almost hot hatch-like 6.1-second 0-100km/h dash for the 450d, which is no mean feat. It's about half a second off the smaller GLE SUV with the same drivetrain. Speaking of the drivetrain, the big diesel engine with 48V mild-hybrid assistance is very smooth at low speeds, though it's not quite as aggressive an MHEV system as some other brands. Unless you pop it in Eco mode, the 3.0-litre six-cylinder diesel only turns off early as you come to a stop, then fires up just about instantly when you want to set off again. In Eco mode though, it'll shut off when coasting too. That helped us to achieve a still-impressive 8.5L/100km indicated economy readout despite a good mix of peak-hour driving mixed in with freeway stints. For reference, I live about 22km from the CarExpert Melbourne office with my daily commute combining ~18km of freeway with the remainder crossing the CBD and its surrounds. General comfort is very good, with the standard adaptive air suspension offering a cushy ride and the optional E-Active Body Control working hard to minimise body movements. It can sometimes have an odd lateral movement which can feel a bit odd, but it also makes this 5.2m-long and 2.0m-wide SUV feel more wieldy than it ought to be. The light steering makes the GLS easy to place, but it's not as direct or communicative as an X7 if you like a more feelsome drive. I'd argue the standard air-sprung chassis will be more than sufficient, and will save you a pretty penny upfront, too. It's beautifully quiet in town and at a cruise, with great insulation from road, wind and powertrain noise. While decked out in AMG appearance gear, Mercedes-Benz has done well to give the GLS a comfort-focused ride rather than trying too hard to be 'sporty'. Outward visibility is good thanks to the tall glasshouse and standard surround cameras, though the very chunky shoulderline and bluff sides can make this feel bigger and harder to park. Tight manoeuvres can be a little tricky given the immense length and long 3135mm wheelbase, too. As you'd expect the GLS is decked out with a suite of Benz's latest assistance systems, allowing this big Mercedes to offer semi-autonomous driving capability on the open road and in traffic jams. Benz's 'Distronic' adaptive cruise combines with active lane keeping and steering assists to keep the GLS centred within its lane an a set distance from a lead vehicle. Mercedes's assistance software is one of the better calibrated and intuitive in the business, and the lane change assist function feels well sorted, if a little weird the first time you try it. Blind-spot and rear cross-traffic assists give you an extra set of eyes in traffic and tight areas, helping negotiate small gaps in traffic or city car parks. The augmented reality function for the MBUX infotainment system also uses the forward camera feed and overlays graphics with directions and street names which is pretty cool. It also has a traffic light view in case you can't see the lights change due to the A-pillars or chunky side mirrors. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool What do you get? While the cheaper Edition 7 offered a lower level of standard equipment, the 450d AMG Line is the mainstay entry-level model in the local GLS lineup. 2025 Mercedes-Benz GLS450d equipment highlights: AMG Line Premium Plus Package Aluminium-look running boards – illuminated Mirror Package 5+2 seating Anthracite open-pore wood trim Artico leatherette dashboard, door trim Easy-Pack auto tailgate Memory Package – front seats Roof liner in black fabric 12.3-inch digital instrument cluster 12.3-inch MBUX infotainment system DAB radio Wireless Apple CarPlay Wireless Android Auto Airmatic adaptive air suspension To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool Options A handful of cost options and packages are available on the GLS450d AMG Line. Available add-ons include: 23-inch AMG alloy wheels: $2100 E-Active Body Control: $13,000 – fitted Rear Comfort Package: $9900 Towbar Package: $2900 Electric rear sunblinds: $1300 Manufaktur paint: $2200-2900 The E-Active Body Control fitted to our test vehicle is fully active suspension combining the standard adaptive air suspension and damping with a 48V electro-hydraulic anti-roll bar system which reduces pitch, roll and shock sensations; as well as the bouncy off-road recovery feature. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool Is the Mercedes-Benz GLS safe? The GLS is currently unrated by ANCAP or Euro NCAP, though the smaller GLE wears a five-star rating. Standard safety features include: 9 airbags – incl. front-side, driver knee Active Steering Assist – centring Adaptive cruise control incl. stop/go Adaptive high beam Autonomous emergency braking (AEB) Blind-spot monitoring Driver attention monitoring Evasive Steering Assist Exit warning Lane change assist Lane departure warning Lane-keep assist Parking sensors – front, rear Pre-Safe system Rear cross-traffic alert Surround-view camera Traffic jam assist Traffic sign assist Trailer Manoeuvring Assist Tyre pressure monitor Speed Limit Assist To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool How much does the Mercedes-Benz GLS cost to run? The Mercedes-Benz GLS is covered by a five year, unlimited kilometre new vehicle warranty. While Mercedes-Benz offers long 25,000km service intervals, the five-year Service Plan costs an astonishing $8140. For reference, both the Audi Q7 and BMW X7 cost about half that over the same period. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool CarExpert's Take on the Mercedes-Benz GLS Like the GLE I reviewed last year, the GLS's many good points are outshone somewhat by its lofty pricing and austere cabin in as-tested specification. At $190,000 before options, the GLS does not feel like a $10,000+ better vehicle than the equivalent BMW X7 xDrive40d – particularly in its lush Pure Excellence spec. Even then, it still requires a few expensive options to deck it out with the best Mercedes-Benz has to offer and costs an absolute fortune to service. Yes, the 450d's mild-hybrid-assisted inline diesel six is a peach, and the comfort-focused ride suits the vibe of this big, luxurious family-hauler nicely, but there are plenty of other SUVs that will do as good a job for far less coin. Interested in buying a Mercedes-Benz GLS? Let CarExpert find you the best deal here Pros Peachy mild-hybrid diesel Massively practical cabin Updated tech works well Cons Expensive to buy and service Interior doesn't scream $200k
Perth Now
06-07-2025
- Automotive
- Perth Now
2025 Mercedes-Benz GLS review
When is big not quite big enough? 2025 Mercedes-Benz GLS Credit: CarExpert Well, in the case of the Mercedes-Benz SUV lineup, you can have the already-big GLE large SUV with up to three rows of seating and hulking exterior dimensions, or you can get the even larger GLS full-size SUV with three roomier rows. Measuring a whole 5020mm long, 2030mm wide and 1798mm tall, the 2025 Mercedes-Benz GLS is a big beast. Offering seven seats that should cater to a full car of adults, it dwarfs most other cars on the road this side of an American pickup truck. Like the BMW X7 with which it competes, the GLS is assembled in the United States and serves as the SUV flagship for the Three Pointed Star. The brand has even labelled it as the 'S-Class of SUVs' in the past. The model on test is the 'entry-level' GLS450d 4Matic, which sneaks in just under $200,000 before on-road costs; and is now the sole non-AMG or Maybach variant available following the discontinuation of the 450 petrol. WATCH: Paul's video review of the 2020 Mercedes-Benz GLS400d 4MATIC So, if you're looking for one of the biggest and fanciest ways to transport seven people, is the Mercedes-Benz GLS a top pic? Read on to find out… The most attainable GLS is the limited-run 450d Edition 7, which dropped the price of entry by $17,000 earlier this year but in 'strictly limited' numbers. 2025 Mercedes-Benz GLS Credit: CarExpert The vehicle you see here is the regular 450d AMG Line, which for model year 2025 (MY25) is priced from $189,100 before on-road costs. Drive-away, you're looking at a base price over $200,000. By comparison, the BMW X7 starts from $171,300 for the petrol 40i, and $178,300 for the diesel 40d. Still, the GLS is well under the base sticker of the Range Rover, which kicks off from $257,404 before on-road costs. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool Not a whole lot has changed in the cabin of the GLS since its 2019 debut, though a mild mid-life refresh has brought some subtle changes to the looks and technology. 2025 Mercedes-Benz GLS Credit: CarExpert There's a new steering wheel with double-decker touch-capacitive spokes, as well as revised 12.3-inch twin displays running the second-generation MBUX software interface seen in other Benz models. Compared to the previous iteration, it's quicker and is less menu dense. More voice activated functionality as well as the re-introduction of touch inputs also makes it easier to use. We found wireless Apple CarPlay worked well, and we imagine the same goes for Android Auto. If you don't want to use your phone's software, the native interface has heaps of functionality including augmented reality navigation and other connected services, as well as the intelligent 'Hey Mercedes' voice assistant. The driver's cluster is also hugely customisable, with multiple layouts and widgets to personalise to your tastes. Controlling these displays with the touch-sensitive steering controls can be a bit finicky, though. 2025 Mercedes-Benz GLS Credit: CarExpert 2025 Mercedes-Benz GLS Credit: CarExpert 2025 Mercedes-Benz GLS Credit: CarExpert 2025 Mercedes-Benz GLS Credit: CarExpert You'll notice the upholstery in our tester is a more standard grained leather rather than smoother Nappa hide, which on first glance doesn't feel worthy of the GLS450d's near-$200,000 price tag. Nappa upholstery optional. The grained surfaces continue on the Artico (Benz-speak for man-made leather) trimmed dashboard and door cards, but unlike the finishes in Audis and BMWs it just doesn't feel as high-end as the sticker suggests. Mercedes-Benz offers a few different colours for the interior which dress it up a bit – Macchiato Beige, Catalana Beige and Bahia Brown as well as Black – as well as four different trim inserts including three woods and a pinstriped piano black. I personally think any of the other interior options would make a world of difference. At least the switchgear is tactile and functional, though the central touchpad which acts as a secondary screen controller can be fiddly on the move. The cooled front cupholders are a nice touch, though. There's also heaps of storage too, from the cupholders and phone slot ahead of the centre console to the large door bins and centre cubby under the front-centre armrest – there are plenty of places to hide your stuff. 2025 Mercedes-Benz GLS Credit: CarExpert 2025 Mercedes-Benz GLS Credit: CarExpert 2025 Mercedes-Benz GLS Credit: CarExpert 2025 Mercedes-Benz GLS Credit: CarExpert As you'd imagine, the second row is very large. The long wheelbase and high roofline affords good head and leg room for taller passengers, and the rear seats electrically slide and recline, including a rear access function. They're quite slow, though, particularly the rear access function which feels like it takes an eternity. In this instance I'd be happy with manual operation or a quick hydraulic release. Kids will love the big panoramic sunroof, which lets heaps of light in without impeding on head room. That said, it stops at the second row, meaning third-row passengers can feel a little boxed in with the dark interior colour scheme of our test vehicle. As standard the rear seats are heated on the outboard positions which is nice, with cooling optional. Extra zones for climate control with directional vents in the rear are also nice, as is the array of USB-C power points in rows two and three. Speaking of, row three isn't quite as big as the second row but you can fit decent-sized adults back there with good head and knee room. 2025 Mercedes-Benz GLS Credit: CarExpert 2025 Mercedes-Benz GLS Credit: CarExpert The third row gets two individual seats that also electrically raise or lower (again, slowly), and they get nicely trimmed armrests with cupholders, USB-C charge outlets and remote switches to fold the second row out of the way. Boot space is quoted at a minimum 355 litres with the third row in play, expanding to a capacious 2400 litres with both rear rows of seating folded. For reference, the GLS's boot with seven seats is about the same as a VW Polo. A collapsible space saver spare is under the rear, as well as an air compressor to pump it up. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool At the heart of the GLS450d is a turbocharged inline-six diesel engine with 'EQ Boost' 48V mild-hybrid assistance. 2025 Mercedes-Benz GLS Credit: CarExpert To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool As you'd expect, the GLS feels like a large, substantial vehicle on the road. 2025 Mercedes-Benz GLS Credit: CarExpert Pictured: Overseas model shown It's hulking dimensions means it towers over conventional passenger vehicles, and driving in peak-hour traffic can feel like other motorists are darting around you and snapping at your heels. This 2.7-tonne luxury bus is, however, very smooth, refined and comfortable for commuting. 750Nm from just 1350rpm makes for effortless performance, and it'll get moving briskly if you step on it. Mercedes-Benz claims an almost hot hatch-like 6.1-second 0-100km/h dash for the 450d, which is no mean feat. It's about half a second off the smaller GLE SUV with the same drivetrain. Speaking of the drivetrain, the big diesel engine with 48V mild-hybrid assistance is very smooth at low speeds, though it's not quite as aggressive an MHEV system as some other brands. Unless you pop it in Eco mode, the 3.0-litre six-cylinder diesel only turns off early as you come to a stop, then fires up just about instantly when you want to set off again. In Eco mode though, it'll shut off when coasting too. 2025 Mercedes-Benz GLS Credit: CarExpert That helped us to achieve a still-impressive 8.5L/100km indicated economy readout despite a good mix of peak-hour driving mixed in with freeway stints. For reference, I live about 22km from the CarExpert Melbourne office with my daily commute combining ~18km of freeway with the remainder crossing the CBD and its surrounds. General comfort is very good, with the standard adaptive air suspension offering a cushy ride and the optional E-Active Body Control working hard to minimise body movements. It can sometimes have an odd lateral movement which can feel a bit odd, but it also makes this 5.2m-long and 2.0m-wide SUV feel more wieldy than it ought to be. The light steering makes the GLS easy to place, but it's not as direct or communicative as an X7 if you like a more feelsome drive. I'd argue the standard air-sprung chassis will be more than sufficient, and will save you a pretty penny upfront, too. It's beautifully quiet in town and at a cruise, with great insulation from road, wind and powertrain noise. While decked out in AMG appearance gear, Mercedes-Benz has done well to give the GLS a comfort-focused ride rather than trying too hard to be 'sporty'. Outward visibility is good thanks to the tall glasshouse and standard surround cameras, though the very chunky shoulderline and bluff sides can make this feel bigger and harder to park. Tight manoeuvres can be a little tricky given the immense length and long 3135mm wheelbase, too. 2025 Mercedes-Benz GLS Credit: CarExpert As you'd expect the GLS is decked out with a suite of Benz's latest assistance systems, allowing this big Mercedes to offer semi-autonomous driving capability on the open road and in traffic jams. Benz's 'Distronic' adaptive cruise combines with active lane keeping and steering assists to keep the GLS centred within its lane an a set distance from a lead vehicle. Mercedes's assistance software is one of the better calibrated and intuitive in the business, and the lane change assist function feels well sorted, if a little weird the first time you try it. Blind-spot and rear cross-traffic assists give you an extra set of eyes in traffic and tight areas, helping negotiate small gaps in traffic or city car parks. The augmented reality function for the MBUX infotainment system also uses the forward camera feed and overlays graphics with directions and street names which is pretty cool. It also has a traffic light view in case you can't see the lights change due to the A-pillars or chunky side mirrors. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool While the cheaper Edition 7 offered a lower level of standard equipment, the 450d AMG Line is the mainstay entry-level model in the local GLS lineup. 2025 Mercedes-Benz GLS Credit: CarExpert 2025 Mercedes-Benz GLS Credit: CarExpert 2025 Mercedes-Benz GLS Credit: CarExpert 2025 Mercedes-Benz GLS Credit: CarExpert 2025 Mercedes-Benz GLS450d equipment highlights: AMG Line Premium Plus Package Aluminium-look running boards – illuminated Mirror Package 5+2 seating Anthracite open-pore wood trim Artico leatherette dashboard, door trim Easy-Pack auto tailgate Memory Package – front seats Roof liner in black fabric 12.3-inch digital instrument cluster 12.3-inch MBUX infotainment system DAB radio Wireless Apple CarPlay Wireless Android Auto Airmatic adaptive air suspension To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool A handful of cost options and packages are available on the GLS450d AMG Line. 2025 Mercedes-Benz GLS Credit: CarExpert Available add-ons include: 23-inch AMG alloy wheels: $2100 E-Active Body Control: $13,000 – fitted Rear Comfort Package: $9900 Towbar Package: $2900 Electric rear sunblinds: $1300 Manufaktur paint: $2200-2900 The E-Active Body Control fitted to our test vehicle is fully active suspension combining the standard adaptive air suspension and damping with a 48V electro-hydraulic anti-roll bar system which reduces pitch, roll and shock sensations; as well as the bouncy off-road recovery feature. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool The GLS is currently unrated by ANCAP or Euro NCAP, though the smaller GLE wears a five-star rating. 2025 Mercedes-Benz GLS Credit: CarExpert Standard safety features include: 9 airbags – incl. front-side, driver knee Active Steering Assist – centring Adaptive cruise control incl. stop/go Adaptive high beam Autonomous emergency braking (AEB) Blind-spot monitoring Driver attention monitoring Evasive Steering Assist Exit warning Lane change assist Lane departure warning Lane-keep assist Parking sensors – front, rear Pre-Safe system Rear cross-traffic alert Surround-view camera Traffic jam assist Traffic sign assist Trailer Manoeuvring Assist Tyre pressure monitor Speed Limit Assist To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool The Mercedes-Benz GLS is covered by a five year, unlimited kilometre new vehicle warranty. 2025 Mercedes-Benz GLS Credit: CarExpert While Mercedes-Benz offers long 25,000km service intervals, the five-year Service Plan costs an astonishing $8140. For reference, both the Audi Q7 and BMW X7 cost about half that over the same period. To see how the Mercedes-Benz GLS lines up against the competition, check out our comparison tool Like the GLE I reviewed last year, the GLS's many good points are outshone somewhat by its lofty pricing and austere cabin in as-tested specification. 2025 Mercedes-Benz GLS Credit: CarExpert At $190,000 before options, the GLS does not feel like a $10,000+ better vehicle than the equivalent BMW X7 xDrive40d – particularly in its lush Pure Excellence spec. Even then, it still requires a few expensive options to deck it out with the best Mercedes-Benz has to offer and costs an absolute fortune to service. Yes, the 450d's mild-hybrid-assisted inline diesel six is a peach, and the comfort-focused ride suits the vibe of this big, luxurious family-hauler nicely, but there are plenty of other SUVs that will do as good a job for far less coin. 2025 Mercedes-Benz GLS Credit: CarExpert Interested in buying a Mercedes-Benz GLS? Let CarExpert find you the best deal here MORE: Explore the Mercedes-Benz GLS showroom Peachy mild-hybrid diesel Massively practical cabin Updated tech works well Expensive to buy and service Interior doesn't scream $200k Not a super feelsome drive
The Advertiser
30-06-2025
- Automotive
- The Advertiser
2025 Audi Q7 review
Audi Q7 Pros Audi Q7 Cons Australians aren't afraid to splurge on family transport, especially those in affluent areas like the eastern suburbs of Melbourne where I live. BMW X5s and Mercedes-Benz GLEs, in addition to their smaller counterparts, are an hourly if minute-ly sight on my local streets. No doubt that's helped by the fact some of the premium auto dealerships in Doncaster are just two minutes up the road. The Audi Q7 is also part of this pack, though quite outnumbered compared to its aforementioned rivals, as well as its much more popular Q5 mid-size SUV stablemate. This wasn't always the case, but it seems to be so now. That's not to say the Q7 isn't still a great large luxury SUV for families. If anything, it's quite the opposite, but I reckon customers are gravitating to more flashy makes and models in 2025, and Audi's big SUV is a little too austere for some. For 2025, the second-generation Audi Q7 received yet another facelift which, admittedly, is very minor. Revised lighting, bumpers and intakes are the main changes, augmented by updated tech. First deliveries commenced late in 2024, but we got a chance to drive the updated Q7 alongside the related and also-facelifted Audi Q8 earlier this year as part of the Australian media drive in New South Wales. Does Audi's family-friendly flagship still have the chops to duke it out with the X5 and GLE, among other premium-branded three-row SUVs? Read on to find out. Audi Q7 prices have progressively risen in recent years, though the updated range has largely brought minor price decreases. Even better, a new entry-level petrol version brings the starting price back down under $100,000. Compared to its direct rivals from BMW and Mercedes-Benz, the Q7 range opens some $30,000 cheaper than the X5 and the GLE. While the X5 opens with a six-cylinder diesel variant aligned with the 50 TDI's outputs, the cheapest Mercedes-Benz GLE is a four-cylinder diesel. To see how the Audi Q7 lines up against the competition, check out our comparison tool The interior has seen minimal changes with this latest update, but that doesn't mean the Q7 doesn't have a modern, tactile and quality feel inside. The integrated displays, padded surfaces and high-quality materials may not look as flashy on first impression compared to the X5's or GLE's cabin, but the Q7's interior is clean, nicely finished and functional. Audi's more restrained and conventional cabin layout and display integration comes off slightly old-school, but will no doubt age better than its competitors, as surely the free-standing tablet-style multimedia display fad can't last forever. Higher up in the range you can get gorgeous quilted Valcona leather upholstery with contrast stitching, and an extended Nappa leather treatment for the upper dashboard, doors and lining of the centre console. The darker cabin colour scheme is accented by flashes of aluminium and metal-feel trim flourishes. Again, this plays into the usual dark and demure vibe that's weaved in with Audi's reputation for quality in-car craftsmanship. Audi virtual cockpit and MMI touch displays feature here, including the 12.3-inch digital instrument cluster and 10.1-inch central touchscreen. The latter may seem small in today's age of supersized displays, but it's so nicely integrated into the dashboard fascia that I'm willing to forgive it and say size isn't everything. Audi's latest 12.3-inch 'virtual cockpit' digital instrument cluster receives a new driver assistance display option, which has a real-time projection of your Q8 within its lane and surrounding traffic. Lower down is an 8.6-inch touchscreen for the climate controls. Both touch displays are high-resolution, generally snappy in response, and offer haptic 'click' feedback when pressed. While we still would prefer Audi's typically clicky and tactile physical controls, the marque's implementation of touch-capacitive tech is among the best. The MMI interface is largely carryover for this latest facelift, though there's a new tiled homescreen which is more like a smartphone, allowing you to have connected app information front and centre when you turn it on. There's also integration for Spotify and YouTube applications – though the latter is only available when the vehicle is parked. Storage is alright without being standout – there's a shallow cubby under that centre armrest, which also houses the wireless phone charger, plus decent door pockets, and a pair of cupholders on the centre console under a nicely weighted lid. We didn't spend much time in the second row, but being a full-size SUV with a 2995mm wheelbase pays dividends if you're transporting adults often – though interestingly, it's shorter between the axles than the Q8 Like its platform mates – think Volkswagen Touareg and Porsche Cayenne – the Audi Q7 easily accommodates above-average sized humans (like 6'1″ me), offering plenty of kneeroom and legroom, as well as sufficient headroom. Standard amenities in the rear include a third zone of climate control with directional air vents, a pair of USB-C ports and a 12V outlet. You also get netted pockets on the backs of the front seats. And you can also slide and recline the rear seats for added comfort, and also extend the cargo area should you need the extra capacity or free up room for third-row occupants. Speaking of the rearmost seating, the Q7 is fine for kids and small adults on shorter journeys, but it's not a full-size seven-seater like a Land Rover Discovery or Volvo XC90. Further back again, you have a pretty capacious boot area that will swallow 790 litres of luggage with the second row in place, and 1908 litres with them folded down. Unlike some of its platform mates, the Q7 only gets a tyre repair kit. To see how the Audi Q7 lines up against the competition, check out our comparison tool In Australia, the Audi Q7 offers a four-cylinder petrol engine alongside V6 diesel and petrol options – the six-cylinder units also come with fuel-saving 48V mild-hybrid technology. While it might seem strange that Audi doesn't offer a Q7 plug-in hybrid (PHEV) in Australia, the TFSI e version of the Q7 available abroad only comes with five seats due to the placement of the battery pack – thus Audi Australia won't sell it here because the five-seat large SUV place in its lineup is occupied by the Q8. To see how the Audi Q7 lines up against the competition, check out our comparison tool We had a bit less time in the Q7 compared to the Q8, but as with our previous experience with the big German SUV, our impressions are very positive. Above: Audi Q7 45 TDI quattro Audi didn't have the new 45 TFSI available to test on the day, but we get a stint in the 50 TDI quattro S line in between jaunts in the Q8 50 TDI, 55 TFSI and 60 TFSI e. The Volkswagen Group's 3.0-litre V6 turbo-diesel has always been a peach, and this latest version refines the response from the 48V mild-hybrid system to ensure you don't get the low-speed jitters and hesitation we've found in the past. With all 600Nm of torque available between 1750 and 3250rpm, the big oiler is effortless in its performance whether you're putting around the 'burbs or fanging it on the freeway. Like many European diesel engines, it's also very smooth and refined, to the point you might forget it's a diesel from inside the cabin. It's also very efficient, easily dipping into the sixes and sevens on the highway, and only increasing into the eights and nines around town – not bad for a vehicle of this size. The cabin is a very hushed place to send time, with good insulation from road, wind and powertrain noise. I'd argue it's a step up on the Q8 as well, thanks to its conventional doors and window glass as opposed to its style-led sibling's coupe-like frameless windows. Standard adaptive air suspension across the range also makes for a very cushy feel in all scenarios, though I've found most big VW Group SUVs on air springs are still a touch firmer than you'll find in something like a floaty Mercedes-Benz GLE. It's down to personal preference, but while air springs no doubt minimise body roll, some may prefer a slightly softer edge. It's amplified on the S line's larger wheels and low-profile rubber, though not to the point where the Q7 ever feels harsh or uncomfortable. If anything, it's at it's best on the open road where everything settles rather nicely. The steering is quite light and assisted in feel, which is typical Audi. While accurate in response, it doesn't offer a lot of feel and feedback – making this big thing very easy to steer around town, but not very engaging in twisty stuff. Again, this will come down to personal preference, and for many luxury/family SUV buyers it might suit just fine. For added manoeuvrability you can also opt for rear axle steering, which is claimed to reduce the turning circle by 1.1m. Above: Audi Q7 50 TDI quattro S line Audi's suite of assistance systems are also some of the best in the business. The new adaptive drive assist feature combines active cruise and lane centring functions for semi-autonomous highway driving, and it's really nicely tuned. Traffic jam assist adds low-speed functionality to make peak-hour traffic easier, too. You're also covered by 360-degree camera and sensor coverage, bolstered by Park Assist automated parking if you need some help wedging the 5072mm-long, 1970mm-wide Q7 into a tight inner-city parking space. Blind-spot monitoring (Audi side assist) and rear cross-traffic assist also help manage the Q7's long length, and there' are plenty of other handy features on board too, reflecting the Q7's flagship status in Audi's SUV lineup. To see how the Audi Q7 lines up against the competition, check out our comparison tool Four variants are offered across two distinct trim levels. 2025 Audi Q7 45 TFSI + 45 TDI equipment highlights: Q7 50 TDI + 55 TFSI S line add: To see how the Audi Q7 lines up against the competition, check out our comparison tool A number of packages and single-item options are available. Premium Package: $3900 (45 TFSI + 45 TDI) Luxury Seat Package: $4200 (50 TDI + 55 TFSI) Premium Plus Package: $5500 (50 TDI + 55 TFSI) To see how the Audi Q7 lines up against the competition, check out our comparison tool The Audi Q7 scored a five-star ANCAP safety rating based on testing conducted by Euro NCAP back in 2019. Standard safety equipment includes: To see how the Audi Q7 lines up against the competition, check out our comparison tool Like the wider Audi lineup, the Q7 is covered by a five year, unlimited-kilometre warranty with roadside assistance thrown in for the same period. To see how the Audi Q7 lines up against the competition, check out our comparison tool There are few better ways to get yourself and your family around than in the Audi Q7. With strong performance, excellent comfort and refinement, and a practical and premium cabin, the Q7 is a luxurious family bus that doesn't shout 'look at me' like its American-assembled BMW and Benz rivals. It's also worth commending Audi's engineering of this second-generation model, such is its longevity. This MkII Q7 has been around for a decade and is still competitive with far newer rivals. Considering it shares DNA with the likes of the Bentley Bentayga, Lamborghini Urus and Porsche Cayenne, it's got good genes. The model year 2025 updates go some way to keeping this large luxury SUV fresh in the face of stiff competition, though it's a shame that better hybrid powertrain tech remains off the cards for Australia. Audi also doesn't offer an all-electric version of the seven-seat Q7, like it does with the five-seat Q8, either. My pick would be the 45 TDI quattro with the optional Premium Package, as you get luxury features like quad-zone climate control and standard adaptive air suspension with V6 power for around $120,000 – still far less than BMW and Benz, which also charge you extra for a third row of seats. It may not be the newest kid on the block, but the Q7 remains highly capable and relatively good value in a luxuriously-trimmed package. Interested in buying a Audi Q7? Let CarExpert find you the best deal hereMORE: Explore the Audi Q7 showroom Content originally sourced from: Q7 Pros Audi Q7 Cons Australians aren't afraid to splurge on family transport, especially those in affluent areas like the eastern suburbs of Melbourne where I live. BMW X5s and Mercedes-Benz GLEs, in addition to their smaller counterparts, are an hourly if minute-ly sight on my local streets. No doubt that's helped by the fact some of the premium auto dealerships in Doncaster are just two minutes up the road. The Audi Q7 is also part of this pack, though quite outnumbered compared to its aforementioned rivals, as well as its much more popular Q5 mid-size SUV stablemate. This wasn't always the case, but it seems to be so now. That's not to say the Q7 isn't still a great large luxury SUV for families. If anything, it's quite the opposite, but I reckon customers are gravitating to more flashy makes and models in 2025, and Audi's big SUV is a little too austere for some. For 2025, the second-generation Audi Q7 received yet another facelift which, admittedly, is very minor. Revised lighting, bumpers and intakes are the main changes, augmented by updated tech. First deliveries commenced late in 2024, but we got a chance to drive the updated Q7 alongside the related and also-facelifted Audi Q8 earlier this year as part of the Australian media drive in New South Wales. Does Audi's family-friendly flagship still have the chops to duke it out with the X5 and GLE, among other premium-branded three-row SUVs? Read on to find out. Audi Q7 prices have progressively risen in recent years, though the updated range has largely brought minor price decreases. Even better, a new entry-level petrol version brings the starting price back down under $100,000. Compared to its direct rivals from BMW and Mercedes-Benz, the Q7 range opens some $30,000 cheaper than the X5 and the GLE. While the X5 opens with a six-cylinder diesel variant aligned with the 50 TDI's outputs, the cheapest Mercedes-Benz GLE is a four-cylinder diesel. To see how the Audi Q7 lines up against the competition, check out our comparison tool The interior has seen minimal changes with this latest update, but that doesn't mean the Q7 doesn't have a modern, tactile and quality feel inside. The integrated displays, padded surfaces and high-quality materials may not look as flashy on first impression compared to the X5's or GLE's cabin, but the Q7's interior is clean, nicely finished and functional. Audi's more restrained and conventional cabin layout and display integration comes off slightly old-school, but will no doubt age better than its competitors, as surely the free-standing tablet-style multimedia display fad can't last forever. Higher up in the range you can get gorgeous quilted Valcona leather upholstery with contrast stitching, and an extended Nappa leather treatment for the upper dashboard, doors and lining of the centre console. The darker cabin colour scheme is accented by flashes of aluminium and metal-feel trim flourishes. Again, this plays into the usual dark and demure vibe that's weaved in with Audi's reputation for quality in-car craftsmanship. Audi virtual cockpit and MMI touch displays feature here, including the 12.3-inch digital instrument cluster and 10.1-inch central touchscreen. The latter may seem small in today's age of supersized displays, but it's so nicely integrated into the dashboard fascia that I'm willing to forgive it and say size isn't everything. Audi's latest 12.3-inch 'virtual cockpit' digital instrument cluster receives a new driver assistance display option, which has a real-time projection of your Q8 within its lane and surrounding traffic. Lower down is an 8.6-inch touchscreen for the climate controls. Both touch displays are high-resolution, generally snappy in response, and offer haptic 'click' feedback when pressed. While we still would prefer Audi's typically clicky and tactile physical controls, the marque's implementation of touch-capacitive tech is among the best. The MMI interface is largely carryover for this latest facelift, though there's a new tiled homescreen which is more like a smartphone, allowing you to have connected app information front and centre when you turn it on. There's also integration for Spotify and YouTube applications – though the latter is only available when the vehicle is parked. Storage is alright without being standout – there's a shallow cubby under that centre armrest, which also houses the wireless phone charger, plus decent door pockets, and a pair of cupholders on the centre console under a nicely weighted lid. We didn't spend much time in the second row, but being a full-size SUV with a 2995mm wheelbase pays dividends if you're transporting adults often – though interestingly, it's shorter between the axles than the Q8 Like its platform mates – think Volkswagen Touareg and Porsche Cayenne – the Audi Q7 easily accommodates above-average sized humans (like 6'1″ me), offering plenty of kneeroom and legroom, as well as sufficient headroom. Standard amenities in the rear include a third zone of climate control with directional air vents, a pair of USB-C ports and a 12V outlet. You also get netted pockets on the backs of the front seats. And you can also slide and recline the rear seats for added comfort, and also extend the cargo area should you need the extra capacity or free up room for third-row occupants. Speaking of the rearmost seating, the Q7 is fine for kids and small adults on shorter journeys, but it's not a full-size seven-seater like a Land Rover Discovery or Volvo XC90. Further back again, you have a pretty capacious boot area that will swallow 790 litres of luggage with the second row in place, and 1908 litres with them folded down. Unlike some of its platform mates, the Q7 only gets a tyre repair kit. To see how the Audi Q7 lines up against the competition, check out our comparison tool In Australia, the Audi Q7 offers a four-cylinder petrol engine alongside V6 diesel and petrol options – the six-cylinder units also come with fuel-saving 48V mild-hybrid technology. While it might seem strange that Audi doesn't offer a Q7 plug-in hybrid (PHEV) in Australia, the TFSI e version of the Q7 available abroad only comes with five seats due to the placement of the battery pack – thus Audi Australia won't sell it here because the five-seat large SUV place in its lineup is occupied by the Q8. To see how the Audi Q7 lines up against the competition, check out our comparison tool We had a bit less time in the Q7 compared to the Q8, but as with our previous experience with the big German SUV, our impressions are very positive. Above: Audi Q7 45 TDI quattro Audi didn't have the new 45 TFSI available to test on the day, but we get a stint in the 50 TDI quattro S line in between jaunts in the Q8 50 TDI, 55 TFSI and 60 TFSI e. The Volkswagen Group's 3.0-litre V6 turbo-diesel has always been a peach, and this latest version refines the response from the 48V mild-hybrid system to ensure you don't get the low-speed jitters and hesitation we've found in the past. With all 600Nm of torque available between 1750 and 3250rpm, the big oiler is effortless in its performance whether you're putting around the 'burbs or fanging it on the freeway. Like many European diesel engines, it's also very smooth and refined, to the point you might forget it's a diesel from inside the cabin. It's also very efficient, easily dipping into the sixes and sevens on the highway, and only increasing into the eights and nines around town – not bad for a vehicle of this size. The cabin is a very hushed place to send time, with good insulation from road, wind and powertrain noise. I'd argue it's a step up on the Q8 as well, thanks to its conventional doors and window glass as opposed to its style-led sibling's coupe-like frameless windows. Standard adaptive air suspension across the range also makes for a very cushy feel in all scenarios, though I've found most big VW Group SUVs on air springs are still a touch firmer than you'll find in something like a floaty Mercedes-Benz GLE. It's down to personal preference, but while air springs no doubt minimise body roll, some may prefer a slightly softer edge. It's amplified on the S line's larger wheels and low-profile rubber, though not to the point where the Q7 ever feels harsh or uncomfortable. If anything, it's at it's best on the open road where everything settles rather nicely. The steering is quite light and assisted in feel, which is typical Audi. While accurate in response, it doesn't offer a lot of feel and feedback – making this big thing very easy to steer around town, but not very engaging in twisty stuff. Again, this will come down to personal preference, and for many luxury/family SUV buyers it might suit just fine. For added manoeuvrability you can also opt for rear axle steering, which is claimed to reduce the turning circle by 1.1m. Above: Audi Q7 50 TDI quattro S line Audi's suite of assistance systems are also some of the best in the business. The new adaptive drive assist feature combines active cruise and lane centring functions for semi-autonomous highway driving, and it's really nicely tuned. Traffic jam assist adds low-speed functionality to make peak-hour traffic easier, too. You're also covered by 360-degree camera and sensor coverage, bolstered by Park Assist automated parking if you need some help wedging the 5072mm-long, 1970mm-wide Q7 into a tight inner-city parking space. Blind-spot monitoring (Audi side assist) and rear cross-traffic assist also help manage the Q7's long length, and there' are plenty of other handy features on board too, reflecting the Q7's flagship status in Audi's SUV lineup. To see how the Audi Q7 lines up against the competition, check out our comparison tool Four variants are offered across two distinct trim levels. 2025 Audi Q7 45 TFSI + 45 TDI equipment highlights: Q7 50 TDI + 55 TFSI S line add: To see how the Audi Q7 lines up against the competition, check out our comparison tool A number of packages and single-item options are available. Premium Package: $3900 (45 TFSI + 45 TDI) Luxury Seat Package: $4200 (50 TDI + 55 TFSI) Premium Plus Package: $5500 (50 TDI + 55 TFSI) To see how the Audi Q7 lines up against the competition, check out our comparison tool The Audi Q7 scored a five-star ANCAP safety rating based on testing conducted by Euro NCAP back in 2019. Standard safety equipment includes: To see how the Audi Q7 lines up against the competition, check out our comparison tool Like the wider Audi lineup, the Q7 is covered by a five year, unlimited-kilometre warranty with roadside assistance thrown in for the same period. To see how the Audi Q7 lines up against the competition, check out our comparison tool There are few better ways to get yourself and your family around than in the Audi Q7. With strong performance, excellent comfort and refinement, and a practical and premium cabin, the Q7 is a luxurious family bus that doesn't shout 'look at me' like its American-assembled BMW and Benz rivals. It's also worth commending Audi's engineering of this second-generation model, such is its longevity. This MkII Q7 has been around for a decade and is still competitive with far newer rivals. Considering it shares DNA with the likes of the Bentley Bentayga, Lamborghini Urus and Porsche Cayenne, it's got good genes. The model year 2025 updates go some way to keeping this large luxury SUV fresh in the face of stiff competition, though it's a shame that better hybrid powertrain tech remains off the cards for Australia. Audi also doesn't offer an all-electric version of the seven-seat Q7, like it does with the five-seat Q8, either. My pick would be the 45 TDI quattro with the optional Premium Package, as you get luxury features like quad-zone climate control and standard adaptive air suspension with V6 power for around $120,000 – still far less than BMW and Benz, which also charge you extra for a third row of seats. It may not be the newest kid on the block, but the Q7 remains highly capable and relatively good value in a luxuriously-trimmed package. Interested in buying a Audi Q7? Let CarExpert find you the best deal hereMORE: Explore the Audi Q7 showroom Content originally sourced from: Q7 Pros Audi Q7 Cons Australians aren't afraid to splurge on family transport, especially those in affluent areas like the eastern suburbs of Melbourne where I live. BMW X5s and Mercedes-Benz GLEs, in addition to their smaller counterparts, are an hourly if minute-ly sight on my local streets. No doubt that's helped by the fact some of the premium auto dealerships in Doncaster are just two minutes up the road. The Audi Q7 is also part of this pack, though quite outnumbered compared to its aforementioned rivals, as well as its much more popular Q5 mid-size SUV stablemate. This wasn't always the case, but it seems to be so now. That's not to say the Q7 isn't still a great large luxury SUV for families. If anything, it's quite the opposite, but I reckon customers are gravitating to more flashy makes and models in 2025, and Audi's big SUV is a little too austere for some. For 2025, the second-generation Audi Q7 received yet another facelift which, admittedly, is very minor. Revised lighting, bumpers and intakes are the main changes, augmented by updated tech. First deliveries commenced late in 2024, but we got a chance to drive the updated Q7 alongside the related and also-facelifted Audi Q8 earlier this year as part of the Australian media drive in New South Wales. Does Audi's family-friendly flagship still have the chops to duke it out with the X5 and GLE, among other premium-branded three-row SUVs? Read on to find out. Audi Q7 prices have progressively risen in recent years, though the updated range has largely brought minor price decreases. Even better, a new entry-level petrol version brings the starting price back down under $100,000. Compared to its direct rivals from BMW and Mercedes-Benz, the Q7 range opens some $30,000 cheaper than the X5 and the GLE. While the X5 opens with a six-cylinder diesel variant aligned with the 50 TDI's outputs, the cheapest Mercedes-Benz GLE is a four-cylinder diesel. To see how the Audi Q7 lines up against the competition, check out our comparison tool The interior has seen minimal changes with this latest update, but that doesn't mean the Q7 doesn't have a modern, tactile and quality feel inside. The integrated displays, padded surfaces and high-quality materials may not look as flashy on first impression compared to the X5's or GLE's cabin, but the Q7's interior is clean, nicely finished and functional. Audi's more restrained and conventional cabin layout and display integration comes off slightly old-school, but will no doubt age better than its competitors, as surely the free-standing tablet-style multimedia display fad can't last forever. Higher up in the range you can get gorgeous quilted Valcona leather upholstery with contrast stitching, and an extended Nappa leather treatment for the upper dashboard, doors and lining of the centre console. The darker cabin colour scheme is accented by flashes of aluminium and metal-feel trim flourishes. Again, this plays into the usual dark and demure vibe that's weaved in with Audi's reputation for quality in-car craftsmanship. Audi virtual cockpit and MMI touch displays feature here, including the 12.3-inch digital instrument cluster and 10.1-inch central touchscreen. The latter may seem small in today's age of supersized displays, but it's so nicely integrated into the dashboard fascia that I'm willing to forgive it and say size isn't everything. Audi's latest 12.3-inch 'virtual cockpit' digital instrument cluster receives a new driver assistance display option, which has a real-time projection of your Q8 within its lane and surrounding traffic. Lower down is an 8.6-inch touchscreen for the climate controls. Both touch displays are high-resolution, generally snappy in response, and offer haptic 'click' feedback when pressed. While we still would prefer Audi's typically clicky and tactile physical controls, the marque's implementation of touch-capacitive tech is among the best. The MMI interface is largely carryover for this latest facelift, though there's a new tiled homescreen which is more like a smartphone, allowing you to have connected app information front and centre when you turn it on. There's also integration for Spotify and YouTube applications – though the latter is only available when the vehicle is parked. Storage is alright without being standout – there's a shallow cubby under that centre armrest, which also houses the wireless phone charger, plus decent door pockets, and a pair of cupholders on the centre console under a nicely weighted lid. We didn't spend much time in the second row, but being a full-size SUV with a 2995mm wheelbase pays dividends if you're transporting adults often – though interestingly, it's shorter between the axles than the Q8 Like its platform mates – think Volkswagen Touareg and Porsche Cayenne – the Audi Q7 easily accommodates above-average sized humans (like 6'1″ me), offering plenty of kneeroom and legroom, as well as sufficient headroom. Standard amenities in the rear include a third zone of climate control with directional air vents, a pair of USB-C ports and a 12V outlet. You also get netted pockets on the backs of the front seats. And you can also slide and recline the rear seats for added comfort, and also extend the cargo area should you need the extra capacity or free up room for third-row occupants. Speaking of the rearmost seating, the Q7 is fine for kids and small adults on shorter journeys, but it's not a full-size seven-seater like a Land Rover Discovery or Volvo XC90. Further back again, you have a pretty capacious boot area that will swallow 790 litres of luggage with the second row in place, and 1908 litres with them folded down. Unlike some of its platform mates, the Q7 only gets a tyre repair kit. To see how the Audi Q7 lines up against the competition, check out our comparison tool In Australia, the Audi Q7 offers a four-cylinder petrol engine alongside V6 diesel and petrol options – the six-cylinder units also come with fuel-saving 48V mild-hybrid technology. While it might seem strange that Audi doesn't offer a Q7 plug-in hybrid (PHEV) in Australia, the TFSI e version of the Q7 available abroad only comes with five seats due to the placement of the battery pack – thus Audi Australia won't sell it here because the five-seat large SUV place in its lineup is occupied by the Q8. To see how the Audi Q7 lines up against the competition, check out our comparison tool We had a bit less time in the Q7 compared to the Q8, but as with our previous experience with the big German SUV, our impressions are very positive. Above: Audi Q7 45 TDI quattro Audi didn't have the new 45 TFSI available to test on the day, but we get a stint in the 50 TDI quattro S line in between jaunts in the Q8 50 TDI, 55 TFSI and 60 TFSI e. The Volkswagen Group's 3.0-litre V6 turbo-diesel has always been a peach, and this latest version refines the response from the 48V mild-hybrid system to ensure you don't get the low-speed jitters and hesitation we've found in the past. With all 600Nm of torque available between 1750 and 3250rpm, the big oiler is effortless in its performance whether you're putting around the 'burbs or fanging it on the freeway. Like many European diesel engines, it's also very smooth and refined, to the point you might forget it's a diesel from inside the cabin. It's also very efficient, easily dipping into the sixes and sevens on the highway, and only increasing into the eights and nines around town – not bad for a vehicle of this size. The cabin is a very hushed place to send time, with good insulation from road, wind and powertrain noise. I'd argue it's a step up on the Q8 as well, thanks to its conventional doors and window glass as opposed to its style-led sibling's coupe-like frameless windows. Standard adaptive air suspension across the range also makes for a very cushy feel in all scenarios, though I've found most big VW Group SUVs on air springs are still a touch firmer than you'll find in something like a floaty Mercedes-Benz GLE. It's down to personal preference, but while air springs no doubt minimise body roll, some may prefer a slightly softer edge. It's amplified on the S line's larger wheels and low-profile rubber, though not to the point where the Q7 ever feels harsh or uncomfortable. If anything, it's at it's best on the open road where everything settles rather nicely. The steering is quite light and assisted in feel, which is typical Audi. While accurate in response, it doesn't offer a lot of feel and feedback – making this big thing very easy to steer around town, but not very engaging in twisty stuff. Again, this will come down to personal preference, and for many luxury/family SUV buyers it might suit just fine. For added manoeuvrability you can also opt for rear axle steering, which is claimed to reduce the turning circle by 1.1m. Above: Audi Q7 50 TDI quattro S line Audi's suite of assistance systems are also some of the best in the business. The new adaptive drive assist feature combines active cruise and lane centring functions for semi-autonomous highway driving, and it's really nicely tuned. Traffic jam assist adds low-speed functionality to make peak-hour traffic easier, too. You're also covered by 360-degree camera and sensor coverage, bolstered by Park Assist automated parking if you need some help wedging the 5072mm-long, 1970mm-wide Q7 into a tight inner-city parking space. Blind-spot monitoring (Audi side assist) and rear cross-traffic assist also help manage the Q7's long length, and there' are plenty of other handy features on board too, reflecting the Q7's flagship status in Audi's SUV lineup. To see how the Audi Q7 lines up against the competition, check out our comparison tool Four variants are offered across two distinct trim levels. 2025 Audi Q7 45 TFSI + 45 TDI equipment highlights: Q7 50 TDI + 55 TFSI S line add: To see how the Audi Q7 lines up against the competition, check out our comparison tool A number of packages and single-item options are available. Premium Package: $3900 (45 TFSI + 45 TDI) Luxury Seat Package: $4200 (50 TDI + 55 TFSI) Premium Plus Package: $5500 (50 TDI + 55 TFSI) To see how the Audi Q7 lines up against the competition, check out our comparison tool The Audi Q7 scored a five-star ANCAP safety rating based on testing conducted by Euro NCAP back in 2019. Standard safety equipment includes: To see how the Audi Q7 lines up against the competition, check out our comparison tool Like the wider Audi lineup, the Q7 is covered by a five year, unlimited-kilometre warranty with roadside assistance thrown in for the same period. To see how the Audi Q7 lines up against the competition, check out our comparison tool There are few better ways to get yourself and your family around than in the Audi Q7. With strong performance, excellent comfort and refinement, and a practical and premium cabin, the Q7 is a luxurious family bus that doesn't shout 'look at me' like its American-assembled BMW and Benz rivals. It's also worth commending Audi's engineering of this second-generation model, such is its longevity. This MkII Q7 has been around for a decade and is still competitive with far newer rivals. Considering it shares DNA with the likes of the Bentley Bentayga, Lamborghini Urus and Porsche Cayenne, it's got good genes. The model year 2025 updates go some way to keeping this large luxury SUV fresh in the face of stiff competition, though it's a shame that better hybrid powertrain tech remains off the cards for Australia. Audi also doesn't offer an all-electric version of the seven-seat Q7, like it does with the five-seat Q8, either. My pick would be the 45 TDI quattro with the optional Premium Package, as you get luxury features like quad-zone climate control and standard adaptive air suspension with V6 power for around $120,000 – still far less than BMW and Benz, which also charge you extra for a third row of seats. It may not be the newest kid on the block, but the Q7 remains highly capable and relatively good value in a luxuriously-trimmed package. Interested in buying a Audi Q7? Let CarExpert find you the best deal hereMORE: Explore the Audi Q7 showroom Content originally sourced from: Q7 Pros Audi Q7 Cons Australians aren't afraid to splurge on family transport, especially those in affluent areas like the eastern suburbs of Melbourne where I live. BMW X5s and Mercedes-Benz GLEs, in addition to their smaller counterparts, are an hourly if minute-ly sight on my local streets. No doubt that's helped by the fact some of the premium auto dealerships in Doncaster are just two minutes up the road. The Audi Q7 is also part of this pack, though quite outnumbered compared to its aforementioned rivals, as well as its much more popular Q5 mid-size SUV stablemate. This wasn't always the case, but it seems to be so now. That's not to say the Q7 isn't still a great large luxury SUV for families. If anything, it's quite the opposite, but I reckon customers are gravitating to more flashy makes and models in 2025, and Audi's big SUV is a little too austere for some. For 2025, the second-generation Audi Q7 received yet another facelift which, admittedly, is very minor. Revised lighting, bumpers and intakes are the main changes, augmented by updated tech. First deliveries commenced late in 2024, but we got a chance to drive the updated Q7 alongside the related and also-facelifted Audi Q8 earlier this year as part of the Australian media drive in New South Wales. Does Audi's family-friendly flagship still have the chops to duke it out with the X5 and GLE, among other premium-branded three-row SUVs? Read on to find out. Audi Q7 prices have progressively risen in recent years, though the updated range has largely brought minor price decreases. Even better, a new entry-level petrol version brings the starting price back down under $100,000. Compared to its direct rivals from BMW and Mercedes-Benz, the Q7 range opens some $30,000 cheaper than the X5 and the GLE. While the X5 opens with a six-cylinder diesel variant aligned with the 50 TDI's outputs, the cheapest Mercedes-Benz GLE is a four-cylinder diesel. To see how the Audi Q7 lines up against the competition, check out our comparison tool The interior has seen minimal changes with this latest update, but that doesn't mean the Q7 doesn't have a modern, tactile and quality feel inside. The integrated displays, padded surfaces and high-quality materials may not look as flashy on first impression compared to the X5's or GLE's cabin, but the Q7's interior is clean, nicely finished and functional. Audi's more restrained and conventional cabin layout and display integration comes off slightly old-school, but will no doubt age better than its competitors, as surely the free-standing tablet-style multimedia display fad can't last forever. Higher up in the range you can get gorgeous quilted Valcona leather upholstery with contrast stitching, and an extended Nappa leather treatment for the upper dashboard, doors and lining of the centre console. The darker cabin colour scheme is accented by flashes of aluminium and metal-feel trim flourishes. Again, this plays into the usual dark and demure vibe that's weaved in with Audi's reputation for quality in-car craftsmanship. Audi virtual cockpit and MMI touch displays feature here, including the 12.3-inch digital instrument cluster and 10.1-inch central touchscreen. The latter may seem small in today's age of supersized displays, but it's so nicely integrated into the dashboard fascia that I'm willing to forgive it and say size isn't everything. Audi's latest 12.3-inch 'virtual cockpit' digital instrument cluster receives a new driver assistance display option, which has a real-time projection of your Q8 within its lane and surrounding traffic. Lower down is an 8.6-inch touchscreen for the climate controls. Both touch displays are high-resolution, generally snappy in response, and offer haptic 'click' feedback when pressed. While we still would prefer Audi's typically clicky and tactile physical controls, the marque's implementation of touch-capacitive tech is among the best. The MMI interface is largely carryover for this latest facelift, though there's a new tiled homescreen which is more like a smartphone, allowing you to have connected app information front and centre when you turn it on. There's also integration for Spotify and YouTube applications – though the latter is only available when the vehicle is parked. Storage is alright without being standout – there's a shallow cubby under that centre armrest, which also houses the wireless phone charger, plus decent door pockets, and a pair of cupholders on the centre console under a nicely weighted lid. We didn't spend much time in the second row, but being a full-size SUV with a 2995mm wheelbase pays dividends if you're transporting adults often – though interestingly, it's shorter between the axles than the Q8 Like its platform mates – think Volkswagen Touareg and Porsche Cayenne – the Audi Q7 easily accommodates above-average sized humans (like 6'1″ me), offering plenty of kneeroom and legroom, as well as sufficient headroom. Standard amenities in the rear include a third zone of climate control with directional air vents, a pair of USB-C ports and a 12V outlet. You also get netted pockets on the backs of the front seats. And you can also slide and recline the rear seats for added comfort, and also extend the cargo area should you need the extra capacity or free up room for third-row occupants. Speaking of the rearmost seating, the Q7 is fine for kids and small adults on shorter journeys, but it's not a full-size seven-seater like a Land Rover Discovery or Volvo XC90. Further back again, you have a pretty capacious boot area that will swallow 790 litres of luggage with the second row in place, and 1908 litres with them folded down. Unlike some of its platform mates, the Q7 only gets a tyre repair kit. To see how the Audi Q7 lines up against the competition, check out our comparison tool In Australia, the Audi Q7 offers a four-cylinder petrol engine alongside V6 diesel and petrol options – the six-cylinder units also come with fuel-saving 48V mild-hybrid technology. While it might seem strange that Audi doesn't offer a Q7 plug-in hybrid (PHEV) in Australia, the TFSI e version of the Q7 available abroad only comes with five seats due to the placement of the battery pack – thus Audi Australia won't sell it here because the five-seat large SUV place in its lineup is occupied by the Q8. To see how the Audi Q7 lines up against the competition, check out our comparison tool We had a bit less time in the Q7 compared to the Q8, but as with our previous experience with the big German SUV, our impressions are very positive. Above: Audi Q7 45 TDI quattro Audi didn't have the new 45 TFSI available to test on the day, but we get a stint in the 50 TDI quattro S line in between jaunts in the Q8 50 TDI, 55 TFSI and 60 TFSI e. The Volkswagen Group's 3.0-litre V6 turbo-diesel has always been a peach, and this latest version refines the response from the 48V mild-hybrid system to ensure you don't get the low-speed jitters and hesitation we've found in the past. With all 600Nm of torque available between 1750 and 3250rpm, the big oiler is effortless in its performance whether you're putting around the 'burbs or fanging it on the freeway. Like many European diesel engines, it's also very smooth and refined, to the point you might forget it's a diesel from inside the cabin. It's also very efficient, easily dipping into the sixes and sevens on the highway, and only increasing into the eights and nines around town – not bad for a vehicle of this size. The cabin is a very hushed place to send time, with good insulation from road, wind and powertrain noise. I'd argue it's a step up on the Q8 as well, thanks to its conventional doors and window glass as opposed to its style-led sibling's coupe-like frameless windows. Standard adaptive air suspension across the range also makes for a very cushy feel in all scenarios, though I've found most big VW Group SUVs on air springs are still a touch firmer than you'll find in something like a floaty Mercedes-Benz GLE. It's down to personal preference, but while air springs no doubt minimise body roll, some may prefer a slightly softer edge. It's amplified on the S line's larger wheels and low-profile rubber, though not to the point where the Q7 ever feels harsh or uncomfortable. If anything, it's at it's best on the open road where everything settles rather nicely. The steering is quite light and assisted in feel, which is typical Audi. While accurate in response, it doesn't offer a lot of feel and feedback – making this big thing very easy to steer around town, but not very engaging in twisty stuff. Again, this will come down to personal preference, and for many luxury/family SUV buyers it might suit just fine. For added manoeuvrability you can also opt for rear axle steering, which is claimed to reduce the turning circle by 1.1m. Above: Audi Q7 50 TDI quattro S line Audi's suite of assistance systems are also some of the best in the business. The new adaptive drive assist feature combines active cruise and lane centring functions for semi-autonomous highway driving, and it's really nicely tuned. Traffic jam assist adds low-speed functionality to make peak-hour traffic easier, too. You're also covered by 360-degree camera and sensor coverage, bolstered by Park Assist automated parking if you need some help wedging the 5072mm-long, 1970mm-wide Q7 into a tight inner-city parking space. Blind-spot monitoring (Audi side assist) and rear cross-traffic assist also help manage the Q7's long length, and there' are plenty of other handy features on board too, reflecting the Q7's flagship status in Audi's SUV lineup. To see how the Audi Q7 lines up against the competition, check out our comparison tool Four variants are offered across two distinct trim levels. 2025 Audi Q7 45 TFSI + 45 TDI equipment highlights: Q7 50 TDI + 55 TFSI S line add: To see how the Audi Q7 lines up against the competition, check out our comparison tool A number of packages and single-item options are available. Premium Package: $3900 (45 TFSI + 45 TDI) Luxury Seat Package: $4200 (50 TDI + 55 TFSI) Premium Plus Package: $5500 (50 TDI + 55 TFSI) To see how the Audi Q7 lines up against the competition, check out our comparison tool The Audi Q7 scored a five-star ANCAP safety rating based on testing conducted by Euro NCAP back in 2019. Standard safety equipment includes: To see how the Audi Q7 lines up against the competition, check out our comparison tool Like the wider Audi lineup, the Q7 is covered by a five year, unlimited-kilometre warranty with roadside assistance thrown in for the same period. To see how the Audi Q7 lines up against the competition, check out our comparison tool There are few better ways to get yourself and your family around than in the Audi Q7. With strong performance, excellent comfort and refinement, and a practical and premium cabin, the Q7 is a luxurious family bus that doesn't shout 'look at me' like its American-assembled BMW and Benz rivals. It's also worth commending Audi's engineering of this second-generation model, such is its longevity. This MkII Q7 has been around for a decade and is still competitive with far newer rivals. Considering it shares DNA with the likes of the Bentley Bentayga, Lamborghini Urus and Porsche Cayenne, it's got good genes. The model year 2025 updates go some way to keeping this large luxury SUV fresh in the face of stiff competition, though it's a shame that better hybrid powertrain tech remains off the cards for Australia. Audi also doesn't offer an all-electric version of the seven-seat Q7, like it does with the five-seat Q8, either. My pick would be the 45 TDI quattro with the optional Premium Package, as you get luxury features like quad-zone climate control and standard adaptive air suspension with V6 power for around $120,000 – still far less than BMW and Benz, which also charge you extra for a third row of seats. It may not be the newest kid on the block, but the Q7 remains highly capable and relatively good value in a luxuriously-trimmed package. Interested in buying a Audi Q7? Let CarExpert find you the best deal hereMORE: Explore the Audi Q7 showroom Content originally sourced from:
7NEWS
30-06-2025
- Automotive
- 7NEWS
2025 Audi Q7 review
Australians aren't afraid to splurge on family transport, especially those in affluent areas like the eastern suburbs of Melbourne where I live. BMW X5s and Mercedes-Benz GLEs, in addition to their smaller counterparts, are an hourly if minute-ly sight on my local streets. No doubt that's helped by the fact some of the premium auto dealerships in Doncaster are just two minutes up the road. The Audi Q7 is also part of this pack, though quite outnumbered compared to its aforementioned rivals, as well as its much more popular Q5 mid-size SUV stablemate. This wasn't always the case, but it seems to be so now. That's not to say the Q7 isn't still a great large luxury SUV for families. If anything, it's quite the opposite, but I reckon customers are gravitating to more flashy makes and models in 2025, and Audi's big SUV is a little too austere for some. For 2025, the second-generation Audi Q7 received yet another facelift which, admittedly, is very minor. Revised lighting, bumpers and intakes are the main changes, augmented by updated tech. First deliveries commenced late in 2024, but we got a chance to drive the updated Q7 alongside the related and also-facelifted Audi Q8 earlier this year as part of the Australian media drive in New South Wales. Does Audi's family-friendly flagship still have the chops to duke it out with the X5 and GLE, among other premium-branded three-row SUVs? Read on to find out. How much does the Audi Q7 cost? Audi Q7 prices have progressively risen in recent years, though the updated range has largely brought minor price decreases. Even better, a new entry-level petrol version brings the starting price back down under $100,000. Compared to its direct rivals from BMW and Mercedes-Benz, the Q7 range opens some $30,000 cheaper than the X5 and the GLE. While the X5 opens with a six-cylinder diesel variant aligned with the 50 TDI's outputs, the cheapest Mercedes-Benz GLE is a four-cylinder diesel. To see how the Audi Q7 lines up against the competition, check out our comparison tool What is the Audi Q7 like on the inside? The interior has seen minimal changes with this latest update, but that doesn't mean the Q7 doesn't have a modern, tactile and quality feel inside. The integrated displays, padded surfaces and high-quality materials may not look as flashy on first impression compared to the X5's or GLE's cabin, but the Q7's interior is clean, nicely finished and functional. Audi's more restrained and conventional cabin layout and display integration comes off slightly old-school, but will no doubt age better than its competitors, as surely the free-standing tablet-style multimedia display fad can't last forever. Higher up in the range you can get gorgeous quilted Valcona leather upholstery with contrast stitching, and an extended Nappa leather treatment for the upper dashboard, doors and lining of the centre console. The darker cabin colour scheme is accented by flashes of aluminium and metal-feel trim flourishes. Again, this plays into the usual dark and demure vibe that's weaved in with Audi's reputation for quality in-car craftsmanship. Audi virtual cockpit and MMI touch displays feature here, including the 12.3-inch digital instrument cluster and 10.1-inch central touchscreen. The latter may seem small in today's age of supersized displays, but it's so nicely integrated into the dashboard fascia that I'm willing to forgive it and say size isn't everything. Audi's latest 12.3-inch 'virtual cockpit' digital instrument cluster receives a new driver assistance display option, which has a real-time projection of your Q8 within its lane and surrounding traffic. Lower down is an 8.6-inch touchscreen for the climate controls. Both touch displays are high-resolution, generally snappy in response, and offer haptic 'click' feedback when pressed. While we still would prefer Audi's typically clicky and tactile physical controls, the marque's implementation of touch-capacitive tech is among the best. The MMI interface is largely carryover for this latest facelift, though there's a new tiled homescreen which is more like a smartphone, allowing you to have connected app information front and centre when you turn it on. There's also integration for Spotify and YouTube applications – though the latter is only available when the vehicle is parked. Storage is alright without being standout – there's a shallow cubby under that centre armrest, which also houses the wireless phone charger, plus decent door pockets, and a pair of cupholders on the centre console under a nicely weighted lid. We didn't spend much time in the second row, but being a full-size SUV with a 2995mm wheelbase pays dividends if you're transporting adults often – though interestingly, it's shorter between the axles than the Q8 Like its platform mates – think Volkswagen Touareg and Porsche Cayenne – the Audi Q7 easily accommodates above-average sized humans (like 6'1″ me), offering plenty of kneeroom and legroom, as well as sufficient headroom. Standard amenities in the rear include a third zone of climate control with directional air vents, a pair of USB-C ports and a 12V outlet. You also get netted pockets on the backs of the front seats. And you can also slide and recline the rear seats for added comfort, and also extend the cargo area should you need the extra capacity or free up room for third-row occupants. Speaking of the rearmost seating, the Q7 is fine for kids and small adults on shorter journeys, but it's not a full-size seven-seater like a Land Rover Discovery or Volvo XC90. Further back again, you have a pretty capacious boot area that will swallow 790 litres of luggage with the second row in place, and 1908 litres with them folded down. Unlike some of its platform mates, the Q7 only gets a tyre repair kit. To see how the Audi Q7 lines up against the competition, check out our comparison tool What's under the bonnet? In Australia, the Audi Q7 offers a four-cylinder petrol engine alongside V6 diesel and petrol options – the six-cylinder units also come with fuel-saving 48V mild-hybrid technology. While it might seem strange that Audi doesn't offer a Q7 plug-in hybrid (PHEV) in Australia, the TFSI e version of the Q7 available abroad only comes with five seats due to the placement of the battery pack – thus Audi Australia won't sell it here because the five-seat large SUV place in its lineup is occupied by the Q8. To see how the Audi Q7 lines up against the competition, check out our comparison tool How does the Audi Q7 drive? We had a bit less time in the Q7 compared to the Q8, but as with our previous experience with the big German SUV, our impressions are very positive. Above: Audi Q7 45 TDI quattro Audi didn't have the new 45 TFSI available to test on the day, but we get a stint in the 50 TDI quattro S line in between jaunts in the Q8 50 TDI, 55 TFSI and 60 TFSI e. The Volkswagen Group's 3.0-litre V6 turbo-diesel has always been a peach, and this latest version refines the response from the 48V mild-hybrid system to ensure you don't get the low-speed jitters and hesitation we've found in the past. With all 600Nm of torque available between 1750 and 3250rpm, the big oiler is effortless in its performance whether you're putting around the 'burbs or fanging it on the freeway. Like many European diesel engines, it's also very smooth and refined, to the point you might forget it's a diesel from inside the cabin. It's also very efficient, easily dipping into the sixes and sevens on the highway, and only increasing into the eights and nines around town – not bad for a vehicle of this size. The cabin is a very hushed place to send time, with good insulation from road, wind and powertrain noise. I'd argue it's a step up on the Q8 as well, thanks to its conventional doors and window glass as opposed to its style-led sibling's coupe-like frameless windows. Standard adaptive air suspension across the range also makes for a very cushy feel in all scenarios, though I've found most big VW Group SUVs on air springs are still a touch firmer than you'll find in something like a floaty Mercedes-Benz GLE. It's down to personal preference, but while air springs no doubt minimise body roll, some may prefer a slightly softer edge. It's amplified on the S line's larger wheels and low-profile rubber, though not to the point where the Q7 ever feels harsh or uncomfortable. If anything, it's at it's best on the open road where everything settles rather nicely. The steering is quite light and assisted in feel, which is typical Audi. While accurate in response, it doesn't offer a lot of feel and feedback – making this big thing very easy to steer around town, but not very engaging in twisty stuff. Again, this will come down to personal preference, and for many luxury/family SUV buyers it might suit just fine. For added manoeuvrability you can also opt for rear axle steering, which is claimed to reduce the turning circle by 1.1m. Above: Audi Q7 50 TDI quattro S line Audi's suite of assistance systems are also some of the best in the business. The new adaptive drive assist feature combines active cruise and lane centring functions for semi-autonomous highway driving, and it's really nicely tuned. Traffic jam assist adds low-speed functionality to make peak-hour traffic easier, too. You're also covered by 360-degree camera and sensor coverage, bolstered by Park Assist automated parking if you need some help wedging the 5072mm-long, 1970mm-wide Q7 into a tight inner-city parking space. Blind-spot monitoring (Audi side assist) and rear cross-traffic assist also help manage the Q7's long length, and there' are plenty of other handy features on board too, reflecting the Q7's flagship status in Audi's SUV lineup. To see how the Audi Q7 lines up against the competition, check out our comparison tool What do you get? Four variants are offered across two distinct trim levels. 2025 Audi Q7 45 TFSI + 45 TDI equipment highlights: 20-inch alloy wheels Adaptive air suspension Matrix LED headlights Electric tailgate incl. gesture control 7 seats incl. electric 3rd row Rear seat bench plus Leather-appointed upholstery Ambient interior lighting package 3-zone climate control Seat heating – front 10.1-inch MMI navigation plus Audi connect plus 12.3-inch Audi virtual cockpit Audi phone box light – wireless charger Wireless Apple CarPlay Wireless Android Auto DAB digital radio Q7 50 TDI + 55 TFSI S line add: 21-inch alloy wheels S line exterior package Privacy glass Panoramic sunroof 4-zone climate control Colour ambient interior lighting Electric steering column adjust Bang & Olufsen 3D premium sound Head-up display Valcona leather upholstery – S embossed S line interior package To see how the Audi Q7 lines up against the competition, check out our comparison tool Options A number of packages and single-item options are available. Premium Package: $3900 (45 TFSI + 45 TDI) 21-inch alloy wheels 4-zone climate control Black exterior styling package Colour ambient interior lighting Luxury Seat Package: $4200 (50 TDI + 55 TFSI) S sports seats with integrated headrest Valcona leather with diamond stitching Front seat ventilation Heated outer rear seats Premium Plus Package: $5500 (50 TDI + 55 TFSI) 22-inch alloy wheels Adaptive air suspension – sport Dynamic all-wheel steering Black exterior styling package Power-assisted door closure To see how the Audi Q7 lines up against the competition, check out our comparison tool Is the Audi Q7 safe? The Audi Q7 scored a five-star ANCAP safety rating based on testing conducted by Euro NCAP back in 2019. Standard safety equipment includes: Adaptive drive assist Autonomous emergency braking (AEB) Blind-spot assist Driver attention monitoring Exit warning system Lane assist Park assist Rear cross-traffic alert Surround-view camera Traffic jam assist Traffic sign recognition Tyre pressure loss indicator To see how the Audi Q7 lines up against the competition, check out our comparison tool How much does the Audi Q7 cost to run? Like the wider Audi lineup, the Q7 is covered by a five year, unlimited-kilometre warranty with roadside assistance thrown in for the same period. To see how the Audi Q7 lines up against the competition, check out our comparison tool CarExpert's Take on the Audi Q7 There are few better ways to get yourself and your family around than in the Audi Q7. With strong performance, excellent comfort and refinement, and a practical and premium cabin, the Q7 is a luxurious family bus that doesn't shout 'look at me' like its American-assembled BMW and Benz rivals. It's also worth commending Audi's engineering of this second-generation model, such is its longevity. This MkII Q7 has been around for a decade and is still competitive with far newer rivals. Considering it shares DNA with the likes of the Bentley Bentayga, Lamborghini Urus and Porsche Cayenne, it's got good genes. The model year 2025 updates go some way to keeping this large luxury SUV fresh in the face of stiff competition, though it's a shame that better hybrid powertrain tech remains off the cards for Australia. Audi also doesn't offer an all-electric version of the seven-seat Q7, like it does with the five-seat Q8, either. My pick would be the 45 TDI quattro with the optional Premium Package, as you get luxury features like quad-zone climate control and standard adaptive air suspension with V6 power for around $120,000 – still far less than BMW and Benz, which also charge you extra for a third row of seats. It may not be the newest kid on the block, but the Q7 remains highly capable and relatively good value in a luxuriously-trimmed package. Interested in buying a Audi Q7? Let CarExpert find you the best deal here Pros Strong value versus key rivals Effortless V6 diesel engines Clean, high-quality interior Cons
