2025 Mercedes-Benz GLE Reviews, Pricing & Specs

Last redesigned for the 2020 model year, with facelift for 2024, the GLE-Class isn’t a carbon copy of other Mercedes-Benz SUVs. It has some of the visual bulk of the GLS-Class, GLC-Class, and GLB-Class, but with a more rounded profile that nods to previous generations of this model (and its M-Class predecessor). Below the belt line, squared-off wheel arches and a horizontal grille and headlights give the GLE-Class a wide stance, contrasted by side glass that tapers sharply inward, with an equally rakish windshield and back window.

This makes for odd proportions on the standard GLE SUV, ones that are further exaggerated on GLE Coupe models like our test vehicles. The bulky lower body surfaces look like they came from a different vehicle than the tapered fastback-style roofline. It may not be the most handsome model in Mercedes’ lineup, but the styling does at least hew closely to the brand’s orthodoxy, so it’s unlikely that the GLE will be mistaken for anything other than a Benz.

For 2025, new car buyers have new ways to make the GLE stand out. Four new paint colors—Cote d’Azur Light Blue Metallic, Mystic Blue Metallic, Ireland Mid Green Metallic, and Silicon Grey—curated by Mercedes’ Manufaktur personalization division are now available. Manufaktur interiors are now available on all GLE models (they were previously restricted to AMG performance models), and there are three new colors to choose from: Carmine Red, Yacht Blue, and Truffle Brown. Each includes Nappa leather upholstery.

Mercedes deserves credit for offering interior colors other than the normal black, grey, and tan. Our test car’s Yacht Blue interior looked sensational, although there’s still plenty to like about the GLE’s interior. Form the chunky air vents, to the mesh speaker grilles for the optional Burmester audio system, to the 64-color ambient lighting that transforms the cabin into a discotheque at night, this interior feels upscale and special.

Mercedes offers no less than six powertrain options for the GLE-Class, including a plug-in hybrid and two sporty AMG options.

It all starts with the GLE 350, which powered by a 2.0-liter turbocharged four-cylinder engine connected to a mild-hybrid system that helps power accessories and provides more robust engine start/stop functionality. Output is 255 horsepower and 295 pound-feet of torque, which is harnessed to a nine-speed automatic transmission. The GLE 350 comes standard with rear-wheel drive (RWD), but 4Matic all-wheel drive (AWD) is also available.

All other GLE models feature standard AWD and more power. The GLE 450 4Matic is powered by a 3.0-liter turbocharged inline-six (also with a mild-hybrid system) producing 375 hp and 369 lb-ft of torque. The GLE 450e 4Matic teams a turbo-four with electric assist for 381 hp and 479 lb-ft, plus an EPA-rated 50 miles of electric range. The GLE 580 4Matic keeps the eight-cylinder faith with a twin-turbo 4.0-liter V8 (once again with mild-hybrid assistance) producing 510 hp and 538 lb-ft.

Rounding out the lineup are the AMG GLE 53 4Matic+ and AMG GLE 63 S 4Matic+ performance models. The GLE 53 uses an uprated version of the inline-six powertrain making 429 hp and 413 lb-ft of torque, getting it from zero to 60 mph in 4.9 seconds, according to Mercedes. The GLE 63 S features a hand-assembled twin-turbo 4.0-liter V8 producing a titanic 603 hp and 627 lb-ft. That knocks 1.2 seconds off the GLE 53’s already-quick zero to 60 mph time.

That meant stoplight launches were our favorite part of driving a GLE 63 S 4Matic+ Coupe (which is only available as a GLE 450 4Matic or in the two Mercedes-AMG specs). Accompanied by a classic V8 soundtrack that’s part NASCAR, part Darth Vader, the hand-built engine transformed this commodity car into something special. It’s not that the other powertrains aren’t good—the GLE 450’s inline-six is particularly impressive for its smoothness—but Mercedes deserves credit for selling a luxury SUV that’s part family car, part muscle car.

The GLE’s overall level of refinement impressed as well but, even in AMG spec, it drove much bigger than it was. From behind the wheel, this midsize SUV felt like a full-size model, and that’s with the various chassis upgrades that are part of the AMG treatment. Even features like adaptive air suspension and an active anti-roll system couldn’t make the GLE feel nimble on backroads, and maneuvering in tight urban spaces was more of a chore than in competitor vehicles. That’s going to be a persistent annoyance for owners, no matter how good the powertrains are.

The GLE is available in two-row, five-seat, and three-row, seven-seat, configurations, but Mercedes doesn’t publish specs for third-row space. Up front, the GLE offers roughly the same headroom as most rivals, but the Acura MDX, Audi Q7, and Genesis GV80 have a bit more legroom. The GLE also offers a high seating position that’s very SUV-like, but outward visibility wasn’t the best, so we couldn’t take advantage of that commanding view. The front seats of our AMG test car were heavily bolstered for sporty driving, but that also made getting in and out of them a bit more difficult.

Second-row passengers get slightly more space than in most competitor SUVs. While headroom is nearly identical to the rear seats of a BMW X5, there’s a smidge more than in other rivals. And the Mercedes offers roughly three inches of additional legroom compared to the BMW, Land Rover Range Rover Sport, and Lexus RX.

The 33.3 cubic feet of cargo space behind the GLE’s second-row seats is also competitive, albeit not as much as you get in a GV80 or MDX. But the GLE offers the most cargo space with all seats folded among its competitive set, at 74.9 cubic feet. When it comes to small-item storage, the GLE’s bulky center console leaves a reasonable amount of room for phones and drinks despite also housing the infotainment system’s touchpad controller. It’s also perfectly positioned to serve as an armrest.

A maximum towing capacity of 7,700 pounds (when properly equipped) ensures the GLE can do real work. It’s tied with the Audi Q7 in that metric, although the X5, Range Rover Sport, and Porsche Cayenne can also tow at least 7,000 pounds in some configurations.

In what’s become familiar Mercedes style, the GLE’s standard interface consists of a pair of 12.3-inch screens—one serving as a digital instrument cluster, the other as an infotainment touchscreen—placed side by side to create the impression of one continuous horizontal screen. The Mercedes-Benz User Experience (MBUX) incorporates wireless Apple CarPlay and Android Auto, as well as built-in navigation.

There’s no shortage of ways to access this interface, including a center-console touchpad, numerous buttons, touchpads on the steering-wheel spokes, and the central touchscreen itself. This can be more confusing than helpful, but thankfully the native voice recognition system cuts through that. If you can’t figure out how to access a certain function, simply asking the car will usually do the job, or at least get the correct touchscreen menu pulled up. That’s something Mercedes’ German rivals still have trouble achieving on a consistent basis.

In addition to the convenience and connectivity features of other models, our AMG GLE 63 S Coupe test car had additional settings, including six drive modes (Comfort, Sport, Sport+, Trail, Sand, and Race), plus the ability to set different levels of damper firmness, stability control intervention, and exhaust noise. These could be accessed by dials on the steering wheel, which had their own small screens to confirm selection. However, that also creates the temptation to look down while using them, which is not ideal.

Some GLE models can also be equipped with a dashboard off-road display showing steering angle, tilt angle, and grade percentage. This also adds a “transparent hood” function for the 360-degree camera system, showing what’s directly underneath the front of the vehicle at speeds up to 5 mph (it also shows a moving forward view at speeds up to 12 mph). While a GLE might not be as fun off-road as a Land Rover Range Rover Sport, these features, combined with air suspension that can raise the ride height for additional ground clearance, should at least make driving over rough terrain easier.

As should be expected of a Mercedes positioned in the heart of the automaker’s lineup, the GLE-Class offers no shortage of driver-assist features, although some important ones are not standard.

Standard features include: forward collision warning, automatic emergency braking, blind-spot monitoring (with exit assist), crosswind assist, parking assist, a driver attention monitor, and a 360-degree camera system. Also standard is the Pre-Safe system, which seeks to mitigate the effects of a collision or rollover by automatically tightening seatbelts, closing the windows and sunroof, and emitting a sound designed to protect against hearing loss.

However, adaptive cruise control is part of the optional Driver Assistance Package. Checking that box does at least deliver a breadth of capability, including automatic speed-limit and curve adaptation, stop-and-go functionality, and lane-change assist. This package also adds evasive steering assist, a cross-traffic function for the automatic emergency braking, and an expanded driver-monitoring system that will bring the vehicle to a stop if the driver is unresponsive.

The Insurance Institute for Highway Safety (IIHS) named the GLE-Class a 2025 Top Safety Pick+—its highest safety award—although the GLE’s front-crash prevention tech still received only “Marginal” and “Acceptable” ratings in standard and optional forms, respectively. The National Highway Traffic Safety Administration (NHTSA) hadn’t published safety ratings for the 2025 model year at press time.

When it comes to fuel economy, the GLE lineup contains multiples. Few other vehicles offer the choice of a plug-in hybrid that offers up to 50 miles of all-electric range (the GLE 450e 4Matic) and 23 mpg combined, and a gas guzzling V8 rated at just 16 mpg combined (the AMG GLE 63 S). Neither is likely to be a high-volume model however, but the one that is, the turbo-four GLE 350, is rated at a reasonable 23 mpg combined (22 mpg combined with AWD).

Mercedes includes a four-year/50,000-mile new-vehicle warranty that’s comparable to most other luxury brands, although Genesis offers a five-year/60,000-mile new-vehicle warranty and 10-year/100,000-mile powertrain warranty for the GV80.

Pricing starts at $63,000 (all prices include a $1,150 destination charge) for a turbo-four GLE 350 with RWD; the AWD GLE 350 4Matic adds $2,500 to the MSRP. From there, the turbo-six GLE 450 4Matic or GLE 450e 4Matic plug-in hybrid both start at $72,500, while the twin-turbo V8 GLE 580 4Matic and turbo-six AMG GLE 53 both start at $90,350. That leaves the AMG GLE 63 S at the top of the lineup with a $131,950 base price.

There’s also a surcharge for the coupe body style, which was $1,350 in the case of our AMG GLE 63 S Coupe tester. Mercedes charges more for this model’s carbon-ceramic brakes ($5,450) and Manufaktur Signature Interior Package ($9,000) which, along with a few other options, gave our test car a $159,600 MSRP. At that price, the GLE offers most of the theatricality of Bentley Bentayga for a lot less, and a more sumptuous interior than high-end Porsche Cayenne models, albeit with a major dynamic tradeoff.

For buyers who are cross shopping Audi and Lexus rather than Porsche and Bentley, the GLE meets expectations for a luxury midsize SUV, with usable tech features and an interior that’s both spacious and appropriately luxurious for the price point. The fact that it can also be built up into a credible six-figure vehicle shows just how versatile the GLE is.