GLE [Official] Mercedes-Benz GLE (W166)
- Thread starter Rainer271
- Start date
The Mercedes-Benz GLE, formerly Mercedes-Benz M-Class (designated with the "ML" nomenclature), is a mid-size luxury SUV produced by the German manufacturer Mercedes-Benz since 1997. In terms of size, it is slotted in between the smaller GLC and the larger GLS, the latter with which it shares platforms.
Wolfgang
Kraftwagen König
Remember the HUD discussion from the Mercedes-Benz 222 S-Class spy thread a while back? A new after market HUD with gesture control will soon become available, for those interested. Not sure if Bharat Balasubramanian would recommend it, though. 
Windshield Devices Bring Distracted Driving Debate to Eye Level
http://www.nytimes.com/2015/05/31/t...tracted-driving-debate-to-eye-level.html?_r=0
Bharat Balasubramanian at Daimler
Audi and BMW use head-up displays but Daimler does not – why?
“We have tested them but we get mixed reactions from customers regarding what you see – I have problems with it too. Because I see numbers and I see the road and I’m constantly trying to focus my eyes on one or the other. We’ve prepared our vehicles to accept the technology but we have not yet got a clear understanding whether customers will want it.
http://www.germancarforum.com/threads/mercedes-benz-2014-w222-s-class-spy-pics-info.30017/page-101
Windshield Devices Bring Distracted Driving Debate to Eye Level
http://www.nytimes.com/2015/05/31/t...tracted-driving-debate-to-eye-level.html?_r=0
Wolfgang
Kraftwagen König
2016 Mercedes-Benz GLE priced from $52,025
This year Mercedes-Benz introduces a simplified nomenclature strategy to further differentiate the growing SUV portfolio and make it easier for customers to understand how the models are related in our product range. The ML-Class officially becomes the GLE SUV. This thoroughly revised SUV becomes even more appealing with newly designed headlamps, front fenders, front and rear bumpers, full LED tail lamps as well as a redesigned cockpit. This new design includes increased standard equipment while maintaining the high level of quality and safety systems expected in this premium SUV.
GLE300d, GLE350, GLE350 4MATIC, GLE400 4MATIC, GLE550e 4MATIC, GLE63, GLE63 S
- High levels of active and passive safety systems including: Collision Prevention Assist Plus, PRE-SAFE PLUS with rear-end collision prevention, and Crosswind Stabilization
- New interior color and trim options
- Introduction of designo Cardinal Red metallic
- New Wheel designs offering 18"-21"options
- New headunit generation with larger display
- Introduction of the high-performance Mercedes-AMG GLE 63 S 4MATIC
GLE Coupe
The all-new GLE Coupe blends the heritage of classic coupes with the ruggedness of SUVs, merging a sporty and dynamic driving experience with an emotional, eye-catching design.
GLE450 AMG Sport Coupe
- Introduces the first of the all-new AMG Sport models
- 3.0-Liter biturbo V-6 producing 362 hp & 384 lb-ft of torque
- Sporty and aggressive stance
- Standard Equipment:
- 21" wheels with optional 22" wheels
- Standard AIRMATIC Suspension
- 9-speed transmission
- AMG Performance 4MATIC
- New headunit generation with larger display
- LED Intelligent Light System
- Rearview Camera
GLE
GLE300d-4M (NEW) - early August - $52,500
GLE550e-4M (Plug-In-Hybrid) (NEW) - early September – ZEV States only - TBA
GLE350-4M (NEW) - early August - $53,600
GLE350 (NEW) - early August - $51,100
GLE400-4M (NEW) - early August - $64,600
GLE63 AMG (NEW) - early August - $99,950
GLE63 S AMG (NEW) - early August - $107,100
GLE Coupe
GLE450-4M (NEW) - early August - TBA
GLE63 S AMG (NEW) - early August - TBA
Source: MBUSA via Autoblog
Wolfgang
Kraftwagen König
2015 Mercedes-Benz GLE250d 4Matic review
Mercedes-Benz's ML name has been dropped in favour of this new GLE for 2015. Here we drive the cleanest, most frugal 250d.
What is it?:
The Mercedes-Benz GLE250d 4Matic is a facelifted version of what has, up until now, been known as the ML250d. The revised luxury-class SUV forms the entry point to the new GLE line-up in the UK at £49,280.
The US-built GLE has been given a number of mid-life upgrades aimed at seeing it retain its competitiveness in what, in recent years, has become a particularly tough market segment.
Included is a lightly restyled exterior, with re-profiled bumpers, a revised grille, redesigned headlamps, newly shaped exterior mirror housings, more expressively styled tail lamps and altered tail pipes among other detailed design tweaks.
Inside, there is a new dashboard with revised instruments, more contemporary controls, a new multi-function steering wheel, a free standing infotainment monitor and upgraded trims with high quality materials – all of which helps to lift its perceived quality on to a level at least equal to its key SUV rivals, the new second-generation Audi Q7 and third-generation BMW X5.
The turbocharged 2.1-litre four-cylinder common rail diesel engine, used by the GLE250d 4Matic driven here, is among six different petrol, diesel and hybrid options Mercedes-Benz has brought to the new GLE line-up, although only four of them will be offered in the UK. With 201bhp and 369lb ft of torque, the power outputs of the engine in our test car are unchanged.
More significant is the adoption of a new nine-speed automatic gearbox as standard. The so-called 9G-Tronic unit replaces the older seven-speed 7G-Tronic gearbox. As is now commonplace across the Mercedes-Benz line-up, the new gearbox uses a column mounted Direct Shift stalk to free up space in the centre console for a pair of cup holders.
Only 4Matic all-wheel-drive is available in the UK. It nominally apportions drive 50:50 front-to-rear, but can constantly vary the ratio depending on prevailing grip levels, to a maximum of 100% at either end. This works in combination with an optional Off-Road Engineering package, that adds a mechanical locking differential and a two-stage transfer case with low range gearing.
Although it weighs the same as its predecessor, at 2075kg, the GLE250d 4Matic is claimed to offer improved standing start acceleration and economy. Officials figures point to a 0.4sec reduction in the 0-62mph time at 8.6sec, and a 2.5mpg improvement on the combined consumption cycle at 49.6mpg, endowing it with average CO2 emissions of 149g/km.
What's it like?:
Predictably, given that it weighs over two tonnes and boasts a relatively modest amount of power, the GLE250d 4Matic is far from the fastest five-seat SUV, a fact that is clearly reflected in Mercedes-Benz’s official standing start acceleration claim.
However, there is a decent amount of torque concentrated low in the rev range, and a new nine-speed automatic gearbox sending the drive to each wheel, so it manages to deliver decent performance through the gears. This is particularly evident at motorway speeds, where the flexible nature of its engine, long gearing and excellent longitudinal stability endow it with genuinely relaxed cruising properties, and the potential for outstanding economy.
The four-cylinder diesel engine, which uses AdBlue urea injection to reduce NOx emissions, needs to be worked hard to shift the facelifted SUV’s bulk on occasion. However, it is reasonably well isolated from the cabin, providing the GLE250d 4Matic with impressive refinement.
There is little evidence of any gruffness at lower revs, and only mild levels of vibration at the business end of the scale. You detect it is a diesel, but it is not as vocal as some.
On more challenging roads, it proves quite responsive, if not quite as agile as some four-wheel drive luxury SUV rivals. There is some feel to the electro-mechanical steering as you turn off centre, and body movements are well controlled by a heavily damped double wishbone (front) and multi-link (rear) suspension.
The most affordable GLE model comes as standard with 17-inch wheels. However, our test car wore optional 18-inch wheels shod with relatively modest 255/55 profile tyres. In combination with Mercedes-Benz’s 4Matic four-wheel drive system, they provide decent levels of gri
Predictably, given that it weighs over two tonnes and boasts a relatively modest amount of power, the GLE250d 4Matic is far from the fastest five-seat SUV, a fact that is clearly reflected in Mercedes-Benz’s official standing start acceleration claim.
However, there is a decent amount of torque concentrated low in the rev range, and a new nine-speed automatic gearbox sending the drive to each wheel, so it manages to deliver decent performance through the gears. This is particularly evident at motorway speeds, where the flexible nature of its engine, long gearing and excellent longitudinal stability endow it with genuinely relaxed cruising properties, and the potential for outstanding economy.
The four-cylinder diesel engine, which uses AdBlue urea injection to reduce NOx emissions, needs to be worked hard to shift the facelifted SUV’s bulk on occasion. However, it is reasonably well isolated from the cabin, providing the GLE250d 4Matic with impressive refinement.
There is little evidence of any gruffness at lower revs, and only mild levels of vibration at the business end of the scale. You detect it is a diesel, but it is not as vocal as some.
On more challenging roads, it proves quite responsive, if not quite as agile as some
p, allowing you to carry decent speed into fast corners without any premature understeer.
As on the early ML250CDI 4Matic, a steel spring suspension is standard, coupled with adaptive dampers that offer the driver the choice between comfort and sport modes.
Our test car, however, was fitted with the optional AirMatic air springs, bringing variable damping control and automatic self-levelling. So equipped, there is a firm feel to the suspension, but, thanks to a decent amount of wheel travel, the GLE250d 4Matic manages to absorb most bumps effectively.
Should I buy one?:
If your purchase priorities are built around practicality, economy and ease of driving more than style, performance and handling engagement, the GLE250d 4Matic could be just the ticket.
It won't tempt enthusiastic drivers, but the classy five-seater continues to deliver impressive everyday usability at a price that makes it more financially accessible that many of its stablemates.
Mercedes GLE250d 4Matic
Location Germany; On sale July; Price (from) £49,290; Engine 4 cyls, 2143cc, diesel; Power 201bhp at 3800rpm; Torque 369lb ft at 1600rpm; Gearbox 9-spd auto; Kerb weight 2075kg; 0-62mph 8.6sec; Top speed 131mph; Economy 49.6mpg (combined); CO2/tax band 149g/km, 27%
Source: Autocar
Mick Briesgau
Tire Trailblazer
@Wolfgang, I guess these are sketches of the current GLE?
Source: Daimler
Wolfgang
Kraftwagen König
The next set.
Clear-cut lines, muscular forms. A new sensual high.
What does being an original actually mean? The advent of digital reproduction has muddied the waters. Visually, at least, it matters increasingly rarely whether something is authentic or a copy. That said, as the philosopher Walter Benjamin observed, only the original possesses the aura of uniqueness. The new Mercedes-Benz GLE as the successor to the M-Class is a prime example of this rare species. Notably, it contains all the genes of the car that founded the premium SUV segment in 1997, triggering a global boom in the breed and making its mark on modern auto history.
Source: Daimler
Clear-cut lines, muscular forms. A new sensual high.
What does being an original actually mean? The advent of digital reproduction has muddied the waters. Visually, at least, it matters increasingly rarely whether something is authentic or a copy. That said, as the philosopher Walter Benjamin observed, only the original possesses the aura of uniqueness. The new Mercedes-Benz GLE as the successor to the M-Class is a prime example of this rare species. Notably, it contains all the genes of the car that founded the premium SUV segment in 1997, triggering a global boom in the breed and making its mark on modern auto history.
Source: Daimler
Wolfgang
Kraftwagen König
^ Might take some extra effort to acommodate a name change from M-Class to GLE.
The last two. Also authored by an MB designer, like the others above.
Soul of its forebears.
We also wanted to learn more about the traditional DNA of the original, and in what ways it has found its way into the GLE and other upcoming SUV models. Cue model series expert Matthias Lücke: “The broad C-pillar is a classical yet unusual feature which has set every M-Class model apart from other SUVs. It probably illustrates the evolutionary line better than any other element, so it has been carried over for the GLE as well.” With its suitably contemporary design, the GLE takes its place in the Mercedes-Benz offroad vehicle line-up alongside the smaller GLA, which has a much more expressive look. This clear structure fits with the new nomenclature at Mercedes-Benz: the “GL” prefix now denotes an off-road vehicle and the other letter – “A”, “E” etc. – tells you which model series the car belongs to.
Source: Daimler
The last two. Also authored by an MB designer, like the others above.
Soul of its forebears.
We also wanted to learn more about the traditional DNA of the original, and in what ways it has found its way into the GLE and other upcoming SUV models. Cue model series expert Matthias Lücke: “The broad C-pillar is a classical yet unusual feature which has set every M-Class model apart from other SUVs. It probably illustrates the evolutionary line better than any other element, so it has been carried over for the GLE as well.” With its suitably contemporary design, the GLE takes its place in the Mercedes-Benz offroad vehicle line-up alongside the smaller GLA, which has a much more expressive look. This clear structure fits with the new nomenclature at Mercedes-Benz: the “GL” prefix now denotes an off-road vehicle and the other letter – “A”, “E” etc. – tells you which model series the car belongs to.
Source: Daimler
Wolfgang
Kraftwagen König
2016 Mercedes-Benz GLE-Class First Drive
ML No More: M-B's Midsize SUV Gets a New Name And A Beastly "Coupe" Version
The name has changed, but the song remains, well, mostly the same. The updated 2016 Mercedes-Benz GLE-Class (née M-Class) is all about refinement and a new attitude. Further up the range things have gone all Daft Punk – harder, better, faster, stronger.
Merc's bread-and-butter SUV was last revamped in 2012, and this redesign essentially grafts the company's new corporate face and tail onto the vehicle formerly known as ML. A two-bar grille runs the expanse between stretched headlights. Above them sits a more sculpted hood with dual power lines. Below all that is a bumper with three large intakes, similar to Mercedes' sedans. The sides are untouched, but in back you'll find a new LED taillight design and trapezoidal tailpipe finishers. On the AMGLine trim pictured here, the elements rendered in chrome on the base model – like the central guard in front and diffuser panel in back – are done in black.
The interior changes start with the driver staring at a new three-spoke steering wheel front-and-center, and a larger, eight-inch infotainment display on the right. That screen stands proud of the instrument panel, with two vents flanking it to remind you this isn't a clean redesign. Compare that to the freestanding tablet look, like on the C-Class, and you'll get what we're talking about.
Below the big screen are the infotainment and HVAC controls that we've been looking at since 2012.
The center stack newness ends there. Below the big screen are the infotainment and HVAC controls that we've been looking at since 2012. They feel really old now – perhaps because these same dials and buttons were in the E-Class sedan in mid-2009.
The controls on the console, however, are overhauled, with the glossy, swoosh-shaped COMAND controller taking up residence next to the driver's arm. Beside that are a few buttons controlling functions like ride height and hill descent control, as well as the new Dynamic Select knob. This dial controls up to six driving modes. There's Comfort, Sport, Slippery, Off-Road Light, and Individual. Buyers who opt for the Off-Road Package will get a sixth mode, Off-Road+. Mercedes expects only 10 percent of GLE customers will want that capability.
Every GLE comes with the basic five-setting Dynamic Select knob, no matter which of the five engines are under the hood. Here's where things get tricky, so we'll list the details for the sake of clarity.
All non-AMG trims use Mercedes' 7G-Tronic Plus seven-speed automatic transmission. The GLE63 gets the AMG Speedshift seven-speed dual-clutch gearbox. Diesel models not sold in the United States can be had with the company's 9G-Tronic nine-speed automatic.
The GLE550e plug-in hybrid is the most intriguing model.
After a drive in the GLE400 4Matic, we agree with Brandon Turkus' thoughts of the 2015 ML400: peppy enough, planted, and capable. Comfort mode reminds us of the dynamics of classic Mercedes-Benz cars, like light steering, almost binary response from the accelerator and brake pedals, and noticeable squat when you ask for passing acceleration. Sport mode tightens things up, but the dynamic attitude is largely unchanged.
The GLE550e plug-in hybrid had us most intrigued, but our seat time was limited. The 85-kilowatt electric motor is good for about 18 miles of electric driving and speeds of up to 81 miles per hour, although a careful right foot and clever toggling of the hybrid drive modes – separate from the dynamic controls mentioned earlier – can stretch that range.
Prices for the GLE start at $52,025, including $925 for destination.
The hybrid GLE starts up in Hybrid mode, naturally. There's a detent in the accelerator travel to let you know when you're about to engage the gas engine, but it's very subtle. E-Mode runs the GLE as an EV until the 8.7-kWh battery power drops to about 11 percent, then the system reverts to Hybrid. E-Save maintains the current level of battery charge no matter what that level is. The point is to be able to save battery power for later on, like when driving through a city center. But if you set E-Save when the battery is nearly dead, the battery will stay nearly dead. Charge mode uses the engine to fill the battery, with a noticeable drain on power and fuel economy. Deep down in the driving menu settings is Eco mode (a sub-setting of all the other modes), which uses front-mounted radar to improve electric energy usage. When a car in front is detected, the hybrid will use engine braking to reduce speed and gather energy for the battery, the driver applying additional braking through the pedal if necessary.
The GLE550e is a smooth operator, with lively acceleration under all-electric power, a coasting function that felt like we'd roll forever, and a generous run of all-electric motoring when using a light foot. You do give up some cargo room for this. The normally flat load floor is 4.7 inches higher to make space for the battery.
Prices for the GLE start at $52,025, including $925 for destination. That gets you the rear-wheel-drive GLE350. Adding 4Matic all-wheel drive costs $2,500. The GLE300d 4Matic comes in at $53,425, GLE400 4Matic at $65,525, GLE63 AMG at $100,875, and GLE63 S at $108,025. Pricing for the GLE550e is still unannounced.
And Then There's The Coupe
The Mercedes-AMG GLE63 S Coupe is gluttony to satisfy the worst kind of greed.
The BMW X6-fighting GLE Coupe – yes, "Coupe" – is new territory for Mercedes. Other markets will get GLE Coupes with four engines in five outputs, US buyers only get two: a GLE450 AMG Sport Coupe with a 3.0-liter, twin-turbo V6 putting out 362 hp and 384 lb-ft of torque, and the AMG GLE63 S Coupe fitted with the 5.5-liter, twin-turbo V8 at 577 hp and 561 lb-ft.
Forget the obvious similarities between the Bimmer and Benz silhouettes for a moment and just take in the menace that is the Mercedes-AMG GLE63 S. Squish the throttle, get those quad-pipes bellowing, and you'll hit 60 miles per hour in 4.2 seconds. The optional air suspension with adaptive damping and curve control means glass-flat cornering at speeds. At Autobahn speed the AMG's manners are outstanding, with granite stability even at top speed. Sadly, the GLE Coupe's terminal velocity is 155 mph, not the 170-plus mph we're used to on AMG S car models. Because SUV. Not that you'll notice anywhere but an unrestricted highway.
The GLE450 Coupe executes all of its tasks with markedly more nimble response.
The GLE63 S Coupe is beastly everywhere else, too. Power transfer from the engine to the wheels chunks and thunks its way through the transmission and 4Matic driveline. The Coupe sits on 22-inch wheels, with 285-section rubber in front, 325-section in back. It weighs 5,180 pounds. And it costs around $110,000 (final pricing has not yet been revealed). True, similar things can be said of theBMW X6 M, and both vehicles elicit the same question: "Why?" The answer is the same for both: Because you're greedy and indulgent. This is automotive fois gras.
We actually prefer the GLE450 AMG Sport. It's down 215 hp on the muscle-bound AMG GLE63 S, but we don't miss that power. This model gets the nine-speed transmission and it behaves admirably, finding the right gear the first time and making the most of every horsepower. With a stated curb weight of 4,894 pounds, the AMG Sport is almost 300 pounds lighter than the GLE63, and feels so in every way. The GLE450 executes all of its tasks with markedly more nimble response, even though it has a little more body roll in hard cornering and takes an extra 1.4 seconds to hit 60 mph.
There's plenty here to keep the GLE's momentum going until the next generation comes.
Compared to the standard GLE, the Coupe fulfills its mission as a racy SUV. Interior room is cozier, but at five-foot-eleven we have no problem with headroom in the rear, so long as nobody judges our posture. Cargo room takes a hit, but we don't know how much just yet – Mercedes has yet to release interior volume numbers for the GLE. That said, the 2015 ML has 38.2 cubic feet behind the second row, while the 2016 GLE Coupe is listed at 23 cubic feet. Expect a similar difference when the 2016 GLE numbers comes out. The funky, half-ovoid rear window in the Coupe seems like it will be a nightmare in terms of visibility, but in practice it offers plenty of view.
Even with the mild updates to the standard GLE, there's plenty here to keep its momentum going until the next generation comes. And while the AMG GLE63 S Coupe might be a bridge too far for us, the GLE450 is a gratifying middle ground that will undoubtedly – and deservedly – draw more attention and buyers to the line.
ML No More: M-B's Midsize SUV Gets a New Name And A Beastly "Coupe" Version
The name has changed, but the song remains, well, mostly the same. The updated 2016 Mercedes-Benz GLE-Class (née M-Class) is all about refinement and a new attitude. Further up the range things have gone all Daft Punk – harder, better, faster, stronger.
Merc's bread-and-butter SUV was last revamped in 2012, and this redesign essentially grafts the company's new corporate face and tail onto the vehicle formerly known as ML. A two-bar grille runs the expanse between stretched headlights. Above them sits a more sculpted hood with dual power lines. Below all that is a bumper with three large intakes, similar to Mercedes' sedans. The sides are untouched, but in back you'll find a new LED taillight design and trapezoidal tailpipe finishers. On the AMGLine trim pictured here, the elements rendered in chrome on the base model – like the central guard in front and diffuser panel in back – are done in black.
The interior changes start with the driver staring at a new three-spoke steering wheel front-and-center, and a larger, eight-inch infotainment display on the right. That screen stands proud of the instrument panel, with two vents flanking it to remind you this isn't a clean redesign. Compare that to the freestanding tablet look, like on the C-Class, and you'll get what we're talking about.
Below the big screen are the infotainment and HVAC controls that we've been looking at since 2012.
The center stack newness ends there. Below the big screen are the infotainment and HVAC controls that we've been looking at since 2012. They feel really old now – perhaps because these same dials and buttons were in the E-Class sedan in mid-2009.
The controls on the console, however, are overhauled, with the glossy, swoosh-shaped COMAND controller taking up residence next to the driver's arm. Beside that are a few buttons controlling functions like ride height and hill descent control, as well as the new Dynamic Select knob. This dial controls up to six driving modes. There's Comfort, Sport, Slippery, Off-Road Light, and Individual. Buyers who opt for the Off-Road Package will get a sixth mode, Off-Road+. Mercedes expects only 10 percent of GLE customers will want that capability.
Every GLE comes with the basic five-setting Dynamic Select knob, no matter which of the five engines are under the hood. Here's where things get tricky, so we'll list the details for the sake of clarity.
- GLE300d – 2.1-liter, turbodiesel four-cylinder with 201 horsepower and 369 pound-feet of torque.
- GLE350 – 3.5-liter V6 with 302 hp and 273 lb-ft of torque.
- GLE400 – 3.0-liter, twin-turbo V6 with 329 hp and 354 lb-ft of torque.
- GLE550e – The same 3.0-liter, twin-turbo V6 as the GLE400, but mated to a hybrid module (packaged in the transmission) with a total system output of 436 hp and 479 pound-feet of torque.
- GLE63 – 5.5-liter, twin-turbo AMG V8 with 550 hp and 516 lb-ft of torque.
- GLE63 S – Same engine as the standard GLE63, but with 577 hp and 561 lb-ft of torque.
All non-AMG trims use Mercedes' 7G-Tronic Plus seven-speed automatic transmission. The GLE63 gets the AMG Speedshift seven-speed dual-clutch gearbox. Diesel models not sold in the United States can be had with the company's 9G-Tronic nine-speed automatic.
The GLE550e plug-in hybrid is the most intriguing model.
After a drive in the GLE400 4Matic, we agree with Brandon Turkus' thoughts of the 2015 ML400: peppy enough, planted, and capable. Comfort mode reminds us of the dynamics of classic Mercedes-Benz cars, like light steering, almost binary response from the accelerator and brake pedals, and noticeable squat when you ask for passing acceleration. Sport mode tightens things up, but the dynamic attitude is largely unchanged.
The GLE550e plug-in hybrid had us most intrigued, but our seat time was limited. The 85-kilowatt electric motor is good for about 18 miles of electric driving and speeds of up to 81 miles per hour, although a careful right foot and clever toggling of the hybrid drive modes – separate from the dynamic controls mentioned earlier – can stretch that range.
Prices for the GLE start at $52,025, including $925 for destination.
The hybrid GLE starts up in Hybrid mode, naturally. There's a detent in the accelerator travel to let you know when you're about to engage the gas engine, but it's very subtle. E-Mode runs the GLE as an EV until the 8.7-kWh battery power drops to about 11 percent, then the system reverts to Hybrid. E-Save maintains the current level of battery charge no matter what that level is. The point is to be able to save battery power for later on, like when driving through a city center. But if you set E-Save when the battery is nearly dead, the battery will stay nearly dead. Charge mode uses the engine to fill the battery, with a noticeable drain on power and fuel economy. Deep down in the driving menu settings is Eco mode (a sub-setting of all the other modes), which uses front-mounted radar to improve electric energy usage. When a car in front is detected, the hybrid will use engine braking to reduce speed and gather energy for the battery, the driver applying additional braking through the pedal if necessary.
The GLE550e is a smooth operator, with lively acceleration under all-electric power, a coasting function that felt like we'd roll forever, and a generous run of all-electric motoring when using a light foot. You do give up some cargo room for this. The normally flat load floor is 4.7 inches higher to make space for the battery.
Prices for the GLE start at $52,025, including $925 for destination. That gets you the rear-wheel-drive GLE350. Adding 4Matic all-wheel drive costs $2,500. The GLE300d 4Matic comes in at $53,425, GLE400 4Matic at $65,525, GLE63 AMG at $100,875, and GLE63 S at $108,025. Pricing for the GLE550e is still unannounced.
- Image Credit: Jonathon Ramsey
And Then There's The Coupe
The Mercedes-AMG GLE63 S Coupe is gluttony to satisfy the worst kind of greed.
The BMW X6-fighting GLE Coupe – yes, "Coupe" – is new territory for Mercedes. Other markets will get GLE Coupes with four engines in five outputs, US buyers only get two: a GLE450 AMG Sport Coupe with a 3.0-liter, twin-turbo V6 putting out 362 hp and 384 lb-ft of torque, and the AMG GLE63 S Coupe fitted with the 5.5-liter, twin-turbo V8 at 577 hp and 561 lb-ft.
Forget the obvious similarities between the Bimmer and Benz silhouettes for a moment and just take in the menace that is the Mercedes-AMG GLE63 S. Squish the throttle, get those quad-pipes bellowing, and you'll hit 60 miles per hour in 4.2 seconds. The optional air suspension with adaptive damping and curve control means glass-flat cornering at speeds. At Autobahn speed the AMG's manners are outstanding, with granite stability even at top speed. Sadly, the GLE Coupe's terminal velocity is 155 mph, not the 170-plus mph we're used to on AMG S car models. Because SUV. Not that you'll notice anywhere but an unrestricted highway.
The GLE450 Coupe executes all of its tasks with markedly more nimble response.
The GLE63 S Coupe is beastly everywhere else, too. Power transfer from the engine to the wheels chunks and thunks its way through the transmission and 4Matic driveline. The Coupe sits on 22-inch wheels, with 285-section rubber in front, 325-section in back. It weighs 5,180 pounds. And it costs around $110,000 (final pricing has not yet been revealed). True, similar things can be said of theBMW X6 M, and both vehicles elicit the same question: "Why?" The answer is the same for both: Because you're greedy and indulgent. This is automotive fois gras.
We actually prefer the GLE450 AMG Sport. It's down 215 hp on the muscle-bound AMG GLE63 S, but we don't miss that power. This model gets the nine-speed transmission and it behaves admirably, finding the right gear the first time and making the most of every horsepower. With a stated curb weight of 4,894 pounds, the AMG Sport is almost 300 pounds lighter than the GLE63, and feels so in every way. The GLE450 executes all of its tasks with markedly more nimble response, even though it has a little more body roll in hard cornering and takes an extra 1.4 seconds to hit 60 mph.
There's plenty here to keep the GLE's momentum going until the next generation comes.
Compared to the standard GLE, the Coupe fulfills its mission as a racy SUV. Interior room is cozier, but at five-foot-eleven we have no problem with headroom in the rear, so long as nobody judges our posture. Cargo room takes a hit, but we don't know how much just yet – Mercedes has yet to release interior volume numbers for the GLE. That said, the 2015 ML has 38.2 cubic feet behind the second row, while the 2016 GLE Coupe is listed at 23 cubic feet. Expect a similar difference when the 2016 GLE numbers comes out. The funky, half-ovoid rear window in the Coupe seems like it will be a nightmare in terms of visibility, but in practice it offers plenty of view.
Even with the mild updates to the standard GLE, there's plenty here to keep its momentum going until the next generation comes. And while the AMG GLE63 S Coupe might be a bridge too far for us, the GLE450 is a gratifying middle ground that will undoubtedly – and deservedly – draw more attention and buyers to the line.
- Image Credit: Copyright 2015 Jonathon Ramsey / AOL
ThroughandThrough
Kraftkurve King
Wolfgang
Kraftwagen König
2016 Mercedes GLE class first drive: The ML is dead, long live the ML
MERCEDES MID-SIZE SUV GETS A NEW NAME, BUT IT'S AN EVOLUTION OF THE ML
What is it? It’s a substantial mid-cycle freshening for Mercedes’ mid-size SUV, with a new name, a plug-in hybrid option and a new four-door “Coupe” in the fashion of BMW’s X6. Think of the 2016 Mercedes-Benz GLE as M-Class version 3.2.
The naming convention used for the GLE will soon apply to all Mercedes SUVs, except the original, 36-year-old G-Class (though the G, for geländewagen, provides the foundation). All will be labeled GL--like the current, full-size GL—with a third letter designating a relationship to a corresponding sedan. Thus, the GLE will be to forthcoming GLC and GLS SUVs as the mid-range E-Class sedan is to the compact C-Class and full-size S-Class.
Got it? Good. Just understand that C, E and S on the SUVs denote a market slot or a spot in the Mercedes hierarchy more than a direct technical connection to the analogous sedan. The SUV platforms have different axles and floor pans. They have more in common with each other than with their sedan namesake.
2016 Mercedes-Benz GLE 500 e
Which brings us back to M-Class 3.2. Behind its new name, the ’16 GLE represents a mid-span update of the third-gen M-Class introduced for 2012. Its 114.1-inch wheelbase is identical to the M-Class (longer than the E-Class sedan’s), and so are its length and width. The connection is most obvious in the standard GLE’s third roof pillar, which cants forward as it always has on the M-Class.
Engine options are plentiful. There are five for the non-Coupe GLE, all attached to Mercedes’s seven-speed 7G-Tronic torque-convertor automatic. Three are carryover from M-Class. A 3.5-liter V6 makes 302 hp and 273 lb-ft of torque, and it’s the only GLE engine offered without Mercedes’ 4Matic all-wheel-drive. AMG’s familiar 5.5-liter turbocharged V8 brings 550 hp, 516 lb-ft to the GLE 63 AMG, or 577 hp, 561 lb-ft to the GLE 63 S.
The new engines follow a down-sizing trend. The turbo-diesel in the GLE300 d is a 2.1-liter four, delivering 201 horsepower and 369 pound-feet of torque. The 3.0-liter twin-turbo V6 in the GLE400 generates 329 hp, 354 lb-ft. Tops among non-Coupe, non-AMG GLEs will be the GLE550 e 4Matic. Mercedes claims it’s the first plug-in SUV, though BMW asserts the same for its forthcoming X5 40e. Probably comes down to which reaches showrooms first this fall.
Regardless, the GLE550 e starts with the 3.0-liter V6 and adds a 114-hp, 251-lb-ft electric motor with an 8.7-kWh lithium-ion battery, increasing powertrain output to 436 hp and 479 lb-ft. Mercedes says the battery is big enough to deliver 18 miles of electric-only range, at speeds up to 81 mph, and it expects the hybrid to be the highest mileage, lowest CO2 GLE (with a 0-62 mph time of 5.3 seconds). High-tech energy-capturing electronics use the onboard radar to anticipate the flow of traffic and maximize regenerative braking.
Then there’s the GLE Coupe. The point here, if it isn’t obvious: It’s a GLE that’s more emotional than rational, with more emphasis on style, design and sporting feel. To that end, the Coupe is significantly restyled—front and rear, but most obviously through its sloping roof, with more aggressively raked pillars and unique glass.
Mechanical modifications support the Coupe’s sporting theme. It’s steering is quicker and generally firmer. Its default suspension rates are firmer, too, with higher peaks. Its wheels are larger and the default torque distribution shifts rearward, to 40 percent front, 60 rear. On the other hand, the Coupe won’t be offered with the two-speed locking center diff available on the full-roof GLE, nor the standard off-road management electronics like hill descent control.
The Coupe will come to North America in two forms. The GLE450 AMG Coupe is powered by the 3.0-liter turbo V6 tuned to 362 hp, 384 lb-ft, while the GLE 63 S AMG Coupe gets the 5.5-liter V8 with all 577 hp and 561lb-ft. The 450 Coupe alone gets Mercedes’ new 9G-Tronic transmission, representing the first application of this nine-speed automatic with all-wheel-drive. It’s also the first vehicle to use AMG in its model name without the full, built-in-Affalterbach, one man, one engine treatment.
Mercedes is clearly trying to leverage the AMG brand and make it assessable to more people, but it brings potential complications. Excuse me, sir. Is that there SUV part AMG or a real AMG?
The GLE will come standard with steel springs and adaptive shocks. The fully adjustable Airmatic air-suspension, standard on the old M-Class, is optional. Standard equipment now includes auto-dimming mirrors, driver’s seat memory, a power-operated steering column, Crosswind Stabilization and Collision Prevention Assist with autonomous braking. There are another dozen or so active safety and crash-avoidance systems available.
The 2016 GLE debuts in August, starting at $51,100 for the GLE 350 without all-wheel drive. The least expensive model with 4Matic—the GLE300 d—is $1,400 more. For now the line tops out at $107,100 for a GLE 63 S AMG, though the hybrid and Coupes haven’t been priced.
How’s it drive?
We like it best as the standard GLE. Even with the four-cylinder diesel, the GLE brings just about everything you want in a luxury-branded vehicle of its type. It’s Mercedes quiet and operator friendly. All full-roof variants make spaciously comfortable road transport, with the utilitarian value buyers expect in an SUV, but they never numb the person at the wheel.
Should expectations include off-pavement travel or towing, the GLE is more capable than its class of leather-lined, road-bound people haulers might suggest. It handles the steepest ascents and descents its all-surface, all-season tires can manage, and it’s easy—basically aim and go, thanks to a traction mode algorithm-ed for off-road use. The air-suspension delivers 11 inches of ground clearance and a 23-inch fording depth. The off-road package with locking center diff includes reinforced floor panels and underbody protection. Standard towing capacity is 7700 pounds, and there’s an optional automatic tow hook that stows itself out of site.
2016 Mercedes-Benz GLE Coupe
The hybrid? Too few clicks at the wheel, but enough for some knee-jerk conclusions. It’s the quickest of the full-roof GLEs, and if the mileage justifies the entry price, why not? We found no visceral or functional differences compared to its straight IC partners, save one. The battery takes eight cubic feet of cargo space, all behind the back seat, and it reduces what’s there by a third. It also raises the load floor close to a foot above the bumper.
Then there are the Coupes. Both are very fast and very grippy, but still tall and about 2.5 tons. Their roll angles are better controlled, but when it comes to cornering, the Coupe isn’t necessarily fun fast. With the chassis electronics in Sport + (a mode not offered on the standard GLE), it wants to push, real good, despite the rearward torque bias.
There’s a price to “sport.” The GLE 450 Coupe feels rough compared to the standard GLE, and it’s not just the lumpier engine. You notice during start/stop engagement (standard across the line), in casual downshifts, or in the occasional clunk in the driveline under hard braking. It streams digitalized engine noise through the cabin, and it almost sounds whiny.
Forget off-roading in the sporting GLE Coupes. Expect a reduction in headroom and cargo space, and an extra dose of harshness.
2016 Mercedes-Benz GLE Coupe
Do I want it?
You want the full-roof GLE. It’s a thoroughly updated, reasonably priced SUV that’s never a chore to drive. It’s a great family vehicle and capable of lots of work, including significant towing and off-road potential, should anyone actually use those. If your green bleeds through, you can get the higher-mileage diesel or a plug-in with enough electric range to run for groceries (though you lose some of the cargo space that makes the GLE appealing).
The Coupe, not so much. We get the point, but we don’t want it. The GLE Coupe is one of those have-your-cake-and-eat-it-too vehicles that doesn’t do anything particularly well. Modifications made in the name of emotion or performance compromise its functionality. And while the GLE Coupe is fast, it isn’t really that much more fun than standard.
Better to buy the diesel GLE and spend the Coupe upgrade on something like a used Porsche Cayman.
Source: Autoweek
Merc1
Premium
Looking at the GLE and the GLE coupe it is clear Mercedes needs to give their entire SUV lineup (save the original G) a total reboot next generation. Their exterior and interiors just don't match up to the level of cars they're putting out: C, S, GT, next E. Mercedes' SUVs sell well enough now, but they do nothing to excite or entice the enthusiast. They appeal to most common consumer. The X5, Cayenne and Range Rover models shouldn't dominate MB's SUVs in the panache department the way they do. This new GLC is nice, but I haven't seen it in person, but it doesn't appear very dynamic. The GL has the exterior right, but the interior doesn't warrant it being rebadged GLS during this generation. That said, MB does have one that NONE can touch, the original G. I'm looking for them to step up their SUV game big time starting with the next GLE. The newest cars are stunners, I expect the SUVs to be the same.
M
M
Wolfgang
Kraftwagen König
^ Yes, the SUVs didn't have top priority at Mercedes. The new compacts came first.
The next generation GLE may arrive in late 2018, probably followed by the GLS a year later, and maybe a coupe after that.
MB now says the GLS name indicates the size, and not the architecture.
Autonews said:
The next generation GLE may arrive in late 2018, probably followed by the GLS a year later, and maybe a coupe after that.
MB now says the GLS name indicates the size, and not the architecture.
Mr. Mercedes
Premium
TOTALLY agreed. The SUV's have alway felt a bit unloved IMO. The CLC and upcoming GLC coupe are certainly a step in the right direction.
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