Mercedes-Benz GLE Review

If you’ve previously owned an M-Class, ML or GLE, then the latest Mercedes GLE will feel like a real step on. It’s posher than ever before, better to drive, it has bags of luxury equipment and, like many large SUV rivals, it now offers the option of seven seats, although these should only be used occasionally rather than habitually. Where the GLE really comes into its own, though, is on it’s infotainment technology, with loads of functionality and a good operating system. Strong in a number of areas, then, but it’s still true that in quite a few of them, it still can’t quite match the very best-in-class. Read on for our full review of the Mercedes-Benz GLE.

This car has been known by quite a few different names over the years. It was originally launched in 1997 as the M-Class, and later became known as the ML, but as of 2015, Mercedes’ large luxury SUV adopted the GLE moniker. So, although this latest version is technically only the second-generation GLE, you can trace its lineage back much further than that.

Early versions were very successful, too, because back then, big, luxury SUVs were just as desirable as they are today, but they were much fewer in number. These days, however, the GLE has to compete with a vast variety of very talented rivals, so its job is much harder. The question is, does the big Merc have what it takes to compete against the likes of the Audi Q7, BMW X5, Land Rover Discovery, Range Rover Sport, and Volvo XC90?

Well one change with the latest Mercedes GLE already makes it more competitive than before. Where the previous version had only five seats in a class of cars in which seven seats was the norm, the latest GLE gives you that same option.

However, it’s also true that the space surrounding these two extra seats is rather more cramped than it is in rivals, so it's not as practical or as versatile as the best seven-seaters: the extra pair of chairs should only really be viewed as an emergency measure, rather than an everyday one.

The Mercedes GLE’s cabin is very competitive with rivals’ in other areas, though. It’s classy enough to feel at home in such well-heeled company, and luxury equipment provided as standard is just as generous. What’s more, the GLE’s sophisticated infotainment system provides some real wow-factor, with two high-definition glass-fronted screens that work well and look great.

There’s plenty of choice on engines, too, with various petrol and diesel choices that do a good job in combining prodigious power and impressive refinement with more-than-competitive economy. There’s even a plug-in hybrid variant offered that the official figures claim will do a whopping 65 miles on electric power alone.

That’s a really impressive figure, and so are the combined CO2 emissions of 23g/km and fuel consumption of 282.5mpg (although both are laboratory figures that will likely never be met in the real world).

Unfortunately, where Mercedes GLE can’t match its very best rivals is on the road. Don’t get us wrong, this is a good car to drive, with a reasonably comfortable ride and capable handling. It’s just that its best rivals do such an incredible job on that score that the Merc can’t quite measure up.

The GLE 350 d Urban Edition is the best all-round choice.

Its 286PS six-cylinder diesel engine is smooth, strong and quieter than the four-cylinder diesel fitted to earlier entry-level versions. It provides effortless motorway performance without the higher price and output of the GLE 450 d.

Urban Edition also includes the main comfort, infotainment and parking equipment most buyers need.

The GLE 450 d is considerably quicker, while the GLE 450 e is the better option for company-car users and buyers able to charge at home. Seven seats are available only with selected versions, so the seating layout should be confirmed before ordering.

The current Mercedes-Benz GLE range starts at approximately £79,995 and rise to almost £100,000, which even by large luxury SUV standards is expensive. .

An Audi Q7, BMW X5 or Volvo XC90 can cost less in selected specifications, while a Land Rover Discovery provides more practical seven-seat accommodation.

The GLE includes plenty of standard equipment, but Premium Plus models approach six figures without offering substantially more space or ability.

The BMW X5 is more precise and enjoyable to drive. The GLE feels more relaxed and has a more theatrical dashboard.

The Audi Q7 is the stronger seven-seater, with easier access to its third row and better-controlled suspension. Its interior no longer looks as fresh.

The Volvo XC90 has excellent seats, a calm cabin and a more useful third row. The Mercedes offers smoother six-cylinder diesel engines.

The Range Rover Sport feels more special and has stronger off-road ability, but costs more and can be expensive to own.

The Porsche Cayenne is the most rewarding choice for keen drivers. It offers only five seats and becomes costly once options are added.

Predictably, nobody will struggle for headroom or legroom in the front seats, and things are even more impressive in the back seats. There’s more space back there than in a Q7 or Discovery, and although the middle seat isn’t as wide as those either side, it’ll still be wide enough to keep life comfortable enough on short trips. 

Only the plug-in hybrid model now comes only as a five-seater - every other GLE has seven seats. However, these bonus chairs are much tighter on space than those in a Q7, Discovery or XC90, and the access to them is also tighter, with only a small space to clamber through.

The second-row bench in all GLEs takes on a 40-20-40 split configuration. In the five-seat layout, these portions are raised and lowered manually, but in seven-seat cars, it’s done electrically, and the chairs slide and recline electrically, too. 

Boot space with all seven seats in place is pretty good, with room for a few carry-on cases, and with five chairs, the boot is also impressively large, although not quite as huge as a Q7’s. Two-seat mode brings a predictably enormous load bay, and all the seats fold flush into the floor, giving you a usefully flat and level load area.

The GLE measures 4,923mm long, 2,010mm wide and 1,796mm high.

It is almost identical in length to a BMW X5, while the width increases to 2,164mm with the mirrors extended.

That width is the biggest challenge in everyday use. Narrow lanes, width restrictions and older multi-storey car parks require care.

The GLE’s cabin is dominated by two glass-fronted 12.3-inch screens that are mounted side-by-side  in front of the driver. These take most of the car’s various functions, plus the information that would usually be delivered on conventional analogue instruments, and presents them all in one integrated unit.

The system is controlled by tapping and swiping the left-hand screen, or via a touchpad and shortcut buttons located on the central partition between the front seats. The graphics are really sharp and the menus have a logical layout, so it’s pretty easy to find your way around the system.

The touchpad controller isn’t as precise as the iDrive rotary dial you get in a BMW X5, but you can also operate the system via a sophisticated voice control system that’s designed to recognise natural speech rather than specific commands, and it works well.

Most of the infotainment functionality you’d expect is supported on all GLEs, including DAB radio, sat-nav, Bluetooth and a whole bunch of connected services.

There’s also a wireless phone charging plate as standard, plus Apple CarPlay or Android Auto included with all trims.

In all versions, the seats are upholstered in leather and the dashboard gets a plush-feeling covering made from a (very convincing) man-made leather substitute.

Meanwhile, the dark wood trims that are standard on every version also help inject a sense of modern sophistication, while the infotainment screens inject a high-tech feel, too. In terms of poshness, it feels right up there with its rivals.

Pokes and prods of various bits and pieces result in a few more creaks and flexes than they do in the other German cars, so the Merc doesn’t feel quite as dense. That said, it really isn’t far behind, and you’ll certainly have no reason for complaint.

The range starts with the 350d, which has a 3.0-litre diesel unit with 286PS. Its 650Nm of torque provides strong acceleration without requiring the engine to work hard. It is smooth at motorway speeds and has enough performance for overtaking or carrying a full load.

We reckon the 350d is all that most buyers will need. Performance is thoroughly respectable, and with an eager power delivery, your progress is nice and easy. The 450d is considerably quicker and you don’t have to get too silly with the accelerator to have it properly racing down the road.

The plug-in hybrid 450e 4Matic has a 3.0 litre petrol engine and electric motor. The combined effort of these two power sources works out at 435PS and sees the 450e from 0-62mph in 5.6 seconds. It pays a price for its hybrid drivetrain in extra weight, and it also does without the seven-seat configuration of the rest of the GLE line-up, being sold only as a five-seater.

The whole spread of Mercedes GLE SUV models now come riding on the company's Airmatic air suspension with adaptive damping and a choice of Comfort, Sport, Eco, and Individual modes.

However, body roll isn't quite so tightly controlled as in other rivals like the Audi Q7. By comparison, the GLE has a slightly wallowy, lumbering nature that still bounces you around more than some folk might like, and with a good deal more body roll to be felt in bends, it doesn’t change direction with the same positivity or confidence, either.

Similarly, the light steering that helps you with manoeuvres at low speeds starts to feel slightly vague and detached at higher speed, which further discourages you from pressing on. All in all, the GLE drives well, just not as well as the very best-in-class.

Although the Mercedes GLE was awared a full five-star crash-test rating by Euro NCAP in 2019, that was using outdated protocols meaning the result is now expired.

All Mercedes GLEs have seven airbags, adaptive high-beam LED headlights, automatic emergency braking, blind spot monitoring, lane keeping assistance, traffic sign recognition with automatic amendment of your speed, an active pop-up bonnet to better protect pedestrians and a self-parking system with sensors and a reversing camera. Not bad at all.

The only thing missing from the AMG Line and AMG Line Premium models is the Driver Assistance Package Plus that comes with the AMG Line Premium Plus trim. This additional pack includes adaptive cruise control, blind spot assist, cross traffic alert, and route-based speed adaptation intended to make for smoother, safer journeys.

The GLE 350d and GLE 450d both return an official 37.7mpg. That is respectable for a large four-wheel-drive SUV weighing more than two tonnes. Regular motorway drivers should be able to achieve figures in the mid-30s with restrained driving.

The GLE 450 e has a 25.72kWh usable battery and an official electric range of up to 62 miles, though real-world range depends on temperature, speed, wheel size and use of the heating or air conditioning. Around 45 to 55 miles should be achievable in mixed conditions.

It supports AC charging at up to 11kW, allowing a full charge in approximately two hours and 45 minutes with a suitable supply. DC rapid charging is also available at up to 60kW. Mercedes quotes 29 minutes for a 10 to 80 per cent charge.

The GLE has a three-year manufacturer warranty. Mercedes also provides three-year paint cover and 30-year anti-corrosion protection, subject to its servicing and inspection requirements. Separate warranty terms apply to the plug-in hybrid battery. Buyers should confirm the duration and mileage for the individual car.

Insurance costs are high throughout the GLE range. Many current versions sit in group 50 because of their purchase price, performance, technology and repair costs. The plug-in hybrid can also be expensive to cover because of its high-voltage components and additional mechanical complexity.

As well as the flat rate of £200 tax from year two, VED rules also impose a £440 surcharge on non-electric cars that cost over £40,000 when new. That applies to all versions of the Mercedes-Benz GLE, so between years two and six of the car's life, owners will be required to pay tax at a rate of £640 per year.