Merc SUV bigger than Texas
Mercedes-Benz has up-sized the GLE to Texas-sized proportions. Makes sense to launch it there then, writes Richard Bosselman.
The outgoing GLE has done Mercedes proud – its bestselling SUV since 2015 – yet the progress rate within the large prestige category means time for change cannot come soon enough.
The gen four line arriving early next year sets out to especially nail the BMW X5, also just reissued.
Says Mercedes Benz New Zealand boss Ben Giffin: ‘‘We’re confident this new model will build upon the reputation and success the GLE has experienced over the last 20 years.’’ Shifting to the MHA (Modular High Architecture) platform – heavily related to the C-, E- and S-Class underpinning, but with extra toughness – improves strength, extends overall length by 105mm and ups wheelbase to a considerable 2995mm.
This allows a type-first provision of seven seats, with the old five-chair setup becoming a nocost option. The third row suits the school run, yet the chairs immediately behind the driver are the best place to ride. Heaps of legroom and electric-adjusted limo comfort.
Just two of the five available engines, all now in-line, are New Zealand-bound – turbodiesels, driving through a nine-speed automatic and 4MATIC, in fourcylinder 2.0-litre (300 d) and sixcylinder 3.0-litre (400 d) formats, a safe choice as diesel take-up here accounts for eight in 10 sales. AMG petrols snatch the remainder.
GLE breaks fresh SUV ground with a new, homegrown 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, it’s standard only to the six-pot petrol 450 not availing here, but provisions as a price unknown option for the 400 d.
Consider it. The potential is huge and Benz hasn’t shirked. Body roll, pitch and squat are counter-acted; on-seal it has an active functionality and leans into bends for more stable cornering. An ace off-seal setting has it energetically pogoing like a hyperactive low-rider. Because? Developer Simon Kern asks you to picture this: You’re bogged, wheels churning, in sand. Time for ‘‘free driving assist’’, which emulates the old school solution of getting your mates to stand on the bumpers and jump up and down to regain traction.
Also delivered is the latest Mercedes-Benz User Experience, MBUX, multimedia system with improved speech recognition capabilities (thwarted by my driving partner’s Aussie twang), artificial intelligence and predictive learning abilities. Even smartwatch link. Information displays on two 12.3-inch screens, the multifunction steering wheel has touch pads and the old car’s central rotary dial is retired for a touchpad.
Active Tailback Assist recognises and responds to traffic snarls before the driver notices; pegging back the speed then maintaining lane discipline at up to 60kmh. Also new is ability to self-brake should you foolishly turn out of an intersection into oncoming traffic that’s too close for comfort.
The three-pointed star took us to San Antonio, home of the Alamo, in America’s Lone Star state.
Larger than France, if not life, the home of cowboys, boots, barbecue, football and flowers called bluebonnets, Texas is where 44 per cent of residents wear Stetsons and carry guns. Great town.
The 450 petrol has the 48 volt setup in a more ultimate format than the 400 d, in that the 270kW/ 500Nm engine has the EQ Boost integrated electric motor system that adds 16kW for short periods, helps economy and assists enough when accelerating for the car to drive without the engine turned on. It’s hugely impressive.
Even so, driving the diesels cements the logic of Benz NZ’s plan to ignore petrol for now. The 400 d is magnificent; right on the 450’s tail for outright performance and, benefiting from a much fatter wodge of torque, so even more relaxed. Even charging its growl is nicely timbred.
The 300 d is also decent, though understandably being less muscular it needs more time to get itself sorted and is more overtly guttural. Still, the automatic is as good a partner here as with the 400 d, shifting silkily even in the pleasingly urgent sport mode.
That’s on road; how about off it? Unfathomably, Benz kyboshed this, meaning demonstration of an extraction system that might make even Land Rover green with envy restricted to a slow-speed squeaking rodeo ride around a parking area.
That a 400 d with trick suspension would be formidable in the rough probably won’t increase the chance of sighting a GLE in the bush, but the system also earns its keep in general driving, save that the cornerleaning lends an unnatural stance through tight curves.
How much? Dunno. Conceivably the 300 d bumps the 250 d (150kW, 500Nm) that has been $104,900 at full RRP and the 400 d replaces the 350 d (190kW/ 620Nm $124,900).
It won’t be a cheap car, but neither does it feel like one. Apart from the carryover styling cues, and despite retaining all the requisite SUV practicalities, it’s become a genuine luxury offer. The cabin is of exceptional quality, ambience and finish, and the tech reach impressive if not wholly flawless (in that all device inputs are US-C and the sat nav occasionally flunked out).
Body styles: On sale:
Because it’s dripping with tech, will be one of the more luxurious choices in the segment and the diesels remain star performers.
Because it’s upsized to the point where inner-city operability causes discomfort.
Alternately, you’re awaiting the coupe, the PHEV (also diesel) or the AMGs, all at least a year away.