Mercedes-Benz has unveiled a rechargeable hybrid edition of its best-selling GLC SUV this year, the GLC350E, the German manufacturer competing with the Audi Q5, Volvo XC60 and Lexus RX.
Recently I spent a week behind the wheel of a Mercedes-Benz GLC350E 4matic 2025 in white polar color through the streets of the suburbs of Atlanta.
While impressive, the plug-in hybrid transmission comes with a $10,000 worth of premium over the popular GLC, bringing incredible internal combustion fuel economy and acceleration to the PHEV.
The base rear -wheel drive setting starts at $ 49,250, while the high performance adjustment starts at $ 86,050.
The front and rear fascia of the GLC is the new look of Mercedes C-class sedans, evolving the overall shape that made the first-generation variant so popular among consumers.
The 0. 29 drag coefficient of the new GLC means that it is also more aerodynamic than the outgoing model.
The 350e is powered by a 2.0-liter, turbocharged, inline four-cylinder engine producing 201 horsepower and 236 lb-ft of torque. It’s paired with a 134-horsepower electric drive motor to produce 313 horsepower and 406 lb-ft of torque in total system output.
Power gets to the road thanks to a nine-speed automatic transmission and a Mercedes 4Matic all-wheel-drive system.
The PHEV GLC allows 25 MPG fuel savings in combined driving only with the internal combustion engine. Taking into account the hybrid system, the fuel economy increases to 64 MPGE, according to the EPA.
The GLC can charge from 10% to 80% in 20 minutes using a DC fast charger at a rate of 60 kW.
With a CAnt 2 family 2 limit, the 350E can qualify 10% in completely 3 hours.
The overall driving experience was pleasant and civilized.
The steering was precise and well-weighted, and the front coil suspension and rear air suspension combined to deliver a soft and smooth ride.
With the ICE and electric drive systems operating in harmony, the 350e felt smooth and effortlessly powerful. While I did detect some hesitation when switching between various EV, hybrid, and ICE driving modes, the hybrid system was fairly seamless in operation.
Despite its 313 horsepower and 406 lb ft. of torque, the PHEV GLC wasn’t any quicker than the standard GLC 300, which has 255 horsepower under its hood. Both can do 0-60 mph in 6.2 seconds, according to Mercedes-Benz.
It is from the weight of GLC350E.
At 5,500, the PHEV battery and electric drive system add roughly 1,000 lbs of heft to the ICE GLC, which negatively affects the vehicle’s performance and efficiency, especially when in ICE-only mode.
The GLC stores much of its cabin design with the existing class C sedan and the new Cle Coupe and Cabriolet.
That’s a good thing because it looks terrific. The interior blends modern tech and design like the metal weave center console, massive LED displays, and LED ambient lighting with callbacks to classic Mercedes-Benz design with the vintage turbine design air vents and find wood trim.
The real gripe I had, and have with the more modern Mercedes cabins, is the touch controls that look great but can be fiddly and vague to use while driving.
In addition, in front of the driver is a highly configurable 12. 3-inch high-definition virtual tool display.
The sienna brown and black seats were upholstered in a material called MB-Tex, which does a fair approximation of real leather.
The display features the third-generation Mercedes-Benz User Experience infotainment formula, which is well maintained at the moment. It’s responsive and easy to navigate, and the graphics are excellent. The formula’s over-the-top voice assistance is also much less intrusive. than in past iterations.
The navigation cards built into the formula are impressive and the quality of the GLC’s panoramic view camera symbols is equally impressive.
Passengers who drive the divided rear seat are treated with the same padded and environmental lighting, and a falsification of 37. 4 inches of leg space.
Once the seats are folded down, the cargo capacity reaches approximately 56 cubic feet. There is a small garage hooked to the ground for equipment and an emergency tire inflation kit.
The biggest difference between the 350E and the internal combustion models is a slight bulge in the rear shipping floor and in the garage bag for its charging cables, either of which drops to capacity.
However, you’ll have to pay for the $1,950 Driving Assistance package to get benefits from Mercedes’ just-adequate adaptive cruise, evasive control assist, and other Top-Tech features.
As a plug-in hybrid, the 350E is more productive if the customer commits or must keep the battery charged.
Without the merit of the strength of its battery, the 350 is a GLC three hundred with 1,000 pounds of more weight, a less intelligent fuel savings and a value of $ 10,000 superiors.
Keep your battery charged and get special.
The all-electric range of the 54-mile 350E PHEV means it will be a de facto electric vehicle for maximum journeys, while the turbocharged engine ensures anxiety-free range.
At the same time, the SUV delivers the world-class tech and luxury experience expected of a vehicle carrying the vaunted three-pointed start.
It’s the best of both worlds.
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