2027 Mercedes GLE First Drive: New but FamiliarMercedes BenzChristoph Starzynski, Mercedes' VP of product strategy, gets irked when we refer to the 2027 Mercedes-Benz GLE-Class as a "second face-lift." Instead, he insisted the 2027 GLE is "a complete new car in old clothing." We say that's a stretch, but his point isn't without merit. The new GLE boasts myriad under-the-skin improvements designed to fundamentally alter the driving experience of Benz's midsize luxury SUV. But is it enough to compete with more modern rivals?A New SUV in Old DudsThe GLE is a direct descendant of the brand's first-ever sport-ute, the 1997 M-Class. The original version—er, sorry, clothing—of this GLE arrived for 2020 in both SUV and fastback "coupe" form, and got its midcycle refresh (face-lift, to use industry lingo) in 2024, with a new plug-in hybrid (PHEV) variant, updated infotainment, enhanced off-road features, and subtly updated styling.We'll concede that the updates for 2027 push the definition of "face-lift" and "refresh." The sheetmetal is the same, while the front and rear fascias have been updated to indulge Mercedes' newfound fetish for getting as many three-pointed stars onto the plastic bits as possible. (Well done on the grille, but whoever worked on the tailgate was slacking off.)Mercedes BenzBeyond that are the changes to which Starzynski was referring, as discussed in our First Look: A new Superscreen dashboard, which integrates three 12.3-inch screens into a single panel; substantial powertrain upgrades, including a reworked V-8 and a bigger engine for the plug-in hybrid; and significant changes to the suspension and brakes. The GLE also now benefits from the automaker's latest MB.OS software platform, which allows over-the-air updates. Much of this new equipment is shared with the S-Class sedan and the closely related GLS. We're name-dropping these more expensive Benzos because this is a significant point: The new GLE shares hardware and software with Mercedes' most expensive and prestigious models.Before we drove the GLE family, Mercedes filled us in on 2027 pricing. The four-cylinder GLE350 will start at $69,850, followed by the six-cylinder GLE450 at $76,250, the GLE500e plug-in hybrid at $82,450, and the V-8-powered GLE580 at $97,750. The coupe will be available only in GLE450 trim, priced at $82,750. The above numbers include 4Matic four-wheel drive but don't include options which, on a Mercedes, can get very pricey.Super Screen Isn't That Super, Until It IsWhen you first climb into the GLE, it's hard not to be impressed by the Superscreen, a panel of glass that stretches nearly the full width of the dashboard. Power up the GLE, and that big panel reveals itself to be three separate screens surrounded by large blank bezels. We couldn't help but feel disappointed; three separate screens are nowhere near as impressive as the pillar-to-pillar pixels of the Cadillac Escalade IQ (or Mercedes' own GLC EV).Mercedes BenzNot that the screens don't have their own pleasures. The driver's panel has multiple display modes—analog-style gauges, full-screen map, and just the facts, ma'am—with a nifty 3D effect that makes some elements appear to float above others. The center screen is bright and crisp, and while the menu system looks intimidating at first glance, we found the learning curve is not very steep. The right-most screen allows the passenger to play movies and games, and when engaged in such activity while on the move, the screen employs some engineering magic to make it invisible to the driver. And we must not forget the huge head-up display, which projects augmented reality arrows that show you exactly where to turn when using navigation. Very handy.Many functions can be controlled through voice commands, using the AI-enabled "Hey Mercedes" prompt, but the mix of what can and can't be done makes little sense. For example, you can say, "Hey Mercedes, turn on the seat massager," which works, but "Hey Mercedes, switch to Sport mode" doesn't. When we had connectivity, it was able to answer some basic questions, finding nearby tourist attractions and telling us about aspen trees (did you know entire groves are part of one organism?). The system also listens way too long after an answer, and she—sorry, it—was constantly butting into our conversations.Mercedes BenzWhile the huge Superscreen panel takes up most of the dash, it doesn't cover the whole thing. As in the S-Class, there's still room for veneers (wood, carbon fiber, or metal, take your pick) and central air vents. The latter are stylized, flattened versions of the round vents at the dashboard's edges, and they seem a little overdone to us. We liked the two big leather-wrapped grab handles on the center armrest but lamented the lack of a ceiling-mounted grab bar for the passenger. The whole cabin was bathed in light from the super-sized panoramic sunroof, which has an opening panel.While many of the GLE's functions have moved to the screen, we're pleased that Mercedes has retained a row of physical switches for the climate control. Stereo controls are divided between the steering wheel and touch-sensitive buttons on the center armrest. Yes, we're talking about that finicky old trackpad that dates to the 2020 GLE, a space hog that's difficult to use. Mercedes should ditch it and free up some storage space, which the GLE desperately needs; we found ourselves piling shades, keys, readers, and water bottles into the two cupholders, which overflowed with our driving detritus.Mercedes BenzMore Power and Range for the PHEVWe spent most of our time driving a GLE500e, the updated plug-in hybrid (PHEV) model, optioned up to $106,080 (wow). The biggest change is the swap from four-cylinder power to the 3.0-liter straight-six, which ups the total power output to 429 hp and 502 lb-ft, an increase of 48 hp and 23 lb-ft over the old PHEV. Mercedes anticipates as much as 60 miles of electric-only driving, which, if that becomes the official EPA number, will be 10 miles better than the outgoing PHEV. The 500e can be fast charged at CCS DC chargers, though its 60-kW charging rate is on the low side. Mercedes estimates a 0 to 80 percent charge time of 30 minutes.What impressed us most about this new hybrid powertrain was its refinement. The straight-six is about as close to undetectable as an engine can get. We repeatedly switched modes between battery-only, hybrid (which runs the engine as needed), and sport (which runs the engine full time) and could barely detect the engine starting and stopping. At low speeds, the GLE hybrid is nearly silent; at high revs, you'll hear a muscular thrum, though much of that sound comes through the speakers rather than the engine itself.Like most hybrids, the GLE500e uses electric power to augment low-speed thrust before the engine picks up enough speed for the turbocharger to start doing its thing. (The six also uses an ingenious auxiliary compressor that accelerates the turbocharger while producing low-end boost for the engine.) The nine-speed automatic fitted to all GLEs is something of a laggard, responding slowly to quick stabs of the accelerator, but the PHEV's battery-powered boost covered that glaring fault; of all the GLE variants we drove, only the hybrid provided the instantaneous response we like.Mercedes BenzSeriously Smooth EnginesWhile Mercedes didn't have a four-cylinder GLE350 available for us to try, we did sample the two other engine offerings. First up was the GLE450 with its 375-hp, 413-lb-ft version of the 500e's turbocharged inline-six. On paper it's quicker than the hybrid—5.0 seconds to 60 versus 5.3, per Mercedes' estimates—but the slow-responding transmission dulls its point-and-shoot response.Once again, we were blown away by the six-cylinder engine's near-total lack of vibration. Like other GLE variants (excluding the PHEV), the 450 uses a 48-volt mild hybrid system, which, among other things, has a motor-generator that doubles as the starter mounted right on the crankshaft. When you start the engine, the motor spins the engine to idle speed, then turns on the spark and the gas. This isn't a new trick, but the GLE450 plays it to best effect: But for the tachometer display, it's almost impossible to detect the moment of ignition. That same motor-generator uses tiny power and charging pulses to even out the engine's natural firing impulses. There may be other engines this smooth, but we'd be hard-pressed to name any that were smoother.Topping out the lineup is the GLE580, which employs an extensively upgraded version of Mercedes' 4.0-liter twin-turbo V-8 that's starting to make its way through the automaker's lineup. Its 530 hp and 553 lb-ft output is a 20-hp and 15-lb-ft increase over last year's 580. A new flat-plane crankshaft is just one of several improvements designed to boost the engine's refinement, something we'd probably praise much more effusively had we not just experienced the GLE450's eerily smooth six. We liked the V-8's power and the noise—though we're still not sure how much is real and how much is piped in—but there was still that jump-on-the-throttle transmission lag. It's a lovely engine, but one would have to be a serious V-8 fan to justify the nearly $22,000 price premium over the GLE450.(And yes, there will be more powerful AMG versions. Stay tuned for our reviews, coming soon.)Mercedes BenzSeriously Smooth SuspensionsOne of the major changes for 2027 is a retune of the suspension. Mercedes didn't have a GLE with the basic steel-sprung suspension for us to drive, which is too bad; in past GLEs, we've found it provides a nice balance of comfort and agility.All the GLEs we drove had the air-sprung suspension, which (optionally) uses cloud data to tune itself to road conditions. It's soft. Like, really soft. Pillow soft. We're talking 1978 Lincoln Continental soft (if you've ever seen the classic mob movie Donnie Brasco, you remember Paulie's verdict: "A Lincoln's like drivin' a f*****' waterbed"). Combined with the GLE's extraordinary lack of wind and road noise, it turns the cabin into a cocoon of isolation, like a dreamy theater with passing scenery projected on its giant windows.This is great until you hit really uneven pavement, when the air suspension's attempts to cushion the blows translates to a lot of body motion that can induce gastric distress if you're prone to motion sickness. We're not, but when we rode along with another driver, we found ourselves repeatedly reaching for the nonexistent passenger grab bar. Shorter-wheelbase coupes are tuned to be slightly stiffer, but the difference is easy to miss.Mercedes BenzThe solution is to switch the GLE to Sport mode, which battens down the suspension while favoring comfort over agility. Not that it falls down on the latter; compliant as it is, the GLE grips the curves commendably and feels more confident and stable than a lot of luxe-oriented Mercedes models. Some might like the super-soft ride, but we'd advise an extensive test drive on rough pavement—especially for prospective buyers with twitchy tummies.Naturally, the GLE has some ability to drive itself. The GLE's MB.Drive lane centering system is of the hands-on type, though if you put any sort of torque on the wheel, it seems to think you want to do the steering and won't guide itself through curves. There's an automated lane change feature that can be initiated either by the car or the driver, but its operation on our test drive was intermittent; sometimes it would ignore our requests, and other times it would change lanes itself for no reason we could ascertain. Mercedes has promised "Level 2++" automation that will come to 2027 GLEs through a future OTA update. That's not an official SAE designation, but it basically means you can program a destination on the nav system, and the GLE will drive itself under your supervision. Based on our (brief) experience with the current setup, we think some more improvement is in order.Mercedes BenzIs the GLE a New SUV? Does It Matter?So is the 2027 Mercedes-Benz GLE-Class an all-new SUV or merely a face-lift? We're not sure it matters. Switching to MB.OS brings advantages that potential buyers may not realize; like us, they may still be wondering why the GLE tries to make three separate screens look like one big one (and why there are so many stars on the front end of the damn thing). Buyers will definitely benefit from the fantastic new range of engines, and if that ate up all the money for new sheetmetal, well, so be it ... except for those who want cutting-edge styling, for whom the new BMW X5 might have more appeal.The important thing is that the GLE remains what it needs to be: roomy, comfortable, and (three-screen setup notwithstanding) tech forward. We're happy to see features from the brand's best models making their way down to the GLE, and the goose-down ride is, we suppose, a matter of opinion. We're always happy to see an all-new vehicle, but this GLE will suffice.Photo credit: Mercedes BenzPhoto credit: Mercedes BenzPhoto credit: Mercedes BenzPhoto credit: Mercedes BenzPhoto credit: Mercedes BenzPhoto credit: Mercedes BenzPhoto credit: Mercedes BenzPhoto credit: Mercedes BenzPhoto credit: Mercedes BenzPhoto credit: Mercedes BenzPhoto credit: Mercedes BenzPhoto credit: Mercedes BenzPhoto credit: Mercedes BenzPhoto credit: Mercedes BenzPhoto credit: Mercedes Benz