2027 Mercedes-AMG GLE and GLS First Drive Review

Activating launch control — sorry, Race Start — in the 2027 Mercedes-AMG GLE 63 S is simple. Flat surface, wheels straight, suitably spicy drive mode; all check. Put the big SUV in Drive, plant your left foot on the brake, and mash the throttle with your right. A pop-up confirms it’s go-time, and fewer than four seconds pass between releasing the brakes and hitting 100 km/h. With over 2,500 kilos shifting so quickly, another sound layers over the V8 soundtrack: a serious case of the giggles.

That’s not to diminish the top-dog GLE-Class to just its straight-line achievements, or its larger GLS-Class sibling and the now-hybridized GLE 53. What makes this flurry of mechanical might so impressive is how utterly unbothered these SUVs feel when hustled. AMG’s latest models truly deliver on the everyday-usable promise — but boy, oh boy will it cost you for the privilege.

Same-But-Different V8

A new handcrafted V8 sits under the hood of the 63-badged GLE- and GLS-Class models. Its outputs are unchanged from the previous model (a heady 603 horsepower and 627 pound-feet of torque), but the big change is a switch to a flat-plane crankshaft. (The non-AMG models also see a variant of this 4.0-litre engine.) This setup reduces rotating mass and lets the engine rev higher, while also helping the V8 meet the latest European emissions regulations. The familiar nine-speed automatic and 4Matic all-wheel drive get the power to the ground.

Race Start is an excellent way to meet the twin personalities of the V8. At low RPMs, it retains much of the burbly character of old: Mercedes engineers crafted a magnetic actuator for the exhaust crankshaft that runs an uneven pulse order below 3,000 rpm for that traditional Merc muscle soundtrack. At higher RPMs, it reverts to the sharper shriek of a flat-plane setup. It’s a very German sort of over-engineering, but the flexibility is excellent even if torque now peaks a little later than before (2,500 to 4,500 rpm).

Plug-In Power

A bigger change happens for the GLE 53 Hybrid. As the name suggests, it’s now electrified, and far more than the mild-hybrid setup found in the V8 models. This is a pumped-up version of the powertrain in the new GLE 500e, pairing the smooth turbocharged inline-six with an electric motor that is integrated into the transmission. Total system output is 577 hp and 553 lb-ft, while the sprint to highway speeds is only 0.6 seconds slower than the V8-powered model. Better yet, the 53 can cover decent distances on electric power alone: Canadian figures aren’t available yet, but the European WLTP cycle scored it at between 88 to 91 km for the SUV and 90 to 93 km for the Coupe. Yes, both AMG GLE models can be had in both body styles. Sorry, GLS buyers: there’s just the one AMG model for you.

Rounded Character

With a standard AMG-tweaked adaptive air suspension, the standard-mode ride in the GLE 53 Hybrid is slightly firmer than the GLE 500e but by no means harsh. Even rotating the dial on the flat-bottomed steering wheel to Sport and then Sport+ sees little additional discomfort, just tighter body control. The GLE 53’s sizable battery pack adds weight, but it does so down low in the chassis, blessing the muscly mid-sizer with a sure-footed feel on winding roads.

I’m a big fan of this powertrain. It’s flexible in ways only a plug-in hybrid (PHEV) can be, with an ample amount of torque available at the slightest brush of the right pedal. By default, the GLE 53 will prioritize electric propulsion, but bury the throttle, and it will wake the 3.0L engine with seamless integration. Electric operation can work up to (and past) any posted speed limit in Canada, and drivers can also select a Battery Hold mode that maintains the current state of charge. An 11-kW onboard charger handles recharging, and the Benz also offers DC fast charging up to 60 kW. The inline-six produces a bassy hum (with a noticeable V8 augmentation in the cabin), but it’s almost too subtle for an SUV with red badging.

The GLE 63 S cannot be accused of such subtlety. Even with the selectable exhaust note in its most modest setting, the GLE announces its presence from a quartet of squared-off tips. It might lack the immediate response of its plug-in sibling, but makes up for it with prodigious power in the mid-range. With its own air suspension tune as well as standard-fit AMG Active Ride Control (an active anti-roll system that is optional on the GLE 53), the GLE is remarkably well-mannered for a chunky SUV on rubberband-like 22-inch tires. The vehicle soaks up bumps while maintaining composure and stays flat and poised even through high-speed corners. The different drive modes can lower the GLE by up to 20 mm or raise it a full 55 mm in the trail setting.

The AMG-ification process shrinks the gap between the GLE and GLS. Truth be told, unless one clocks the extended bodywork in the mirrors, it’s 95 per cent the same experience. The GLS is a little slower to respond (but shares the same direct steering feel), fractionally slower to 100 km/h (4.2 seconds instead of 3.9), and has a quieter cabin. Ride quality is still good on its even-larger 23-inch wheels; whether that remains true in harsh Canadian climates instead of the largely well-surfaced roads of the American Southwest is the big question.

Tweaked Looks, Better Tech

The rest of the GLE and GLS packages are broadly familiar from the non-AMG models, which also see a round of improvements for 2027. There are design tweaks aplenty outside, though in typical Mercedes fashion, they’re subtle. The head- and taillights gain a whole bunch of three-pointed star motifs, there are some excellent new wheel designs, and Mercedes offers yet more exterior (and interior) colour options. The GLE 53 now uses the same “V-frame” grille shape as the rest of the lineup, while the GLE 63 uses a wider “A-frame” design; both feature the telltale vertical slats. The former also uses four rounded exhaust tips instead of the squared setup of the 63s. I’m particularly fond of the Manufaktur Ireland Mid-Green paint on the GLE 63, especially paired with the subtly gold wheels and excellent, warm brown Nappa leather interior.

Not to be outdone, the GLS 63 features its own wheel designs, with a classic multi-spoke option as well as an updated take on Mercedes’ monoblocks.

In the cabin, these two are essentially identical from the front seats forward. A dashboard redesign introduces a trio of 12.3-inch screens under the MBUX Superscreen banner. It’s a thorough rethink that delivers a much more powerful infotainment experience with high usability and quick response times. The passenger-side screen is as useful as it is in any other vehicle (read: not very), but at least there’s a privacy filter that renders it unreadable to the driver. Mercedes has listened to consumer feedback and reverted back to rockers on the steering wheel (ditching some of the touch-sensitive bits of the existing models), and maintained (real metal!) climate controls below the main screen. Don’t forget the AI-powered voice assistant.

Comfort levels are high, as they should be in vehicles costing this much (we’re getting there). Second-row space is excellent with good visibility and lots of natural light thanks to huge panoramic glass roofs. The third row is passable in the GLS and a little worse in the GLE; power-folding seats in the former are useful but quite slow.

Final Thoughts

With heroic levels of power and poise, the 2027 Mercedes-AMG GLE-Class and GLS-Class have stickers to match. The GLE 53 Hybrid SUV kicks off proceedings at $132,200; going for the Coupe pumps that price to $137,600. At just $8,000 more than the non-AMG (but still V8-powered) GLE 580, this plug-in model is something of a bargain. Meanwhile, the GLE 63 S is a steeper $170,500 before options; opt for the rakish roofline, and it’ll be another $7,100.

Those wanting the largest, most powerful model will need at least $206,800 for the GLS 63, putting it right between the GLS 580 and the Maybach GLS 680. All of these prices don’t include the up to $5,250 Mercedes-Benz Canada dealerships will charge for destination and delivery.

Smoother than their BMW competition and more special than equivalent Audis, the AMG versions of the GLE and GLS prove it's possible for one vehicle to do everything well—just so long as you’re not concerned with cost.