Fast Facts | 2026 Mercedes-Benz GLE450 4Matic Review
⚙️ Output: 375 horsepower, 392 lb-ft of torque from a turbocharged 3.0-liter inline-six with mild-hybrid technology
🛞 Capability: Permanent four-wheel drive with configurable drive modes
⛽ Efficiency: EPA-estimated 19 mpg city, 25 mpg highway, 21 mpg combined (21 mpg observed in mixed driving)
🧰 Tech: Dual 12.3-inch screens, augmented reality navigation, wireless Apple CarPlay/Android Auto
🪜 Towing Features: Up to 7,700-pound towing capacity in three-motor form
💰 As-Tested Price: $79,200 MSRP, including destination
Mercedes-Benz is electrifying these days - and I mean that literally. The midsize GLE-Class SUVs might not look like eco-friendly choices, but standard mild-hybrid technology helps them sip premium fuel a bit more responsibly. Here’s what I learned after a week behind the wheel of one of Mercedes-Benz’s most appealing models.
The Case For Mild-Hybrid Tech
Mercedes builds more than a dozen GLE configurations at its Alabama assembly plant, with prices starting at around $65,000 MSRP. Past the base four-cylinder GLE350, things can get a little confusing: the GLE450 and GLE450e both wear the "450" badge and start at an MSRP of $73,600, but they work very differently.
The GLE450 uses a turbocharged 3.0-liter inline-six paired with a small electric starter-generator that feeds a 48-volt electrical system for an extra boost. The GLE450e, by contrast, combines a turbocharged four-cylinder with an electric motor and 23.2-kilowatt-hour battery, offering nearly 50 miles of manufacturer-estimated all-electric range before the gas engine kicks on.
If you want to compare trims, pricing, and cross-shops fast, start with the GreenCars Buyer’s Guide ➜
The MSRP $79,200 GLE450 I drove has one of Mercedes-Benz’s best engines, with 375 horsepower and 369 pound-feet of torque routed to all four wheels through a buttery smooth nine-speed automatic transmission. It hits 60 mph in just 5.3 seconds and averages an EPA-estimated 21 mpg combined - not exactly frugal, but it's undeniably impressive for this level of performance.
What those figures don't capture is just how refined this powertrain is. It’s so quiet that I had to consult the digital instrument cluster to see whether the start-stop system had turned the gas engine off at stoplights. Handling is precise, if not particularly sporty, and its ride is supple - divine, perhaps - especially considering my tester's large 20-inch alloy wheels wrapped in tires without too much sidewall.
I spent most of my time with the GLE during a nasty winter storm with very low temperatures. The winter tires fitted to my test vehicle gripped snow and ice quite well, with the traction control rarely needing to intervene. That said, they were a little loud on the highway, though I can’t say how they'd compare to the standard all-seasons.
I didn’t tow with my tester since it lacked the optional trailer package, but so-equipped, it’s rated to lug a hefty 7,700 pounds, which bests some full-size truck configurations.
Room to Grow
Open the GLE’s doors and you’ll find a big interior. The front seats are well-formed with terrific adjustment, and row two offers genuine space for three adults abreast. The cargo area balloons from a decent 33.3 cubic feet behind the second row to nearly 75 cubes with the three individual 40/20/40 seats all folded down.
My test vehicle was a five-seater, but it could've been upgraded with a $2,100 package that adds power-folding second-row seats and a pair of third-row seats that can accommodate preteens through smaller adults. If you need an adult-capable third row, Mercedes’ larger GLS-Class remains the better choice.
The interior was clearly built with nice soft-touch materials and pretty black-stained wood trim, though it wasn't exactly lavish. The $1,600 Exclusive Trim package - my tester's only option other than a gorgeous (and expensive) $4,000 Silicon Grey paint upgrade - added ventilated front seats, Burmester speakers, and augmented reality navigation that overlays information like road names and guidance arrows on a live view of the road ahead.
The thick-rimmed (but not heated on my tester, unfortunately) three-spoke steering wheel has tactile controls that I found a little too easy to tap. With my hands on the wheel’s rim, however, I had a clear view of the 12.3-inch digital instrument cluster and the near-twin 12.3-inch touchscreen that ran the user-friendly Mercedes-Benz User Experience (MBUX) infotainment software. With its home button right up top, it was pretty simple to sort through. Standard voice control awakened by “Hey, Mercedes!" mostly followed my commands, too. The wireless Apple CarPlay worked well, and Mercedes also includes wireless Android Auto. However, the wireless device charging pad rarely recognized my iPhone 17. At least there are a lot of USB-C ports scattered about the interior.
As with just about any Mercedes, there are many customization options. Personally, I would be tempted to jazz up the GLE’s interior with leather upholstery, heated front-seat armrests, soft-closer doors, and even additional sound deadening and glass lamination.
Choosing the Right GLE450
Which GLE450 is right for you? That depends. If you can regularly make use of the GLE450e’s 50-mile manufacturer-estimated range on a full charge, you’ll rarely stop at gas stations, and you won’t hear the model’s comparatively coarse four-cylinder engine. But there are tradeoffs: the PHEV's battery sits under the cargo floor, making it strictly a five-seater. And once it's out of electric charge, the GLE450e’s EPA-estimated 23 mpg combined is within a rounding error of the GLE450’s 21 mpg combined, and I suspect many buyers will prefer the non-plug model’s far more refined six-cylinder engine.
If you’re trying to decide whether mild-hybrid or plug-in hybrid makes more sense, this quick explainer helps: hybrid vs plug-in hybrid vs electric ➜
In my testing, I saw just below 20 mpg combined in mostly city driving, but that ticked noticeably higher to 26 mpg on a highway stint - helped, no doubt, by the nine-speed automatic transmission helping to keep engine revs to a minimum. Adaptive cruise control and lane-centering tech made highway speeds easy, though those who routinely hit the open road should consider the $1,950 Driver Assistance Package for limited hands-off operation, automatic lane-change, and much smoother reactions to other vehicles.
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