2026 Mercedes-Benz GLE580 Road Trip Assessment: Analyzing the Capabilities and Attributes of This V8 Hybrid

Earlier this autumn, I arranged a family sightseeing excursion as a reason to bring my parents out to explore western Michigan. I had two Mercedes options for this trip: an E-Class wagon or a GLE SUV. My instincts led me toward the longroof, but my rational side (considering the age and comfort of my baby-boomer passengers) opted for the SUV. Thus, a 2026 Mercedes-Benz GLE580 was chosen.

My father—who was formerly a software engineer and only recently succumbed to peer pressure and bought a smartphone—often joked that he would select his retirement community by attaching a computer mouse to his truck’s antenna and driving until he met someone who didn’t know what it was. Perhaps out of a sense of defiance, I went in the opposite direction, becoming a PC buff and gadget enthusiast.

Fortunately (mainly for Mercedes), my father would spend most of the time in the rear seat while I managed the GLE’s array of high-tech features. Long periods in close quarters can strain even the best of people—and indeed, the best of machines. This mild-hybrid, lavishly equipped, $122,000 SUV would serve as our mobile headquarters for most of a week, and I quickly developed a fondness for it.

Hybrid Highlight

The GLE580 isn’t a hybrid like a Toyota Prius, but a “mild” hybrid, similar to the Dodge/Ram “E-Torque” Hemi. The GLE’s 4.4-liter, twin-turbocharged V8 is tasked with 99% of the power needed to propel this luxury SUV down the road. However, that remaining 1% offers a surprisingly significant impact. That’s where the hybrid setup comes into play. This 48-volt system has been utilized for a couple of model years now, granting the GLE two subtle advantages that greatly enhance the driving experience. The key? It’s torque.

You’re likely wondering: Why would a V8 require any assistance in the torque department? Especially one powered by twin turbos. To start, it’s not just a minor increase—we’re talking about 184 pound-feet in the GLE580—but it’s not the quantity that matters as much as the timing of its delivery. Turbochargers do indeed help engines generate substantial low-end torque, but even the finest internal combustion engines can’t match the instant response of an electric motor. This additional burst of “free” torque from the hybrid fills the GLE’s torque curve until the turbos take over, making it feel even more powerful off the line than its 510 horsepower and 538 lb-ft of torque would indicate.

As the hybrid starter-generator is integrated into the GLE’s drivetrain, it can apply torque even when the engine is not engaged—such as during a gear shift. This represents its second, and arguably most significant advantage: Even while the nine-speed transmission searches for gears, you still have a Subaru Impreza’s worth of torque readily available. With one fell swoop, this configuration effectively eliminates shift lag as a concept. While that may seem trivial, after spending two weeks traversing the state of Michigan—first in the GLE and then in a Nissan Armada—my gratitude for this straightforward feature grew immensely.

Punch it!

The Grand Rapids area boasts many stunning sightseeing locations, but it also has a significant number of drivers who either learned to drive in a cornfield (or didn’t learn at all). That’s the charm of Michigan: there’s no way to get around except by car, making it both comically easy to retain a license and too burdensome to revoke one harshly. The answer? No-fault Insurance. To me, it signifies nobody cares, and nobody’s responsible. And did I mention it’s also exorbitantly costly?

This abundance of full-size trucks and SUVs acting merely as rolling barriers would astonish a driver from Germany. Nonetheless, this autobahn-bred beast devours passing opportunities like breakfast sausages. My experience with the Armada, a week later, really highlighted this. I found myself on the same roads, encircled by the same drivers. Sure, the Armada has a bit less power compared to the Mercedes, but it has more than sufficient passing ability to navigate effectively. It wasn’t about whether it could complete the task, but how it managed to do so.

Regardless of how many times another driver checks or feints at changing lanes, when you press the GLE’s accelerator, you get immediate response, period. The Nissan could get caught between gears—or even during an incorrect shift—simply because I was misled by surrounding vehicles. In the Benz, there’s never a moment of sluggishness, never an opportunity lost. It’s always prepared, at your command… patiently awaiting that individual in the left lane to finish his “pass” going nine under the limit. Again.

Capacitive Kerfuffle

All the time spent waiting for those passing windows to open made me reflect on one aspect of the GLE that drove me absolutely nuts: the wheel controls.

Mercedes still preserves a few physical buttons and knobs for essential functions, but the steering wheel is a different story. There, physical buttons have been enhanced with capacitive (touch-but-don’t-press) features, making each one essentially a mini touchpad. Pressing the button down in the traditional manner does one action; tapping or gliding over it (without pushing) provides another.

This control scheme is something Mercedes-Benz has been refining for a decade; I recall trying an early version when the current E-Class debuted back in 2016. It has always worked in a technical sense, but even more than a generation later from its most basic iteration, it still hasn’t resolved some of its inherent issues, and managing the cruise control can be occasionally maddening. A “press” of either end of the button modifies your set speed in fixed, 5-mph increments; a swipe in either direction raises or drops it in 1-mph increments.

Push It!

Naturally, if you’re simply interested in making steady jumps up and down the scale, this approach works well. Push the button, and the intended result occurs. Odd, right? However, if you prefer not to cruise at speeds that are multiples of 5, you’re forced to swipe—and from that point, good luck. Without gloves and with clean, warm hands, my success rate on recognized swipes hovered around 60%. If you’re like me and frequently adjust your set speed on long journeys, this path leads to chaos. I found myself there more than once.

Nonetheless, I understand the rationale. The fine control I expect makes me the unusual one, and I suppose I should appreciate that Mercedes provides a method to do it at all. Soon, you’ll be saying, “Hey, Mercedes, navigate to Chicago and maintain seven over the limit the entire way,” and the car will handle the rest, allowing us more time to scroll through our phones or watch Netflix—because we definitely don’t have enough of that. For the future buyer dreaming of that moment, this signifies progress. To someone who is not only content with driving but actively enjoys participating in the process, it feels like garbage.

In the meantime, we find ourselves in a peculiar position where luxury automakers are attempting to cater to consumers who wish to drive a nice vehicle and those who prefer not to drive at all. This presents a challenge because excellent rides do not always equate to enjoyable drives. In fact, this philosophy set Bentley and Rolls-Royce apart. The former was designed as the driver‘s luxury vehicle; the latter geared towards the passenger’s experience. And of course, if you’re being compensated to drive the Rolls-Royce, your enjoyment becomes secondary to your employer’s needs, regardless of what they may be.

Little Things

By my estimation, we’re a thousand words into this review, and I’ve concentrated solely on two features that might typically be listed on a spec sheet. That illustrates just how exceptional the GLE is. The transmission wasn’t the only component that functioned flawlessly during our 800-mile journey; the entire vehicle followed suit. The rear cargo space comfortably accommodated four pieces of luggage, and the backseat received constant praise from its occupants, who spent numerous hours savoring the views from the luxuriously appointed rear bench.

I feel like I’ve been tough on Nissan in this review; after all, the Armada and GLE don’t compete directly. That dubious honor goes to the Infiniti QX80, and this was never intended to be a comparison. I mentioned it only to emphasize that numbers don’t always portray the complete picture, for better or for worse. The primary factor driving the GLE’s advantages here is its significantly higher price point. When your customers are willing to invest substantially, you gain more leeway to innovate—and more adaptability in your offerings. If anything, this illustrates that the higher the expenditure, the more the little details count.