Mercedes-Benz GLE 500e 2015 Review - International

The change of name from ML to GLE for Mercedes-Benz’s large luxury SUV might seem no big thing, but it is worth reflecting the badge has been around since the late 1990s.

Back in September 1997 the ML 320 launched here with a recommended retail price of $67,400. In September 2015, when the GLE arrives, the entry-point to the range will be the $86,900 250d. Not too bad, given inflation.

The swap to the GLE badge at what is really the mid-life facelift of the third-generation ML is driven by a desire at Benz to link the size of its various SUVs more closely with the equivalent passenger car. So GLE goes with E-Class, GLC with C-Class and so on.

While there are some subtle tweaks to exterior styling and interior presentation, including a new tablet-style media screen at the top of the centre stack, the basic fundamentals remain as they were, including most of the engines. This is a large five-seat wagon, with every model in the Australian range fitted with permanent 4MATIC all-wheel drive.

There are some important updates technically, including the swap to a nine-speed auto for the diesels and the addition of a multi-mode Dynamic Select system across the range.

There are pricing and equipment increases across the range as well, a we detailed here, while Michael Taylor’s detailed product examination is here.

Coming along with the 250d are the 350d ($104,900), 400 ($109,900), 500 ($127,900) and the 430kW turbo-petrol V8 Mercedes-AMG GLE 63 S ($189,900).

But we are going to begin this drive review elsewhere, with the new plug-in petrol-electric hybrid GLE 500e. It doesn’t go on-sale until December so Benz isn’t announcing pricing yet. But expect it to be close to the GLE 500 V8.

The 500e claims average fuel consumption of just 3.3-3.7L/100km on the European NEDC cycle, with CO2 emissions of just 78-84 grams of CO2 per km. Impressively, it also claims a 0-100km/h dash of 5.3 seconds and a top speed of 245km/h.

Key elements of the drivetrain include a 3.0-litre twin-turbo, direct-injection V6 petrol engine, a seven-speed automatic transmission, an electric motor and an 8.7kWh lithium-ion battery pack.

When powered solely by the electric motor the 500e has a range of up to 30km and a top speed of 130km/h. Recuperative braking provides an energy boost, while the V6 is deactivated during the over-run phase to further save fuel.

Benz estimates recharging the battery from 20 per cent to 100 per cent via the socket can vary from as little as two hours to four hours depending on the power source.

A selector switch offers the driver four operating modes: Hybrid, where combustion and electric motivation run together or independently; all-electric E-Mode; E-Save, which preserves battery power; and Charge, where the battery is replenished when driving or stationary. The latter mode comes at a substantial fuel economy cost though.

There’s also the clever ability for the energy consumption to be linked with the satellite-navigation system, so the route is analysed and the most appropriate power source used at the most appropriate time. For instance, using electrical power uphill, then recharging on the way down with the assistance of the combustion engine.

The story is not all upside of course. The battery pack eats into boot space, reducing it from 690 litres with the rear seat in place and 2010 litres as a two-seater, to 480 litres and 1800 litres. There is also added weight to contend with, the 500e hitting the scales at a porcine 2465kg. That’s even heavier than Porsche’s Cayenne plug-in and 350kg more than the GLE 250d.

Our drive of the 500e was in the best possible environment to show off its EV capabilities; a mostly flat or downhill run at moderate speeds, requiring little throttle pressure. After 32km we had averaged just 2.9L/100km according to the trip computer.  In less optimal circumstances – as we have seen with the Cayenne – the battery will deplete pretty quickly and the combustion engine will dominate.

Speaking of which, the V6 certainly had decent performance when the throttle was prodded, although a slight vibration around 1500rpm was noted. There was also the occasional tendency for a jolt from the transmission under acceleration.

From the 500e it was on to the turbo-petrol V6-powered GLE 400 fitted with the optional Off-Road Engineering package. This will be available in Australia, but it won’t be cheap as it includes low-range gearing, up to 90mm of ride height adjustment via air springs, a specific stability control tune, strengthened differentials and under-body protection. It also adds an additional ‘off-road+’ mode to Dynamic Select.

Rolling on General Tyre off-road rubber, the 400 behaved itself impressively, clambering up muddy hills with different wheels alternately spinning, clamping and gripping and – with the aid of hill descent control – navigating steep drops with feet off the pedals.

If you must take your $100,000-plus SUV off-road then it seems the GLE is capable enough. It also means it has a talent BMW doesn’t bother to offer with the X5, or Audi with the Q7.

Our final GLE experience was in the turbo-diesel V6-powered 350d, which will most likely be the biggest seller in the range. It was quiet and refined, with a spacious and well-appointed cabin, including comfortable seating and good storage capacity. All fundamentally familiar in other words.

And a good reminder of the reasons for the ML’s enduring popularity in Australia and why the transition to GLE hasn’t brought radical change.

2015 Mercedes-Benz GLE 500 e pricing and specifications:
Price: TBC
Engine: 3.0-litre V6 turbo-petrol/electric
Output: 245kW/480Nm (V6), 85kW/340Nm (electric motor), 325kW/650Nm (combined)
Transmission: Seven-speed automatic
Fuel: 3.3-3.7L/100km (NEDC)
CO2: 78-84g/km (NEDC)
Safety rating: Not tested