As car manufacturers retract or abandon their plans for electrification, Mercedes remains resolute. The German brand intends to provide electric, hybrid, and, in certain cases, plug-in hybrid variants throughout its range. What proves their commitment to an electric future? They’re gearing up to introduce the electric model of their best-selling vehicle, the GLC-Class, amid the industry-wide shift.
Scheduled for release this fall, the electric 2027 Mercedes-Benz GLC represents the next iteration of the model with a new electric powertrain, updated design language, and impressive technology aimed at progressing into the future while honoring its heritage.
Mercedes handed me the keys to a blue 2027 GLC for a day just outside of Faro, Portugal, to sample what’s coming. It’s a remarkable package with some lovely nods to the past and clever tech integration for the future, but hopefully, engineers can have a bit more time to enhance the suspension before it makes its way across the ocean later this fall. Here’s what I discovered.
The Essentials
This is technically the refreshed GLC—just the GLC—so much so that Mercedes simply refers to it as such in its press announcements and marketing materials. In an alternate reality, it’s as if a new gasoline model wouldn’t even be present, but we aren’t there, and a gasoline variant will accompany the EV in showrooms.
The GLC merges traditional elements with contemporary design. The front and rear ends will dazzle you with Benz-like LED tri-points (not entirely Mercedes logos) serving as daytime running lights up front and taillights in the rear. The front grille showcases 942 illuminated points, and the egg-crate design nostalgically references the W126 era in the best way. It’s appealing. The front and rear overhangs are compact, the dash-to-axle ratio aligns with the current gasoline GLC, and the neatly designed rear end displays a robust full-width red plastic panel housing the circular star-shaped taillights. It’s a visually appealing package that doesn’t blare, “Notice me! I’m an EV! I’m the future!” However, the electric pop-out door handles set for U.S. models, differing from the traditional pulls on the European pre-production cars driven, are somewhat vexing and undesirable.
Inside, the highlight is an optional pillar-to-pillar, 39.1-inch screen under a single sheet of glass, known as Hyperscreen. The proprietary software interface, termed MB.OS, is layered, user-friendly, and navigable with large digital buttons, featuring an AI assistant powered by Google Gemini integrated right in. Wireless Apple CarPlay and Android Auto are also included.
Electric GLCs without a Hyperscreen will have three individual screens beneath a continuous glass panel, referred to as Superscreen, consisting of a 10.25-inch digital gauge cluster, a 14-inch touchscreen infotainment system, and a 14-inch front passenger touchscreen. The horizontal dash gives an impression of being short and tight, but this isn’t a G-Class. The reduced depth brought to mind the W126 era again, much like that grille. The center console rises to meet the air vents positioned between it and the screen, while floating above an open storage area with two USB-C ports. Those vents? They have tangible nubs for airflow adjustment, steering clear of screen gimmicks. There are even genuine stalks, dedicated buttons for essential functions like parking assist and cameras, and a volume dial. It’s the small details that count.
At the front, passengers will find comfortable seats, controlled by new door-mounted controls that no longer resemble a human. They have the appearance of a curved seat. The rear seats have about half an inch more legroom compared to the current gasoline GLC due to the electric model’s extended wheelbase. There’s ample foot and headroom in the back, and the seat bottom angle is comfortable. The cargo area is roomy and includes a floor panel that can be lowered for added depth. There’s even a real frunk with 4.5 cubic feet of space suitable for a couple of backpacks.
Driving Experience
Initially, every GLC will be the 400 4Matic model for the U.S. market. This translates to a dual-motor system delivering 483 horsepower and 590 lb-ft of torque to all wheels via a two-speed transmission. It’s all supported by a 94-kWh (usable) battery setup operating on an 800-volt electrical architecture. The most intriguing component of that package? The two-speed transmission, but more on that shortly.
Mercedes claims the electric GLC accelerates from 0-60 mph in 4.2 seconds and is electronically capped at 130 mph. I believe both assertions. Nobody will refer to this car as slow, but it’s not astoundingly quick. That performance was found in the V8-powered GLC from before, which achieved the feat in just under four seconds, even if it didn’t have all of its torque available instantly off the start.
The steering isn’t overly light in comfort mode, but anticipating feedback may be unrealistic. When paired with the optional rear-wheel steering, which can adjust up to 4.5 degrees, it never feels twitchy unlike larger models that can handle up to 10 degrees.
However, the optional air suspension is concerning. I don’t experience motion sickness, but within moments of being on the highway in the electric GLC, it became evident that the vehicle was bouncing excessively with considerable vertical motion in reaction to road unevenness. Switching to Sport mode steadied the body, settling into a more manageable state. Once I exited the highway and began navigating twists and turns near Faro, I reverted to Comfort mode. Shortly thereafter, my passenger started feeling motion sick and remarked we needed to switch back to Sport mode.
Theoretically, one could mitigate these issues by setting the Sport mode suspension while selecting other powertrain configurations in Individual mode, but the system always defaults to Comfort upon restarting with a key cycle. A Mercedes engineer noted the entire system is electronic and connects to the car’s electrical architecture, suggesting that if enough customers (or journalists) voice concerns, Mercedes could issue a revised calibration via an over-the-air software update to adjust the suspension tuning.
Let’s hope for that.
Mercedes has learned from the EQS and its two-stage regenerative braking system. The same revamped regenerative braking system, which made its debut on the CLA electric, is present in the GLC. This means 99% of braking is regenerative, seldom utilizing traditional friction brakes. There are four levels of braking managed through the wheel-mounted paddle shifters, with the most robust, D-, providing a complete one-pedal driving experience. It performed seamlessly. However, shifting down to D, which resembles traditional engine braking while using the regenerative system, is less smooth. It tends to be abrupt, making it difficult to achieve a gentle feel. This is another issue that could potentially be recalibrated via an over-the-air software update in response to user feedback. The GLC remembers and retains the last used regenerative brake setting, allowing for one-pedal driving indefinitely if preferred.
The two-speed transmission, which is the same mechanism that debuted with the CLA electric but has updated ratios for the larger and heavier GLC, is implemented for efficiency. The gear shift occurs from 1-2 around 74 mph, transitioning from an 11:1 ratio to 5:1 for higher velocities. Unless Mercedes highlighted the existence of a two-speed transmission, it’s improbable you would even notice. The gear shifts and ratio transitions are virtually imperceptible unless someone is meticulously attentive and listening for them. Even then, they’re smooth and hardly noticeable.
I had no need, nor opportunity, to recharge the electric GLC during my brief time with the European pre-production model. However, Mercedes has touted impressive specifications, offering a maximum DC fast-charging rate of 330 kW and a relatively lower AC Level 2 charging rate of 9.6 kW via a Tesla-like NACS charge port. This translates to the capability of charging from 10-80% in 22 minutes and adding approximately 189 miles of range in just 10 minutes.
EPA-estimated range figures aren’t available yet, but it’s expected to approximate 373 miles, which is competitive with the anticipated BMW iX3 and Volvo EX60. Over the course of 109 miles of varied driving, I recorded an average of 3.0 mi/KWh, illustrating efficiency, translating to around 282 miles of range. We’ll reserve further judgment for additional real-world evaluations later this year.
2027 Mercedes-Benz GLC Electric Features, Options, and Rivals
Mercedes hasn’t disclosed pricing yet, but has indicated that the GLC electric should be priced similarly to today’s GLC plug-in hybrid, suggesting a starting price of just over $60,000. This likely aligns with what the BMW iX3 and Volvo EX60 will list for, neither of which has been given a price for the U.S. market yet.
Each GLC electric will be equipped as standard with 20-inch alloy wheels, an illuminated grille surround and Mercedes-Benz front emblem, along with a panoramic roof. They will also feature the triple screen arrangement on the dashboard beneath a single piece of glass, two wireless smartphone charging pads, Apple CarPlay and Android Auto, heated front seats, and a comprehensive suite of active safety features. Functions such as blind-spot monitoring, lane-keeping assistance, and automatic emergency braking are included, though a surround-view camera system is not standard, categorized as a “digital extra,” meaning you’ll incur an unidentified cost to unlock that capability. The necessary hardware is installed.
As with other Mercedes vehicles, the options list is extensive, encompassing a sportier AMG Line (which adds no performance, just AMG-inspired styling), blackout package, luxury packages, and the aptly named Agility & Comfort Package that includes air suspension and rear-wheel steering as tested. Additionally, a Burmester 3D surround sound system with 16 speakers is on offer. Pricing for these options has yet to be announced, but looking at a gas-powered GLC today will provide a good estimate.
All of this aligns well with the incoming European competitors.
The Initial Verdict
At first glance—or first drive, if you will—it appears that the electric GLC arriving later this year in the U.S. won’t suffer from severe drawbacks that plagued the first generation of EVs. It’s likely to carry a price similar to the current electrified GLC, offer around 370 miles of driving range, charge impressively fast, and deliver it all with V8-like power. A polished design inside and out that subtly avoids yelling, “Look at me, I’m the electric future,” serves as the cherry on top.
It’s early days, but initial thoughts suggest the electric GLC could genuinely be a winner. The fact that it’s essentially a next-generation GLC-Class that just happens to be electric is a plus, and for those uninterested in the electric variant, a gasoline model will be available too. Still, let’s hope Mercedes takes the necessary time before this EV debuts in the U.S. to recalibrate the brake pedal sensitivity and enhance the air suspension tuning.
If those two aspects are refined, Mercedes appears to have a robust contender against the iX3 and EX60.
Mercedes-Benz provided The Drive with travel, accommodations, and access to the vehicle for the purpose of writing this review.
2027 Mercedes-Benz GLC 400 4Matic Electric Specifications
| Base Price | TBD |
| Powertrain | 20.1 cubic feet behind second row | 61.4 cubic feet behind first row | 4.5 cubic feet front trunk |
| Horsepower | 483 |
| Torque | 590 lb-ft |
| Seating Capacity | 5 |
| Curb Weight | TBD pounds |
| Towing Capacity | 5,291 pounds |
| Cargo Volume | 20.1 cubic feet behind second row | 61.4 cubic feet behind first row | 4.5 cubic foot front trunk |
| 0-60 mph | 4.2 seconds |
| Top Speed | 130 mph |
| EPA-Estimated Range | TBD |
| Score | 7.5/10 |
Quick Overview
Mercedes delivers the next-gen GLC that merely comes with an electric powertrain, but let’s hope they refine the suspension and brake pedal responsiveness before its release.