Rank
Pros
Cons
What's New for 2025?
The base GLE 350 adds a new rear-wheel-drive variant that technically drops the GLE's starting price, although the truth is that every other model in the lineup gets a significant price increase this year. At least Mercedes now includes a biometric fingerprint sensor as standard, but the GLE is otherwise unchanged for 2025.
2025 GLE Selector
2025 Mercedes-Benz GLE
FAST FACTS
"Although the GLE offers an optional third-row seat in many of its variants, we're mainly concerned with the standard two-row configuration here. It's the GLE's natural state, and you can expect spacious accommodations front and rear as well as a generous cargo hold. The GLE also boasts a stout 7,700-pound tow rating across all of its many powertrains. If you're considering the base GLE 350 four-cylinder model, we strongly recommend stepping up to at least the GLE 450 with its creamy-smooth and surprisingly fuel-efficient turbo inline-6. But no matter what's under the hood, the GLE rules the road with its supple ride and confident, substantial feel at speed. It's not an off-roader, but if you know you'll be sticking to the pavement, it's hard to beat this Benz."—Ranked #3 out of 11 Midsize Luxury SUVs
MotorDonkey's proprietary vehicle data identifies every significant version of each model so that you can compare and decide. Ordered by price from low to high, here are the versions of the 2025 Mercedes-Benz GLE that you need to be aware of, along with our expert analysis and recommendations.
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The GLE is a big step up from the GLC in terms of interior space, although it's also quite a bit heavier. That's why the entry-level GLC 350 is significantly slower than the GLC 300, which utilizes the same four-cylinder powertrain.
Should you add AWD to your GLE 350? Yeah, probably. It'll help resale value down the road if you're buying, and the fuel economy and acceleration estimates are barely affected.
No matter how cramped the GLE 350's optional third-row seat may seem, we're big fans of having it, just in case you need it. Fold it flat when it's not in use and you've got the best of both worlds.
The six-cylinder GLE 450 is probably the sweet spot for most shoppers, as it delivers far better acceleration than the base four-cylinder GLE 350 and isn't dramatically more expensive.
The GLE 450e's 50 miles of electric range are mighty impressive for a hefty SUV plug-in hybrid. If you take a lot of short drives and can charge up at home, the 450e could really minimize your trips to the gas station. But if you want the GLE's optional third row, you're out of luck here, as the 450e comes only with two rows of seats.
We're all for adding three-row versatility to the GLE 450, no matter how cramped larger folks might find it in the way-back. You never know when those extra two seats might come in handy, and they only add $2,100 to the bottom line.
A V8 engine is usually an unnecessary luxury, but what a gratifying one it can be, especially when it's a German-engineered twin-turbo example. The GLS 580 is actually significantly quicker than the six-cylinder AMG GLE 53, which costs the same. We'd take the V8 without a second thought.
We would think long and hard before ponying up the premium for the AMG GLE 53 versus the GLE 450. The latter uses a very similar turbocharged inline-6 engine that's a gem in its own right, and there's only a gap of about half a second in the sprint to 60 mph. We'd keep $17k in the bank and go with the 450 — or if we wanted to spend $90k or so, we'd grab the GLS 580 and its sonorous twin-turbo V8.
Why not add the third row to your GLS 580? It's only $2,100 more, and it adds a whole new dimension of versatility.
Due to the fact that you can get the V8-powered GLE 580 for the same price, we're not advocates of the AMG GLE 53. But for the record, you can add the optional third row to the AMG GLE 53, which distinguishes it from the two-row-only AMG GLE 63 S.
Although we're not fans of the lesser AMG GLE 53, we have a soft spot for the AMG GLE 63 S. Sure, you can get a twin-turbo V8 in the GLS 580, but if you want to go all out, the GLE 63 S is a great way to do it. AMG cranks up the V8 to such an extent that you get to 60 mph in 3.7 seconds, which is incredible for any vehicle, let alone a nearly three-ton SUV. Notably, the third-row seat is not available on the AMG GLE 63 S.
What are the different versions of the 2025 GLE, and how much do they cost? Select a version below or just hit the button to see our full 2025 GLE specs and model data.
| Version | Price | Fuel | MPG | Power | Torque |
|---|---|---|---|---|---|
| 2025 Mercedes-Benz GLE 350 (2.0T Rear-Wheel Drive) | $61,850 | Gas | 23 | 255 hp | 295 lb-ft |
| 2025 Mercedes-Benz GLE 350 4MATIC (2.0T All-Wheel Drive) | $64,350 | Gas | 22 | 255 hp | 295 lb-ft |
| 2025 Mercedes-Benz GLE 350 4MATIC 3-Row (2.0T AWD) | $66,450 | Gas | 22 | 255 hp | 295 lb-ft |
| 2025 Mercedes-Benz GLE 450 4MATIC (3.0T AWD) | $71,350 | Gas | 21 | 375 hp | 369 lb-ft |
| 2025 Mercedes-Benz GLE 450e 4MATIC (2.0T PHEV AWD) | $71,350 | Plug-In Hybrid | 23 | 381 hp | 479 lb-ft |
| 2025 Mercedes-Benz GLE 450 4MATIC 3-Row (3.0T AWD) | $73,450 | Gas | 21 | 375 hp | 369 lb-ft |
| 2025 Mercedes-Benz GLE 580 4MATIC (4.0T AWD) ✅ our pick | $89,200 | Gas | 17 | 510 hp | 538 lb-ft |
| 2025 Mercedes-Benz AMG GLE 53 4MATIC+ (3.0T AWD) | $89,200 | Gas | 20 | 429 hp | 413 lb-ft |
| 2025 Mercedes-Benz GLE 580 4MATIC 3-Row (4.0T AWD) | $91,300 | Gas | 17 | 510 hp | 538 lb-ft |
| 2025 Mercedes-Benz AMG GLE 53 4MATIC+ 3-Row (3.0T AWD) | $91,300 | Gas | 20 | 429 hp | 413 lb-ft |
| 2025 Mercedes-Benz AMG GLE 63 S 4MATIC+ (4.0T AWD) | $130,800 | Gas | 16 | 603 hp | 627 lb-ft |
Publisher and Donkey-in-Chief
Josh has been reviewing cars professionally since joining Edmunds.com fresh out of grad school in 2008. Prior to founding MotorDonkey, he spent 15 years shaping Edmunds' expert automotive content in various capacities, starting as an associate editor and ultimately serving as a senior editor before wrapping up with a five-year term as the company's first-ever director of content strategy. Josh is a card-carrying member of the Motor Press Guild and a lifelong car nut who has driven, compared and critiqued thousands of cars in his career. Helping people find their perfect car never gets old—seriously!
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