2026 Mercedes-Benz GLC Electric review: International first drive

The Mercedes-Benz GLC has long been the gold standard for the brand’s global sales, but the arrival of this fresh electric-first architecture suggests the petrol versions might soon start feeling like a typewriter sitting next to a tablet.

It also makes its ancestor, the EQC, look rather archaic.

The GLC400 4Matic is the first variant to see daylight on an all-new, dedicated EV platform, and while it effectively succeeds the EQC, the new nomenclature "with EQ Technology" heralds a deliberate shift for the marque.

Mercedes-Benz is moving away from the standalone EQ sub-brand to integrate electric models directly into its core classes, starting with the CLA last year and now continuing with the GLC and the soon-to-be-launched C-Class.

To understand just how far this new EV platform has moved the needle, we have to look at the EQC it replaces. When it launched in late 2019, like the other EQ cars over the past five years, the EQC was effectively a version of the petrol car with an extensive (and expensive) electric makeover.

It relied on a modified combustion platform to house its 80kWh battery pack and twin electric motors. With 300kW and 760Nm, it was hardly a slouch, but the compromise was evident in its distance, not its sprint.

A driving range of 373km (WLTP) meant its occupants were often more preoccupied with the location of the next charger than the scenery outside the window. And for a luxury SUV that started at $124,300 (plus on-road costs), it felt like a premium proof of concept rather than a definitive solution, particularly for our vast Australian landscape.

The EQC was a necessary first step for sure, but it always carried the weight and architectural limitations of its fuel-swilling siblings. In contrast, this new gen is a dedicated electric-first execution that almost doubles the older car’s driving range.

There is now up to 713km (WLTP) on offer, and it brings the processing power and advanced features to take these EQ Technology versions into the new age of electrification.

Speaking of which, this rebrand ends up being quite the mouthful when recounting the full title of the new GLC EV: GLC400 4Matic with EQ Technology, which you should probably avoid saying quickly lest you stutter.

This is the all-wheel-drive flagship variant, claiming 360kW of power, 800Nm of torque, a 0–100km/h sprint of just 4.3 seconds, and a range of up to 713km. Globally launched this month, and with deliveries starting in the fourth quarter of 2026, pricing should sit at around $110,000 plus on-road costs – but we'll know more closer to the model's Australian launch.

For the Australian market, where range anxiety almost requires the popping of pills, a rear-wheel-drive and efficiency-focused GLC300+ will be waiting in the wings for 2027, and may be worth the wait for some buyers.

With a reported 275kW and 504Nm on tap, and more than 750km of range, Mercedes-Benz Australia will be keen to sneak it under the Luxury Car Tax threshold of $91,387 (GST inclusive) to qualify for the FBT exemption on novated leases.

The way the 400's power reaches the road is quite clever. It uses a unique two-speed gearbox at the rear axle to offer both low-speed punch and high-speed highway efficiency. There's a disconnect unit (a clutch) on the front axle that uncouples the motor when it is not needed, or at speeds over 120km/h by default, essentially turning the car into an on-demand all-wheel-drive system to save those precious watts.

The platform's 94kWh lithium-ion battery is supported by an 800-volt architecture. This allows the car to inhale 303km of range in just 10 minutes – if you can find a 330kW DC fast charger. Since Australian infrastructure is not quite there yet en masse, our cars will come with a 400V converter to help speed up the process on our more common, less powerful chargers.

The exterior is defined by a redesigned illuminated chrome grille and light animations via 964 LEDs in the grille, which stages your arrival and departure like a digital conductor. It's the type of theatre usually reserved for an AMG: a wave of flashing LEDs through the front face to welcome you or wave you goodbye.

On the road at night, there will be no mistaking what brand and what powertrain is approaching in the rear-view mirror.

The LED headlights now feature the branded three-pointed star both in the front and the rear, and the front storage area can be accessed by a relocated badge that also serves as its access button.

The colour palette comprises a soft silver (Lavender Silver), white (Opalite White), red (Patagonia Red), and the bright blue of our test car (Sheer Blue). However, the Australian offering may vary by the time the car arrives here.

Because this is a dedicated EV platform, the wheelbase has grown by 84mm compared to the petrol-powered Mercedes-Benz GLC. That translates to an extra 13mm of leg room up front, 47mm more in the second row, and 46mm more head room. Three adults in the second row will find leg room for the knees, if not quite the shoulders, to be more than comfortable.

Head room is almost vast, particularly in the front row despite a commanding driver position, and the Sky Control panoramic roof features nine switchable zones that can go from transparent, to half, to fully opaque. There is even an option for 162 illuminated three-pointed stars in the glass, presumably because the actual night sky was not considered on-brand enough for the designers in Stuttgart...

Storage is equally generous with a 570-litre boot and a deep 128-litre front storage area. If you need to move more than just groceries, it claims a 2.4-tonne braked towing capacity and a pop-out hitch that loads up to 100kg, which will take E-bikes and lighter caravans and horse floats.

The EV system even recalculates your range on the fly by accounting for the extra wind resistance and the weight of a trailer, which should help lower the blood pressure when hauling between charging stations. Parking anxiety is also taken care of here, as Trailer Manoeuvring Assist automatically controls the steering angle when reversing with a trailer at speeds up to 7km/h.

You can choose between nappa leather or a Vegan Society-approved alternative for no extra cost, and a great deal has gone into the interior's sustainability cred (for example, the carpet is 100 per cent recycled PET bottles).

The end result is a cabin that is sleek, quiet, and remarkably roomy with a feel-good, green-cred factor. Thankfully, Mercedes has also listened to its critics and brought back some physical buttons, such as the rolling toggles on the steering wheel, which for many are greatly preferred over the haptics they replaced.

The star attraction is the MBUX Hyperscreen. Measuring 39.1 inches from pillar to pillar, it is the largest screen ever fitted to a Mercedes. It offers 11 wallpapers that match the ambient lighting and is powered by a new super brain called MB.OS.

This system uses AI to act as a virtual assistant, processing a claimed 254 trillion operations per second to manage everything from automated driving to your heated seats.

The Multi-Agent AI is a first, integrating ChatGPT, Microsoft Bing, and Google Gemini into a single system that selects the best AI for the task at hand, such as Bing for general knowledge questions, Gemini for conversational navigation, and a dedicated agent for vehicle-specific requests.

The AI agent has three personas to choose from and hovers on the Hyperscreen at the top alongside the wallpapers. There are even two animated background modes available: a crackling campfire or an underwater aquarium, complete with calming audio and matching light pulses, for when you want some chill time while charging. Of course, they do not operate on the move.

Taking to the road, we saw a good mix of highway, rural town streets and a big climb into the hills and back totalling over 200km.

The ride was a standout for an EV. The GLC EQ felt like it had been taking lessons from the S-Class, with every launch vehicle fitted with a comfort package featuring Airmatic air suspension with adjustable damping. It managed to absorb most of the vibrations and harshness that often plague heavy electric vehicles.

This is paired with 4.5-degree rear-axle steering, which reduces the turning circle by almost a metre to 11.2m. It also makes navigating tight car parks significantly easier. While the steering remains characteristically aloof, filtering out road surface feedback to maintain that 'luxury' isolation, it is direct and predictable.

The three drive modes offer a genuine contrast: Eco increases regeneration and smooths out the throttle response, while Comfort is plush, but its legs felt a little loose and wallowy on twisty mountain roads. Sport mode ties the whole thing down nicely without ruining the ride over rough surfaces - though the double edge on that sword is obviously the reduction in driving range.

I used Sport the most through the mountains, with Eco on the highways, producing an energy use of 21.3 kilowatt-hours per 100 kilometres. Its claimed consumption lies between 18.9–14.9kWh/100km combined, which is about average for the segment, but those seeking range will want to sacrifice the spirited drive and select Eco mode.

Still, it suggests that the real-world range will be closer to 600km than 700km.

The technology is also eerily precognitive. The intelligent ride-height system uses Google Maps data to automatically lower the car on motorways to improve aerodynamics. It also collects data from vehicles further up the road to prepare the suspension for large bumps before you even see them. It also issues audible, breathy verbal warnings via the navigation.

The MB.DRIVE system is indeed a very alert co-pilot, using 10 cameras, five radar sensors, and 12 ultrasonic sensors to understand the traffic ahead in real-time. The MBUX Surround Navigation goes beyond standard maps, featuring real-time 3D graphics and camera angles from the cameras and sensors across the Hyperscreen. So, taking a wrong turn or missing an obstacle is almost impossible.

Stopping is managed by a One-Box braking system that provides a solid pedal feel whether you are using the 300kW recuperation or the friction brakes. In everyday driving, the car handles more than 99 per cent of its braking via regeneration, so you will barely ever touch the pads to rotors.

Ultimately, it was a refined and composed drive, with only a shade of the 'heavy EV' feel coming through in comfort mode on the twisties, and during steeper descents where the regen braking had to work a bit harder.

The dedicated platform has made a big difference. By ditching the 'electric-conversion' compromises, Stuttgart has delivered an EV that balances range, luxury and legitimate driving dynamics. The quality of the interior, particularly with the Hyperscreen and the return of some physical steering wheel controls, feels like a tricky balance between uber-tech and tactile familiarity has been well met.

It is an impressive, cohesive package that solves the range-anxiety riddle while doubling down on the luxury driving experience. For those craving more theatre, a high-performance AMG version has been spied and will likely come here by the end of 2027, promising to bring an even sharper edge to this new architecture.

Competition will be fiercest from a fellow German, with BMW's iX3 ($109,900) offering 15kW less power at 345kW, less boot and front storage space, and 400kg less towing capacity, but almost 100km more range. Other competitors include the Audi Q6 e-tron (from $99,900), Porsche Macan (from $129,800), the upcoming Volvo EX60, and the Tesla Model Y Performance ($89,400). All prices listed before on-road costs.

If Mercedes-Benz Australia can indeed land the efficiency-focused GLC300+ under the Luxury Car Tax threshold, it won't just be a strong seller, it will likely cannibalise its own internal combustion siblings.

When electric versions offers 700km-plus of range and superior refinement, the hybrid and pure petrol variants are looking like yesterday’s carriage, particularly with fuel prices currently at all-time highs.

The 'tablet' is finally running the right OS, and the 'typewriter', while well loved, is feeling more and more outdated.

Samantha has been obsessed with cars and combustion engines for most of her life, and has spent the past 25 years deep in the automotive and motorsport industries. An automotive awards judge, rally driver and motorsport tragic, she spends weekdays writing about cars and weekends off-road, off-grid or running amok at the track.

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