The midsize luxury crossover sandbox the GLE plays in, whether coupe or wagon, is crowded

Mercedes changed the nomenclature from ML-Class to GLE in 2015, the fourth-generation version, which debuted in 2018, currently one of 11 different M-B off-roaders of varying sizes and powertrains, gas-powered, hybrid and full electric.

For 2027, The popular selling Mercedes-Benz GLE gets a thorough refresh — 40% new, says the company — with redesigned sheet metal and upgrades that focus on comfort and technology. The SUV is “now more powerful, intuitive, and confident than ever,” says Mercedes, embodying “a modern interpretation of Mercedes DNA, combining strength, precision, and a timeless sense of home.”

One of the hallmarks of the GLE lineup has been a generous number of models with various powertrains, all mated with 4Matic all-wheel-drive systems and 9-speed automatic transmissions. For 2027, the Canadian market will see the GLE 350, 450, 500e (plug-in hybrid), 580, Mercedes-AMG 53e Hybrid and Mercedes-AMG GLE 63 S. Furthermore, there will also be three versions of the Coupe — GLE 450, Mercedes-AMG 53e Hybrid and Mercedes-AMG 63 S.

Note: The Mercedes-AMG models will be covered at a later date in a separate first drive.

This is the third significant update for the fourth-generation GLE. The primary changes are to the front fascia, starting with two horizontally arranged star motifs in the headlamps and a black panel that visually connects the new headlamps with the grille. At its centre, the iconic corporate tri-star set within a large chrome frame and surrounded by an exclusive Mercedes‑Benz pattern. Both the star and the chrome frame can be optionally illuminated.

Also optional is “Digital Light,” which uses micro‑LED technology with a high‑performance chip to deliver superior nighttime illumination. Mercedes says the result is a high‑resolution light field that grows by around 40 per cent, producing significantly brighter, more precise high beams. At the same time, the module consumes up to 50 per cent less energy than before.

At the back redesigned trim visually links the taillights into a single graphic, emphasizing the GLE’s width.

There’s no shortage of powertrains for the 2027 GLE, ranging from frugal to fierce, Mercedes promising noticeably greater performance and agility as well as exceptional NVH (noise, vibration, harshness) comfort. Starting with the GLE 350 4Matic, it retains the current 255-hp, turbocharged 2.0L 4-cylinder along with a 48-volt mild hybrid system with an integrated starter/generator.

The mild hybrid system is also found on the 375-hp turbo 3.0L I6 of the GLE 450 4Matic as well as the 580’s V8. Of the 450, Mercedes notes the six-cylinder now offers quicker response, with 12 per cent more torque, increased to 413 lb-ft. A new, more powerful electric auxiliary compressor, a cylinder head with optimized intake and exhaust ports, and a modified intake camshaft form the basis for these improvements.

What was once the 450e plug-in hybrid sees its numeric designation upped to 500e. Gone is the 450e’s 2.0L turbo four, replaced by a 3.0L turbo I6 and a permanently excited 181-hp synchronous motor, A generous 74-hp increase in output sees the 500e pushing out a more satisfying 429 net system horsepower and 502 net lb-ft of torque, Mercedes promising smoother gear changes and an even more refined driving experience. The all-electric range is 106 km according to the Worldwide Harmonized Light Vehicles Test Procedure (WLTP), the global laboratory standard for measuring a car’s fuel consumption, emissions, CO2 output, and electric vehicle driving range.

The top-of-the-non-AMG GLE range, the twin-turbo 4.0L 580, gets a power bump to 530 hp from 510, and an increase in torque to 553 lb-ft from 538 lb-ft. For the gearheads out there, the V8 now has a flat-plane crankshaft instead of the previous cross-plane, this in preparation for future emission standards The ignition sequence alternates between both cylinder banks. The injection system, exhaust aftertreatment with particulate filter, cylinder head intake and exhaust ports, and intake camshaft have all been tweaked.

E‑Active Body Control, Mercedes’ very intelligent suspension system, adjusts spring and damping forces individually at each wheel, ensuring that the body remains composed even on uneven roads or during spirited cornering. The company notes that the control units analyze the driving situation 1,000 times per second and adapt the suspension accordingly. The system also offers a wide range of settings between dynamic handling and maximum comfort. Both the optional AirMatic air suspension and the standard suspension are well‑balanced, despite a firmer, sportier setup than before, delivering impressive agility at little expense to comfort. In particular, the AirMatic suspension with intelligent chassis control adjusts damping just before the GLE encounters a bump.

Interior designers upped their game, adding new trim elements and additional comfort features. The seats showcase a new 3D graphic with moccasin stitching. The upper section of the dashboard is trimmed in Artico with decorative stitching. The steering wheel adopts the popular “rocker‑and‑roller” controls, with more intuitive operation to the tactile experience. Completing the upgrades, the central air vents for the first row are now oval rather than angular and are integrated into the ambient lighting.

A reworked dashboard display brightens the interior, starting with the standard MBUX Superscreen stretching from driver to front passenger, spanning the full width of the cabin. Beneath the glass panel sits three 12.3-inch high-resolution displays, including the standard front‑passenger screen. Not fancy enough? For an even more dramatic effect, an optional 3D driver display enhances the cockpit, activated at the touch of a button.

The Mercedes‑Benz Operating System (MB.OS) transforms the GLE, says the company, into an intelligent companion that “thinks, learns, and evolves alongside its driver.” In the case of the GLE, Mercedes explains, MB.OS “integrates and orchestrates every aspect of the vehicle.” This involves harnessing AI, high‑performance chips and the Mercedes‑Benz Intelligent Cloud, enabling frequent over‑the‑air updates for the entire vehicle software.

As for occupant comfort, the GLE’s cabin space can be adapted to suit many needs. Rear passengers enjoy over 1,044 mm of legroom. The second row of seats features a 60/40 split. With the electrically adjustable version, both seat sections can be adjusted individually along the length. Backrests can be altered by 18 degrees to prioritize either maximum luggage capacity or maximum passenger comfort. Up to 630 litres of luggage capacity is available behind the rear seats (up to 820L with the adjustable rear seats moved forwards), and a cavernous 2,055L when the second seat row is folded down. With a through-loading width between the wheel arches of 1,100 mm, bulky items can be stowed easily. Or for maximum people-carrying ability adaptability, a third row is available, offering two additional, almost full‑size seats for occupants up to 5-foot-10.

Throw an AMG plate on any Mercedes product and you should expect to see something that will manifest hooligan behaviour in the more intemperate of drivers. Without those three letters, however, Benzes tend to take on a genteel air as befitting their place in the hierarchy of luxury nameplates. This certainly was the case when getting behind the wheel of both the 450 and 500e models during the recent 2027 GLE launch in western Colorado.

The GLE 450 gave a proper accounting of itself navigating Highway 133, a 115-km long north-south byway, rising and falling, curving and twisting through the towns of Hotchkiss, Somerset, Redstone and Carbondale, not to mention the not-insignificant McClure Pass on the northern end, some 8,755 ft (2,669 m) above sea level. The sport-ute was the very definition of comfortable, composed, quiet and confident. Comfort mode handled most of the chores without a morsel of complaint, although I slipped into Sport mode to increase engine braking as well as the heft of the steering wheel on some of the curvier sections of highway. Despite the higher elevations, there was no indication the turbo inline-six was running out of breath. And though some will no doubt find it annoying, the little chime that sounded every time there was a change in road speed meant no uncomfortable conversations with local law enforcement.

When it comes to the GLE 500e, what a difference two additional cylinders and an extra 74 hp make, notably a smoother running and quieter engine and, with a listed 5.6-second 0-to100 km/h time, about a half-second quicker than its 450e predecessor. The 500e is not a light vehicle — somewhere around 2,600 kg — and you can feel that weight transfer in the corners. That said, body roll was minimal thanks mostly to the AirMatic air suspension, and the Mercedes held its intended line, ably assisted by the 4Matic AWD system that continuously adjusts the distribution of power between the front and rear axles — from 0 to 100% — according to the road surfaces, changing grip levels and driver preferences.

I was surprised at how easily the 500e “glided,” low rolling resistance meant minimal speed degradation, even with foot completely off the gas pedal. On longer declines, though, it was either ride the brakes to keep the speed in check or drop a couple of gears.

When I got behind the wheel of the 500e, the battery display was showing a 52 per cent charge and a 29-mile (46.7 km) range, which makes the 106-km range claim by the WLTP possible if slightly optimistic — something in the 90-95 km range would be more realistic. Compare that to the current 450e, which is rated by NRCan at only 77 km of battery range.

Pricing for the 2027 GLE SUV lineup starts at $88,800 for the 350 4Matic, followed by the 450 4Matic at $96,500. The 500e 4Matic retails for $99,600, with a big jump to $124,200 for the 580 4Matic+. Unlike some manufacturers who pulled U.S.-assembled models out of the Canadian market due to cost spikes, Mercedes has continued to import the GLE into Canada. More importantly, it has so far chosen to absorb tariff impacts to keep the MSRPs competitive.

The mid-size luxury crossover sandbox the GLE plays in, whether coupe or wagon, is crowded. The main competitors are also Germans — BMW’s X5 and X6, Audi Q7 and Q8 and Porsche Cayenne and Cayenne Coupe. All highly competent and equally pricy. Other contenders include the Genesis GV80, Lexus RX, Volvo XC60 and Range Rover Sport. Most can challenge Mercedes-Benz’s global slogan: “The best or nothing.” That said, the improvements and updates to the 2027 GLE further the sense of occasion that Mercedes vehicles have traditionally engendered.

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