Brawny Benz yet still so genteel
The new-generation GLE now has the quality to take on its BMW rival, writes Richard Bosselman.
Paying modest heed to heritage has been a good thing for MercedesBenz’s second-largest
SUV.
That GLE’s family tree traces directly to the original ML-class seems hardly relevant, such is the degree of change during the ML to M to GLE metamorphosis.
Shifting from the old GLE to the new simply widens the genetic separation. If you thought the last was polished, best wear shades now. This one shines as a powerful enforcement of how differently we now tend to define a ‘‘family friendly four-wheel-drive’’.
Which means?
Well, you know the answer. Urban adventuring is where it’s at and, while this model is still kitted out for towing and can stand getting dirty, don’t expect it to set any high standard for serious sludge-trudging. It doesn’t need to because (A) G-class and (B) buyer indifference.
Remit to be the business in a modern corporate sense has been taken to heart by the design team – think ‘‘brawny and bluff’’ with a more genteel and plusher air, and as for the burly? That’s where it gets clever. All the most important dimensions have grown with a shift to an entirely new platform, yet it’s all so subtly done you really only tweak to the longer wheelbase delivering an urban assault vehicle ‘‘must have’’. That is a folding third row of seats, most obviously for smaller bodies, remarkably an option but worth the $3900 tick simply on the strength of the residual benefit.
The rearmost and centre chairs that are the best place to ride, through offering heaps of legroom and limo comfort, fold away easily enough if you need to make it a wagon, everything being electric and push-button, naturally, to lessen the risk to expensive pedicures.
Extravagance is all part of the game when you’re fighting Audi and BMW and Benz acknowledged that the GLE required a huge effort within the cabin to come up to speed. It’s excelled. The new environment stands to collect the best in class accolade – excellent build quality and materials, loads of tech to keep occupants entertained, connected and heading in the right direction.
Implementing the full-width MBUX digital instrument and touchscreen pack alone signals that its status as a second-tier recipient of the latest gear is ended. It’s now so far at the front the optional active cruise control that takes readings from live traffic reports and adjusts the speed to slow you down ahead of any knots of stationary cars is too advanced for our environment. Shame about that.
There are other functions that do operate locally, such as steering that can detect if you’re about to pull out in front of another car, or cyclist, and jam on the brakes.
GLE builds with a broad suite of powerplants and more, including a PHEV with an electric range of close to 100km, will ultimately come our way, but it’s sensible that this market simply dials into a pair of turbo diesels, driving through a ninespeed automatic and 4Matic.
Time behind the four-cylinder 2.0-litre (300d) and six-cylinder 3.0-litre (400d) was fruitful. I can understand how both will earn their keep.
Obviously, if money is not an object, it’s hard to bypass the larger unit – a much fatter wodge of torque, a nicely timbred growl that accentuates the power advantage . . . it’s great.
Yet don’t underestimate that entry unit. Being basically the engine you’d find in the E-class and C-class, you might imagine it would be troubled by the GLE’s 2170kg kerb weight. Yet, while it needs more time to get itself sorted, the 2.0-litre is honest enough. Don’t stomp, just cruise, and it’s fine. One surprise is the refinement. And though neither unit hit their economy marks, the 300d made every litre go further by a fair margin.
The $11,700 list price separation between these editions was skewed by each being feted with options, more generously with the 300d, which through staggeringly acquiring almost $34,000 worth of additionals (from $850 tyre pressuring through to a $9900 AMG package, plus $3000 Airmatic suspension) it sat just $6000 short of the 400d that, while also dressed up – but less extensively – nonetheless also sat around $16,500 above the list.
Tick up the most whopping extravagance and you might need a sit down. Available only to 400d is an active suspension system requiring a 48-volt battery.
A more advanced version of the S-class’s Magic Body Control, allowing spring and damping forces to be individually controlled at each wheel and using the sat nav and radar to ‘‘read’’ and self-react to the roadscape, its ability to counteract body roll, pitch and squat, ‘‘read’’ and lean into corners and bounce its way out of sticky spots when adventuring is brilliant, but it’s a $13,000 hit. And, though the GLE is a little heavy-footed and chunky in standard and Airmatic form, it isn’t deficient going without.
With that tech out of the picture, the main focus for geeks will certainly be the dash, which is awesome. The instruments and infotainment can be almost infinitely adjusted and modified and, once you’ve sorted that, the ‘‘Hey, Mercedes’’ digital voice assistant can answer all sorts of questions. Cleverly, when running Apple CarPlay, ‘‘she’’ maintains priority over Siri.
So ready to trade that BMW X5? It could be time for the GLE to take over because, even though it’s perhaps not as agile to drive without extra fettling (with the suspension, those 22-inch tyres are too much), it delivers more convincingly for refinement and chucks in a superior cabin with some impressive tech.