Mercedes-Benz GLE 2019 Review – International

Texas is home to bucking bronc rodeos and the USA’s first proposed robotic brothel. Apt then that Mercedes-Benz chose the state to launch its fourth-generation GLE, a vehicle more than capable of getting jiggy with it thanks to electro-hydraulic pumps on each wheel endowing the large luxury SUV 120mm of suspension travel.

Watching the new Mercedes-Benz GLE perform for the first time is guaranteed to elicit a few ejaculatory comments. Beyond the novelty value, Mercedes-Benz says the latest version of its most popular SUV is more capable than ever before and Australian versions will come with seven seats as standard when it arrives in dealerships in the second quarter of next year.

If leather is ever used to wrap an operating theatre, trust Mercedes to make it. The clinical execution of the existing ‘minimalist’ design equates to an impressively presented dash and centre console.

The two 12.3-inch screens dominate the vista, with the air-vents embedded into their open-pore wood or brushed alloy depending on the version, and the cabin-sweeping strip of LED lighting separating the vents from the metal air-conditioning switches.

Farther down is the mobile phone inductive charging bin, angled rather than flat to make it easier to monitor the charge status. The touchpad is flanked by buttons for key infotainment and driving functions, and the console is contained by a pair of chrome and leather handles.

Space has grown in every dimension except height. This GLE is 105mm longer than before, plus 12mm wider and 24mm lower.

The subtle restyle imparts a more imposing look to the large luxury SUV and has the practical effect of freeing up interior space for people and packages.

Rear legroom has stretched out by 64mm and headroom is up by 35mm, making the second row of seats truly spacious, especially when fitted with the optional powered operation.

Just as important is the addition of a third row of seats, expanding the GLE’s remit as a practical family vehicle. Those seats are best left to the little ones but will serve as short-term transport for adults should the need arise.

Buyers who don’t believe they’ll ever use the third row can delete them as a no-cost option and will gain some storage space the cargo floor.

The cargo area is now 630 litres with the third row folded down and the second row slid fully back. Slide that row forward and space grows to 825 litres. Fold them down and there’s an Ikea-ingesting 2055 litres to shop with.

Options abound, from even more luxurious leather to a panoramic sunroof, Burmester sound systems in 14- or 26-speaker configuration, and an Energising pack that bungles music, mood lighting and seat massage in a “wide range of feel-good programs”.

Mercedes has thrown a commercial kitchen sink at this vehicle in terms of sensors and software.

The headline act is the active body control linked to the optional air suspension and its ability to bounce out of tricky off-road situations such as deep sand. In reality, it is far more likely to be employed as a party trick to entertain the occupants at the traffic lights.

It isn’t just an off-road party trick, according to Mercedes-Benz engineer Simon Kern. He should know, given he developed the algorithms the system uses to determine how much force it should exert on each corner of the car.

“Yes the rocking function is what most people think of but when you drive this car you will understand why this feature is called body control,” Kern says.

Given he’s a Nurburgring-rated driver and his work was so impressive Porsche asked if he’d like a change of scenery, we believe him.

The system can also be optionally paired with a stereo camera to enable road surface scan and curve functions that pre-set the suspension in preparation for a road bump/pothole or bend respectively.

In the case of the curve function there’s up to three degrees of tilt to help keep the SUV flat through cambered corners.

It operates at speeds up to 120km/h, with Kern noting it is aimed at improving comfort rather than outright cornering stability.

The body control set-up relies on a 48-volt electric system fitted to the petrol-electric version of the GLE, or a 48-volt battery in the case of the six-cylinder diesel (it isn’t an option on the entry four-cylinder diesel).

Kinetic energy from the suspension movement is recovered and is so effective Kern laments the fact more can’t be stored.

“When we developed this the focus was on energy recuperation but we soon realised we needed a way to channel the extra energy out of the vehicle,” he says.

The GLE also adopts the MBUX infotainment software, with a claimed 40 more features than seen in the A-Class.

Many of them relate to the off-road functions but there is also a predictive learning program that will identify if a driver regularly calls someone at a certain time each week or listens to a particular radio station at a certain time each day and will then prompt them to call/switch stations just before the predicted time.

Another new optional interface is the “interior assistant” that can turn on certain inside lights as a result of gestures from those in the front seats.

A fast lift of the hand towards the rear-vision mirror will activate either spot light mounted in its base and the system can detect which side of the car the gesture originated from and only operate the relevant light.

Similarly, if the driver reaches into the empty passenger’s seat, the system presumes he or she is searching for something and will activate the light.

The voice recognition software likewise needs time to learn its owners’ speech patterns. The “natural language” system was inconsistent in our brief time in the car, happily changing some functions but refusing to recognise other commands.

An improved head-up display now projects information in full colour onto a 450mmx150mm panel, though the driver perceives it to be around three metres away.

The display is 20 per cent brighter to show up in full sunlight and shows more information including phone call details, along with the phone’s battery status.

Beyond the current speed and posted speed limit, it also displays arrival time and the distance to destination when using sat-nav.

The ability to read traffic signs and adjust the adaptive cruise control accordingly is one of the best things about the GLE.

On long drives it significantly reduces the tedium of having to look for speed limits and will be a boon for Australian drivers in metro areas where constant, unwarranted changes in speed are a fact of life.

The safety net has also been extended with the inclusion of a standard “turning manoeuvre” feature. It is designed to stop GLE drivers from trying to turn in front of oncoming traffic but will only activate if the software assess that the braking can be done before the vehicle crosses the lane markings and potentially impedes the oncoming car.

A final aspect of the GLE’s updated repertoire is a feature you hope never to use. The Mercedes-Benz ‘Pre-Safe’ suite now includes sound occupant preconditions.

The official explanation is: “when an impending impact is detected, the vehicle's sound system emits a rushing noise to prepare the hearing of the occupants. This is able to activate a natural reflex: the stapedius muscle in the inner ear contracts, damping the noise reaching the inner ear”.

Maple syrup flows over pancakes with less smoothness than the GLE rolled over the roads around San Antonio. This is a big vehicle that tips the scales at nearly 2300kg in petrol-electric hybrid form, yet it doesn’t feel like it from the driver’s seat or, indeed, behind the driver’s seat.

The air suspension adapts to the driving modes, so the default comfort setting is speed-hump stiflingly compliant without ever letting the car’s nose rise or fall by more than millimetres when accelerating or braking.

Step up to sport and the composure becomes more athletic, with the SUV sitting flat in every situation the relatively good roads could throw at it.

We understand why Mercedes has developed the curve setting to cosset its owners but personally we wouldn’t bother with it.

It feels too contrived and detracts from what is otherwise a responsive and willing chassis and can intermittently ‘drop’ rather than roll back to its natural neutral stance as the steering lock is wound off when exiting corners.

The standard steel springs and dampers are impressive at quelling pitch and body roll but feel a fraction stiffer than the air suspension over small lumps and bumps.

The Mercedes-Benz GLE will go on sale here with three engines -- the 300d, powered by a 2.0-litre turbo-diesel with 180kW/500Nm, the 400d with a 3.0-litre six-cylinder turbo-diesel packing 243kW/700Nm and the 450 petrol-electric version, using a 3.0-litre turbo-petrol engine boosted by a more-than-handy 16kW/250Nm kick from the 48-volt electrics.

Prices and specification levels have yet to be set but expect the 300d to start at $110,000, while the 450 could top out at $165,000 if Mercedes loads up the standard kit.

A plug-in hybrid version and the new Mercedes-AMG GLE 63 aren’t expected to arrive until late next year or early 2020.

The 400d is our pick for the way it goes and the fact those 700Nm are going to make light work of most towing loads, even with a 3500kg maximum rating.

Step on it and the 400d is just 0.1 seconds behind the 450 hybrid with a 5.8-second sprint time, and there’s a rorty, responsive snarl from the diesel engine that’s modulated to let the occupants know there’s some serious acceleration occurring without being intrusive. At cruising speeds you are barely aware the engine is ticking over.

That’s a testament to the overall sound suppression. Even at 80mp/h -- or around 130km/h -- on Texas freeways there was only a murmur of wind noise over the roof and mirrors.

The 450 is the smart choice for regular city duties. On light throttle the electric motor will tap the 48-volt battery for the initial impetus and also lets the vehicle ‘glide’ at cruising speeds for short distances.

A heavier right-foot application gives drivers the best of both worlds with a ferociously quick take-off as the motor adds 250Nm to the 500Nm from the petrol engine.

The 300d has to work harder than the six-cylinder versions to get the GLE up to speed. That makes it a touch noisier, despite the impressive levels of external sound suppression in this vehicle.

Even so, it is a composed drive around town, has more than enough go off the lights and officially clocks 100km/h just 7.2 seconds after stepping off the brakes.

The turning circle of 12m is well under its mainstream rivals and, in combination with the light but responsive steering, makes the GLE one of the better SUVs to negotiate carparks in.

With more sophistication in the cabin and under it, the new Mercedes-Benz GLE is going to grab the spotlight in the premium large SUV segment.

There’s no shortage of technology on the safety and convenience fronts and the calibre of the cabin has taken an appreciable step up.

Toss in a massive load area when required and the utility of seven seats, and there’s no reason to expect it won’t continue to be the best-selling SUV in the Mercedes-Benz fleet.

GLE owners will find this vehicle is definitely a pleasure to do business with.