Mercedes-Benz GLE-Class VS Range Rover Evoque
Mercedes-Benz GLE-Class
Likes
- In-line six engine
- Grand interior
- High-tech features
Dislikes
- Visibility
- Size
- Three-year warranty
Range Rover Evoque
Likes
- So much power!
- Incredible charging specs
- Luxury look and feel
Dislikes
- Painfully expensive
- Rude options list
- Be prepared to wait for delivery
Summary
Mercedes-Benz GLE-Class
Not so long ago, even the idea of 'coupe SUV' would have been considered just a little bit silly.
But not anymore. This almost contradictory bodystyle is well and truly here to stay, as evidenced by the expanding catalog of available models pouring out of premium automakers.
Benz tells us, for example, that coupe versions make up some 25 per cent of its GLE sales in Australia.
Which brings us to this car – the second-generation GLE coupe. We were sent to its international launch to find out what’s new, what’s changed, and what Benz has in store for the Australian market, come its arrival in Q3 of 2020. Read on to find out what we discovered.
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 6.9L/100km |
| Seating | 5 seats |
Range Rover Evoque
Range Rover has developed a bit of an image problem in the last few years.
To many the brand is still the face of a quintessentially British aspirational luxurious off-roader. But to a growing group, it has become synonymous with the concept of an environmentally reckless fuel-guzzling SUV.
They’re big, heavy, and still feature V8 engines, but Range Rover knows all too well the writing is on the wall for its increasingly infamous range of combustion vehicles.
The trouble is, customers love them, and while the I-Pace from sister brand Jaguar is a big leap into the future, there needs to be a happy medium for easing some of its existing customers away from combustion, while still offering the kinds of excess and aspirational performance the Range Rover brand is associated with.
Enter this car, the Evoque HSE P300e. It’s a plug-in hybrid, notably only available in the top trim level, with top-shelf performance, too.
Is it the right car to represent Range Rover’s entry-level model at a critical time of technological transformation? Let’s take a look.
| Safety rating | |
|---|---|
| Engine Type | 1.5L turbo |
| Fuel Type | Hybrid with Premium Unleaded |
| Fuel Efficiency | —L/100km |
| Seating | 5 seats |
Verdict
Mercedes-Benz GLE-Class7.6/10
Whether you like Coupe SUVs or not is an entirely subjective matter, but there’s no denying the GLE 53 is a tech and spec showcase – some of the best Mercedes has to offer. If you can get past its relatively enormous dimensions and naturally compromised visibility – it’s even a hoot to drive.
The significant proportion of GLE consumers who are picking one of these over the regular version will be pleased with its many improvements. We’ll know more about how its price and specification lines up against primary rivals closer to its Australian launch date, so stay tuned.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
Range Rover Evoque7.9/10
The Range Rover Evoque is more highly specified and more luxurious than ever, and this plug-in hybrid version makes the most of what’s on offer with its slick but familiar feel from behind the wheel.
Unfortunately, it does have an eye-watering price tag to go with its classy design and the options list is a bit rude, all things considered, but the core offering is a solid luxury buy for city-slickers, nonetheless.
What makes the Evoque P300e stand out for me is its impressive EV driving range and excellent charging specs which make it as convenient as possible to make the most of its electrified features.
It’s up to the buyer whether these conveniences and the Range Rover badge are worth swapping into a car a full size down from its luxury plug-in rivals for the same money.
Design
Mercedes-Benz GLE-Class8/10
The GLE Coupe has improved so much in its looks it’s easy to see when it came to the second-generation GLE underpinnings, Benz had it planned from the beginning.
It looks mean, especially the 53 with its giant toothy grille. The stance is low and wide for an SUV, and I’m especially a fan of the much more resolved rear end.
It’s less bulbous and frumpy, more slick and menacing, rounded out nicely by the flick of a lip spoiler jutting out the rear.
You might think proportionally, the very idea of a coupe SUV is silly, and there’s no denying that, but then, you and I might not be the target audience.
That audience is someone looking for an avant-garde take on what a sports car actually looks like. They will be pleased – I’d say its even more resolved than BMW’s X Coupes and a little less science-fiction than Audi’s Q8. The incoming Coupe version of the Porsche Cayenne will be a real challenger.
The presence the GLE Coupe exudes extends to the inside, where there’s plenty of Mercedes wow factor. Level what you might at the brand’s use of silver fittings and flat dual-screen set-up, there’s no denying Benz offers an interior entirely unlike its competition.
The GLE has one of the best of the recent Benz interiors, too. I love the way the big dual-screen set-up is framed in a 'leather'-clad bay of vents.
I also like the real wood trim on our test car which runs across the dash and flows into the doors, and of course the wholly unnecessary vent-overload (becoming a Benz signature) pride of place in the centre of the dash.
It’s complemented by the tape-deck style silver switches for the climate controls which protrudes underneath.
The materials are great, with Artico trim running down the centre console, and across each doorcard. Almost every surface you’ll reasonably come into contact with is soft, and the commitment to real metals and wood is admirable.
Other highlights include the comfortable seats (with heating which extends into the armrests!) and AMG wheel which is flashy and aggressive, well suited to such a gratuitous vehicle.
Range Rover Evoque
The Evoque has always been a car all about its sleek, city-slicking design, an iconic piece of modern SUV art from Jaguar Land Rover head of design, Gerry McGovern.
With its shapely proportions, clever descending roofline, and a silhouette which successfully reflects a miniaturised version of the Range Rover, the Evoque is at once classy with a faint suggestion of toughness under the skin.
The blacked-out grille, slimline headlights, and contemporary strip across the tailgate all serve to add intrigue to this SUV, and the extra detailing in the front bumper, shapeliness of the bonnet, and contrast black trims (with extra contrast panels on our test car matching the gloss black wheels) serving to add to its premium appeal.
It’s important to remember, while the Evoque slides into a busy small SUV landscape now, it was one of the first to make a premium car so successfully appealing in this small SUV space way back in 2011 with the first Evoque, following Land Rover’s historic trend of being in front of the SUV curve.
Rival small SUV designs may have caught up in the minds of many with the likes of the Audi Q3, BMW X2, and Volvo XC40 shining in recent years, but few have won as many design accolades as the Evoque.
Range Rover seems to be leaning into a more upper luxury trend, not just with the pricing, but with the vibe of the car’s interiors, too.
The new generation Evoque, for example, took a big jump in the look and feel of its interior appointments when it launched in 2019, and over time has only consolidated its market positioning.
The HSE grade which our P300e hybrid arrives in is lavish on the inside, with lovely suede-like seats, intricate contrasting grey cloth trims in the doors (do I detect an influence from Volvo here?) and a plush-looking dash, all finished in soft-to-the touch materials.
Attention to detail, like the silver bezels which adorn the centre console and media screen, add to the premium flair which lifts the Range Rover badge above the Land Rover one, and I do like the way the additional function screen seamlessly melts into the piano finish and integrated dials. While it’s always a nightmare to keep gloss piano finishes clean, it looks oh-so primo.
It’s a little odd the P300e has analogue dials, which seems to miss the premium edge which a fully digital dash might provide although the 7.0-inch centre dash screen has a great resolution and speed, as well as a mostly well laid out operating system.
I found the R-Dynamic modes, which can sharpen up the accelerator response and steering buried two menus deep, unnecessarily hard to find, as were various EV information screens and other less important functions.
Practicality
Mercedes-Benz GLE-Class7/10
Naturally, the entire idea of shaving a solid bit of roof off of an SUV is going to compromise the amount of ‘practicality’ you get from such a large footprint.
Those compromises are not only there, but they are quite obvious. The sheer height of the GLE makes peering over the edge of the bonnet difficult for parking, and the sloped roofline causes the A-pillar to eat quite a bit of your field of vision.
As you might imagine, it’s genuinely difficult to see much out of the back of the GLE Coupe. I caught myself continually adjusting the rear vision mirror – as though somehow it would grant me more vision out of the letterbox rear window.
While front passengers get away with plenty of room, rear passengers are a little harder done by. This is again, largely due to the roof pillar, which eats into headroom and gives the cabin a claustrophobic feel.
Thankfully, legroom is fantastic (largely due to that massive GLE platform), the trim is all just as good as it is in the front seats, and the back of the centre console gets its own set of climate controls, adjustable air vents and USB-C power outlets.
I’d hardly say there’s an abundance of bottle holders for occupants, but there are a few. They aren’t big or packaged in ideal locations, but you’ll be able to get away with four 300ml containers in the front and four in the rear.
The boot has been re-worked from the GLE Coupe’s predecessor, there’s five extra litres on tap, for a total of 655 litres (VDA) – so it’s far from useless, but still down significantly from the full size GLE which has a massive 825L of space.
Benz has made the boot more useful, too, lowering the sill by 60mm for easier access.
Range Rover Evoque
While it still plays the role of Range Rover’s smallest SUV, the current Evoque is much bigger than the car it replaced in 2019. I would go so far as to say it’s deceptively large on the inside.
Front occupants are treated to a cabin which now feels almost as wide as an actual Range Rover, with plenty of room for elbows on either side, which are, of course, met by lovely soft-touch surfaces.
The raised console helps with the upmarket feel, as does the plush dash. The standard 14-way adjust front seats help to accommodate most passengers, with my only criticism being the large A-pillars and height of the dash can make it feel a little bit claustrophobic compared to some rival luxury SUVs.
Storage is offered through a set of large door pockets, a centre console box, dual bottle holders behind the shift lever, and a healthy nook underneath the climate controls, which also hosts a wireless charging bay.
The rear seats share the same comfortable rim as the front ones, and also have large pockets in the doors. Despite the descending roofline, I had just enough room for my head at 182cm tall although it is notable the space in the PHEV feels smaller with the raised floor needed to accommodate the batteries.
I had a little airspace for my knees behind my own driving position, too. The main drawback for rear passengers is the large transmission tunnel, making it difficult to accommodate an adult in the centre position.
There are adjustable air vents for rear passengers, but it is frustrating Land Rover has chosen to make rear USB-C charging ports an arbitrary $270 option.
The boot is also deceptively large for such a small SUV, measuring in at 472 litres (VDA), it’s above average for the small SUV class and fits the full CarsGuide luggage set, provided you remove the parcel shelf as it's just a smidge too high.
You'll also need to keep your charging cables in the boot, as there's no underfloor storage, the entire space being taken up by a space-saver spare wheel.
Price and features
Mercedes-Benz GLE-Class7/10
There’s no dancing around the fact that the GLE Coupe is a niche, gratuitous product, targeted at a well-off consumer.
We don’t know what the pricing will be for the Australian range yet – and we won’t for a few months. But what we do know is Mercedes-Benz will only bring two highly specified variants to our market for the launch.
Those two will be the AMG-tuned GLE 53 which we were able to test at the launch, and a slightly lesser specified GLE 450.
Expect tall pricing, north of the wagon bodied GLE 450 ($111,341) for the 450 Coupe and outgoing GLE 43 Coupe ($145,829) for the GLE 53 Coupe.
The GLE Coupe will go into battle against the new BMW X6 (from $121,900) and Porsche Cayenne (from $116,600) and Audi Q8 ($128,900)
Standard features, as with the rest of the second-generation GLE range will be pretty good. We don’t know exactly what Australian-specified vehicles will get, but the GLE 53 as tested in Europe came with an extensive list of items.
You can expect all variants to get 20- to 22-inch alloys, electric tailgates, LED headlights, and Benz’ signature ‘Artico’ faux leather interior trim. The 53 also had a swish fully RGB adjustable interior ambient lighting suite and real wood in the dash. Very nice.
All GLE Coupes will have the impressive MBUX (I’m told it’s said “em bee you ex”, not “em bucks”) digital dash and multimedia suite, consisting of two 12.3-inch screens, one a digital dash, the other a multimedia screen.
The flashy setup also supports Apple CarPlay and Android auto as well as the usual connectivity via Bluetooth and packs several USB C outlets alongside Aux and USB 2.0. Our test 53 had a head-up display, too.
Mercedes’ built-in assistant (summoned by uttering 'Hey Mercedes') has perhaps the best native voice recognition on the market in terms of its accuracy and what it can do.
You can do things like adjust air conditioning, open the sunroof shade (oh yes, the GLE comes with a panoramic sunroof, too), and even find your specific music tracks via internet radio.
Then there’s the built in nav suite which is also one of the better ones on the market, featuring some very cool innovations.
The system will switch to the forward-facing camera when approaching an intersection and show you where to exit using augmented reality. Neat.
The 53’s system is also uniquely adjustable with AMG-specific themes and modes for the dash cluster, setting it apart from the lesser GLE 450 when it arrives.
It’s safe to assume there will be an extensive options list, including the 'E-Active Body Control' system (a $13,000 option on the wagon version) which uses cameras to detect road quality and optimize the air suspension system to suit. It also leans into corners. We’re keen to test it when it becomes available on the GLE 450.
Range Rover Evoque
While we’re on the topic of excess, the Evoque HSE P300e certainly reflects it in the price tag. This plug-in starts from a whopping $105,060 price-wise putting it in the same league as luxury PHEV rivals a full size up.
Because there are no small luxury segment small SUVs in this league currently, we’re in fact forced to compare the Evoque to cars like the Volvo XC60 Recharge (from $100,990), BMW X3 xDrive30e ($107,000), or the particularly good-value Lexus NX 450h+ (from $88,323).
All are larger than our Evoque here, so it’s automatically at a disadvantage, and as is the usual case with Land Rover products, there’s an extensive and occasionally rude options list which can add thousands more to the price.
Our test vehicle, for example, had over $10,000 worth of options attached to it, only three of which (dual-zone climate with second row vents - $1000, and the additional Type 2 charging cable - $528) I would bother to add.
The included equipment at the HSE grade is good, with 20-inch alloy wheels, 14-way electrically adjustable front seats, Matrix LED headlights, a 10-inch tiltable ‘Pivi Pro’ touchscreen with wireless Apple CarPlay and Android Auto connectivity, as well as built-in navigation, and a second screen for the climate and car functions.
There’s also a semi-digital dash (oddly, with analogue dials for engine rpm and road speed, but a 7.0-inch digital element for everything else), the choice of either leather or suede interior trim, a leather-bound steering wheel, and keyless entry with push-start ignition.
It’s nice to see the Matrix LEDs as standard here, as well as a swish set of screens and a premium feeling interior. But it’s also frustrating things like digital radio ($520), a head-up display ($1690), data plan ($1040), and USB-C for the rear seats ($351) are optional on a car north of $100,000, especially since most of these are standard on its rivals.
One major catch is how long you might be waiting for one. Some dealer sources tell us customers will need to wait up to 12 months for delivery at the time of writing, so be prepared for this if you want one.
Under the bonnet
Mercedes-Benz GLE-Class8/10
Australia will only get one engine in the GLE Coupe – a 3.0-litre 48-volt mild-hybrid in-line six-cylinder twin-turbo petrol.
There will be two states of tune. The 450 will be able to make use of 270kW/500Nm, while the AMG-spec GLE 53 we were able to drive at the launch has more power still (thanks to extra hybrid augmentation on the turbo) for a total of 320kW/520Nm.
For a quick comparison, the single-variant Q8 produces 250kW/500Nm from a twin-turbo V6, while the equivalent X6 – the M40i packs a 3.0-litre twin-turbo in-line six to make 250kW/450Nm.
The GLE 53 has a nine-speed auto transmission which is specially tuned by AMG to go with the expanded list of available drive modes. All Australian GLE Coupes will be all-wheel drive via a permanently active '4Matic+' system.
Range Rover Evoque
The Evoque now sports Jaguar Land Rover’s hybridised ‘Ingenium’ engine family across the range, and the set-up which appears in the plug-in hybrid model might be the most interesting.
It consists of a 1.5-litre three-cylinder combustion engine which is said to produce 147kW/280Nm, and an electric motor powering the rear axle producing 80kW, the two of which combine for an impressive quoted total output of 227kW/540Nm, driving all four wheels.
The motor sources its power from a 15kWh lithium-ion battery pack under the floor of the car, which provides a claimed 62km of fully-electric driving range.
Land Rover also replaced the mechanical brake pedal with a drive-by-wire one to allow for improved ‘blended’ regenerative braking.
Efficiency
Mercedes-Benz GLE-Class8/10
The claimed combined cycle fuel consumption figure for the GLE 53 Coupe is 9.3L/100km, and while that’s not bad for something this heavy – keep in mind it’s an NEDC figure and not the widely-used WLTP figure so it could be a bit different by the time the GLE Coupe launches here.
Regardless, the fuel consumption is helped along by the abundance of ratios in the transmission and 48-volt mild-hybrid additions which help to remove inefficiencies from the drivetrain.
Our sweet but brief drive route in the Austrian Alps was not a fair reflection of fuel consumption, so we don’t have a real-world figure for you yet.
Expect the GLE 53 to require premium 98 RON unleaded petrol to fill its 65-litre fuel tank.
Range Rover Evoque
Claimed energy consumption on the combined WLTP cycle for the Range Rover Evoque P300e is 2.0L/100km. As with all plug-in hybrids though, this will heavily depend on how it is driven.
The 15kWh battery is said to provide a 62km driving range (again, on the WLTP cycle), which seems healthy for a PHEV, and I was pleased to find that my car was reporting about 56km on a full charge, not far off the claim.
Importantly, the Evoque has stellar charging specifications, which make it ideal for a city-slicker with minimal time to conveniently charge.
I was shocked to find a DC charging port when I flipped open the panel, which is capable of charging the tiny battery up in just 20 minutes (at a peak rate of 35kW), while on a slower but easier-to-find AC charger, it can extract 7kW allowing a charge time of around two hours.
This is well above par for a plug-in hybrid, and makes charging quick, painless and convenient, even for those who can’t charge at home.
As a result of this ease-of-charging and therefore minimal time spent in the hold or hybrid modes, my car reported an astounding 1.0/100km of fuel consumption during my week, covering mostly urban kilometres.
The only drawback is the need to fill this small turbo engine with mid-shelf 95RON fuel.
Driving
Mercedes-Benz GLE-Class8/10
The resurgence of the in-line six engine is a glorious thing, and it makes the GLE 53 quite a fun, if chunky, unit to drive.
Acceleration is urgent thanks to the pre-spooled first-stage turbo, and the transmission flicks through the gears like there’s nothing to it.
It’s perhaps not as 'smart' on the downshifts as competitor transmissions from Audi or Porsche, although Mercedes was keen to point out this will get better over time as the car’s computer 'learns' your driving characteristics.
Thankfully though, unless you’re in 'Eco' mode, the GLE 53 does a great job of letting you ride each gear out, giving you that signature in-line six sensation of an entire revolution range of relatively even torque distribution – a characteristic which Mercedes has gone to pains to perfect on a turbocharged engine.
This has the result of letting you bask in the sound for precious extra seconds.
While not as furious as preceding V8s – it is distinct. It’s refined and rich, although more subdued than you might have come to expect from vehicles wearing the Affalterbach badge.
I’m a fan. It’s an engine befitting a more refined sports machine than a garish statement.
The AMG suspension tune was great, too, keeping the massive Coupe truly under control in the corners, while soaking up bumps (which we’ll admit, there were few of on Austria’s immaculate roads).
It was interesting to read colleague Matt Campbell found the standard suspension less than impressive on the regular SUV-shaped variants, so we’ll see what the more basic set-up on the 450 is like at the Coupe’s launch.
I have no complaints about the steering, which proved to be responsive, smooth and accurate, while not erring too far on the heavy side, even in 'Sport' or 'Sport+' mode.
My main complaints lie with outward visibility and the sheer size of the GLE’s body. There were some nerve-wracking moments piloting it at speed around narrow streets with tall snow embankments encroaching.
And no matter how much I adjusted my seat and mirrors, the view out the back was particularly compromised.
Range Rover Evoque
The second-gen Evoque is still the lovely, luxury, small SUV it was when it launched in 2019, and this plug-in hybrid version only serves to improve the formula, adding sleek electric driving characteristics to the already-smooth turbo engine and torque converter automatic.
Interestingly, and like its Volvo XC60 rival, the electric motor is located on the rear axle, giving this car the odd characteristic of being rear-wheel drive when driven electrically, or predominantly front-wheel drive when driven in combustion mode.
Speaking of modes, this car does the bulk of the management, with only three driving modes available to the pilot. These include the default ‘hybrid’ mode, which as the name suggests, blends the two power sources with more of an emphasis on electric driving when the battery is charged.
There's also an electric mode, which will only use the rear axle motor until the battery runs out, and a ‘Hold’ mode which will still blend the two sources but predominantly rely on the combustion engine to maintain the car’s state of charge.
You might want to use the last mode if you're travelling long-distance, to maintain the electric range for where it is most efficient - in low-speed stop-start driving.
The regenerative braking is not adjustable, having just a single mild level. It’s far from the single-pedal driving you can experience in a fully electric car, but Land Rover has made the brake pedal fly-by-wire so it can blend increased regen with the mechanical brakes.
It makes for a familiar experience from behind the wheel for those coming straight out of a purely combustion vehicle.
The electrified brake pedal does have the consequence of removing a bit of feel for a keen driver, and the same can be said for the rather slow steering tune in the default settings which makes the Evoque feel more luxurious and less sporty or reactive than it could be.
It’s a shame, because the two power sources combine to make for a thumping amount of power when you stick your boot in, and the all-wheel drive system and nicely balanced suspension keep this little SUV well under control in the corners.
As with my original Evoque range review in 2019, though, it is notable how heavy this SUV feels, particularly compared to some rivals like the Audi Q3.
The heftiness suits the Evoque's expanded dimensions and even more upmarket feel, but despite the power on offer it’s not an agile SUV to be carving corners in.
At least the ride quality and quietness is superb, making the Evoque an ideal SUV for driving around the centre of pothole-stricken Sydney, with a notable amount of poise. At the end of the day, isn’t that what this Range Rover was built for?
Safety
Mercedes-Benz GLE-Class8/10
We don’t know exactly how Australian cars will be specified yet, but expect the two GLE Coupes to come with flagship active features like high-speed auto emergency braking (AEB), lane departure warning with lane keep assist, blind spot monitoring, rear and front cross traffic alert, adaptive cruise control, 360 degree parking sensors and cameras, fully auto LED headlights, semi-autonomous parking, and driver attention alert.
The GLE has nine airbags and dual ISOFIX child seat mounting points in the outer rear seats.
Regular wagon bodied GLE class vehicles have maximum five-star ANCAP safety ratings as of 2019, and we’ll update you when we hear more about the Coupe variants.
Range Rover Evoque
Despite its long options list, thankfully all key safety equipment is standard on the Evoque. Active items include auto emergency braking, lane keep assist with lane departure warning, blind spot monitoring with rear cross-traffic alert, traffic sign recognition, driver attention alert, a clear exit monitor, and adaptive cruise control.
Only two items which could be considered under the safety umbrella remain on the options list (the options list becoming a recurring theme in this review), a 360-degree parking camera ($500), and the ‘ClearSight’ rear view mirror, which is able to show a camera view out the rear if the mirror is obscured by luggage or people in the cabin ($1230).
Elsewhere, the Evoque scores two ISOFIX child seat mounting points on the outer rear seats, and three top tethers across the rear row.
There are six airbags, and despite notably missing a front centre airbag, which is often required for a maximum safety rating to today’s standard, the Evoque maintains the maximum five-star ANCAP safety rating it was awarded in 2019. For the record, it scored very highly across all categories.
Ownership
Mercedes-Benz GLE-Class7/10
Mercedes continues with its three-year/unlimited kilometre warranty which is frustratingly standard across European premium car manufacturers in Australia– particularly its primary competitors, Audi and BMW. We doubt this will change any time soon.
Like VW Group competitors, though, Mercedes is now bundling in service costs in packages which can be tacked on to finance. The GLE requires servicing once a year or every 15,000km – we’ll update you on the cost of the packages closer to the Coupe’s local launch.
Range Rover Evoque
As of April, 2021 all Land Rover products are finally covered by an industry-standard five-year and unlimited kilometre warranty, matching its key rivals, and beating out BMW which persists with an old three-year warranty promise. Five years of roadside assist is also included for the duration.
When it comes to servicing, the P300e is available to be purchased with a five-year plan ($2650 - $530 annually) which covers 102,000km of visits.
This pack is well worthwhile as Land Rover servicing is generally quite expensive when purchased a-la-carte.