![]() ![]() In my book, that’s a sufficiently good reason to own a 2024 Mercedes-Benz GLE 450e 4Matic and overlook ill-conceived technology “enhancements,” even one as diabolical as egregiously stupid cruise controls.ĭavid Booth is Driving’s senior writer as well as the producer of Driving.ca’s Driving into the Future panels and Motor Mouth podcasts. And two-car families with one EV and one PHEV – with range equal to, or greater than, the Merc’s - would see an even greater reduction. those infernally unreliable charging points - would be required. Surely, that’s enough to save our planet, especially since no additional roadside infrastructure - i.e. That could mean - as long as you’re one of those PHEV owners who religiously plug in overnight - that your only greenhouse-gas contribution would be extended road trips.įor most Canadian commuters, that could represent as much as an 80-per-cent reduction in greenhouse gases. What’s so great about the GLE 450e’s exemplary range and DC fast-charging is that it permits one to enjoy the Holy Grail of PHEV-dom, namely that it is entirely possible - as long as you are not one of those rare few whose daily commute is longer than 80 klicks - to drive pretty much fossil-free in all your urban commuting. Yes, it was a little awkward-looking, but, damn, it was a sight bunch easier than playing with this infernal switchgear. Mercedes used to have a small lever arm that managed all cruise-control functionality. Much frustrating swiping of tiny little toggle ensues mainly because the reliability of said swipe is fleeting at best. Adjusting from 120 to 115 km/h - as I do when in heavily policed areas, because that’s the license penalty points threshold - is a right pain in the butt. The only thing I can say is that increasing - or decreasing - your speed by 10 km/h is relatively easy. And this you’re suppose to use to set your speed. Because the real estate is already so crowded, it’s a tiny thing, the entire mechanism barely the size of your thumbnail. Essentially, your cruising speed is set - and modified - by a little haptic, slide-y switch on the left arm of the steering wheel. Although the cruise’s on/off toggle couldn’t be easier, the speed control is perhaps the worst control system I have ever seen in an automobile. The GLE’s worst feature, however, is reserved for the cruise control system. That’s not hardly slow, but the regular GLE 450 and its 3.0L mild-hybrid six is half-a-second quicker despite boasting six fewer horsepower and 110 fewer pound-feet. So, despite its 381 horsepower and 479 pound-feet of torque - a combination derived from the 248-hp 2.0-litre turbocharged four and a 134-hp electric motor - the plug-in GLE needs 6.1 seconds to get to 100 km/h. ![]() In fact, it weighs in at a not-insubstantial 2,648 kilograms - 5,838 pounds. Incorporating that giant - for a PHEV - 23.3-kWh battery with the two powertrains means the 450e is not exactly a lightweight. Mercedes-Benz GLE 450e: Performance is good, but not exemplary But it is odd - considering the premium electrification usually commands – that Mercedes-Benz Canada makes the choice so stark. Personally, I’ll take those 80 klicks of (almost) free motoring over two extra pistons any old day. This, of course, is happening more and more - manufacturers charging for “options” already built into the vehicle - but, right or wrong, the 450e does offer fast-charging, which is a tremendous advantage.Įssentially, you pay the same price for both 450s with roughly the same (off-battery) fuel economy, the choice seemingly simply between the 450’s smoother-running I6 and the 450e’s 77 (or more) kilometres of electric autonomy. Paying the extra dosh just opens a second little door allowing the DC cable to be plugged in. One last note, though there’s no confirmation, I have to suspect that the low cost of the DC fast-charging option - again, $650 - means the hardware is already in place. In my experience, it was more like 20, but that doesn’t alter the fact that along with its most excellent range comes a need for more powerful charging networks. Mercedes says, that, in fact, it will take about 24 hours to replenish all 23.3 kWh in 120V. Those still using a plain old 120V Level 1 charger, however, will find it takes more than an overnight charge to get things back to 100 per cent. Meanwhile, a 240-volt Level 2 charger takes about three hours to fill the battery, making it the home-charging system of choice.
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