2026 Mercedes-Benz E-Class Reviews

Many Aussie have bought their first ever EV in 2026 and it’s changed the new car market forever. The Iran war's impact on fuel prices is often put forward as a key reason why more people than ever are making the electric car switch, but that's not the full story. Ed Harvey, Founder and Chief Executive Officer of Australasian home EV charger manufacturer Evnex, told CarsGuide it was fuel security that started to sway buyers. “It flipped the argument,” Harvey said. “The fuel prices have not just really strengthened the cost-saving argument, but also I think it's the first time that people really started talking about energy security or transport security.” Range anxiety has put many buyers off EVs.  It combines a fear of running out of charge with having nowhere to charge it. Harvey said the fuel crisis brought about by the Iran war and the closing of the integral Strait of Hormuz in March 2026 started to change buyer perception. Buyers can now save as much as $3600 a year in just fuel costs by making the EV switch, according to Evnex's research, but Harvey said fuel security also started to cause anxiety with panic fuel buying leading to localised shortages. The federal government relaxed fuel standards and released reserves, while launching a $20 million “Every little bit helps” fuel conservation advertising campaign. Harvey said it was fuel availability not fuel prices that "flipped the script" for many buyers. Drivers worried about where they could fill up as opposed to where they could charge up, for the first time. “I think that really changed how people thought about energy security and our reliance on imported fossil fuels,” Harvey said. “I knew some people with petrol or diesel vehicles that were asking friends to borrow electric vehicles for the holiday period because they were nervous they might not be able to get where they needed to go.” BYD Australia’s Chief Operating Officer Stephen Collins told CarsGuide higher fuel prices and fuel shortages contributed to exponential EV uptake earlier in 2026. Collins described the early stages of the fuel crisis period as a “pivotal point” and an “unprecedented time”. “That March, early April period - I think it was genuinely only a four-week period where we saw a big spike in orders,” Collins said. “I think there were a lot of people that were on the cusp of buying an EV and that tipped a lot of people into ‘I’ll just make the decision now’. “It was a pretty tumultuous time, so I think there’s some truth to that.” The Electric Vehicle Council’s (EVC) 2026 ‘State of EVs’ report found buyers purchased one EV every 100 seconds in the first half of 2026. Electric and plug-in hybrid vehicle sales contributed to more than a quarter of all new car sales in the first half of the year, compared to roughly one in every 10 in the first half of 2025. Where there are competitive EV choices, buyers are making the switch, such as the mid-size SUV segment. The BYD Sealion 7, Geely EX5 and Tesla Model Y have consistently featured among the best-selling cars in Australia in 2026, and have experienced unprecedented growth. There hasn’t been the same growth in some other large segments of the market, and this is because competitive EV choices are still emerging, according to Electric Vehicle Council Chair and Origin Energy E-mobility GM Chau Le. “In each of these segments, EVs are becoming competitive, but we're not quite there yet in some of the segments,” Le told CarsGuide. “We're still a bit out, but with more EV models coming in and improvement in battery technology, it's only a matter of time until we're competitive across all segments.” There are no electrified utes that reach the balance of affordability, capability and driveability that their diesel counterparts have yet. Diesel-powered utes like the Ford Ranger and Toyota HiLux continue to be a significant component of the new car market. Once competitive electric ute choices emerge, the ute segment will likely follow a similar transformation to the rest of the new car market. New car buyers' priorities have shifted permanently, and there's nothing fuel prices or supplies can do to change it.

Mercedes-Benz has revealed how it will cut costs, slash development times and boost efficiency, all without compromising quality, in a dramatic bid to replicate what is already happening in China.

Mercedes-Benz's decision to develop its own batteries in-house is already paying big dividends, after the German brand announced that it has developed a pioneering new battery chemistry that will herald cheaper, faster-to-charge batteries that offer 30 per cent more range. Joining the ranks of Tesla, Volkswagen, Ford and Toyota, as well as leading EV giant BYD, Mercedes only opened its substantial eCampus back in 2024 and it was scientists working at the new R&D hub who were behind the new manganese-rich battery tech. No timescale was revealed for when the new Lithium-Manganese-Oxide battery (LMO) or the even more energy-packed Lithium-Nickel-Manganese-Oxide (LNMO) unitwill be rolled out, but the new lithium iron phosphate (LFP)-replacing tech is expected to be introduced within the next two years, ahead of Benz's own solid-state batteries that will launch towards the end of this decade. The new batteries were unwrapped at the premium German brand's 140 Years of Innovation celebrations, where Mercedes scientists said that as well as being superior to the current LFP batteries available in cars like the new Mercedes CLA, its new LMO/LNMO pave the way for a greener, more sustainable future. That's because the manganese-rich chemistries are less reliant on cobalt, with the LNMO completely free of the in-demand element. Cobalt remains problematic for the car industry, with more than three-quarters of it sourced from the Democratic Republic of the Congo (DRC) from mines that are known to use unsafe working conditions and environmentally damaging extraction practices. The challenge for Benz, explained the scientists and battery engineers, was to attempt to replicate the same high energy density of its current LFP battery technology without cobalt. First to launch in the "near future" is the LMO tech, which blends its chemistry with Nickel-Manganese-Cobalt (NMC) oxide to maintain its energy density, but the big gains will come later with the completely cobalt-free LNMO tech, which costs less to produce than equivalent LFP cells. Crucially, when scaled up to the same size and weight of the equivalent LFP batteries, which have been popularised by BYD, the new tech offers far faster charging and, at least 30 per cent more range. Capable of working with far higher voltages, the new LMO batteries are also said to be safer than existing cells. Mercedes engineers wouldn't be drawn on figures, but if applied to the current 58kWh LFP battery that powers the Mercedes CLA, the new battery will raise the range of the base model from 447km to more than 580km with higher charging rates, potentially above 400kW (+200kW) for a sub-10-minute 10 to 80 per cent top-up. The same power packs are also tolerant of fast DC charging, retaining as much as 80 per cent of their original capacity after more than 1500 charge cycles, in research carried out on non-Benz batteries. Full technical details have not been revealed on either the LMO or LNMO batteries, nor exact timings of when they will be rolled out, but it's thought both will be replacements for the current LFP chemistry, rather than the brand's flagship NMC cells. The latter will then be superseded by the firm's most advanced solid-state batteries that are currently being developed in partnership with US-based Factorial and Taiwan's ProLogium for an introduction around 2029. When questioned by CarsGuide, Mercedes insiders said if the German brand was beaten to market in the race to introduce solid-state batteries, or other more advanced chemistries, by the likes of China's CATL it would favour the off-the-shelf solution, so long as it offered the "best price for the customer". Originally, many analysts had written off LMO and LNMO batteries as 'transitional chemistries' but, the prolonged delay in introducing solid-state and the high costs and ethical issues concerning sourcing cobalt have now seen CATL and Japan's Toyota also investing heavily in manganese-rich alternatives that will rival Benz's tech. Opened back in 2024 as part of a €14 billion ($A22b) investment in R&D, the new eCampus is a 10,000-square-metre facility that consists of three labs that are designed to fast-track new battery innovation with the ultimate aim of slashing the cost of a high-voltage battery by 30 per cent in the near future. The facility, located within Benz's Stuttgart R&D hub, is one giant building that enables scientists to develop the chemistry, build prototype cells to torture-test, and then evolve the concept, before scaling it up for full mass production.

Mercedes-Benz has never been afraid to pioneer new tech, trends and styling. But you could argue the brand’s more conventional, old-school, take on what a compact family car could be, was the B-Class’ biggest hurdle. Certainly, by the time the world arrived at 2019, and the W247 (in Benz-speak) landed in showrooms, the concept Mercedes was chasing was definitely out of fashion. While other carmakers were adding plastic wheel-arch flares, larger bumpers and a jacked-up ride height to cash in on the tidal wave of compact SUV ownership, Mercedes-Benz stuck with a more traditional people-mover concept. The writing was already on the wall, of course, and you suspect that was the mood even within M-B, as the B-Class range shrunk from a choice of engines and trim levels to a single drivetrain package and a single trim level. And by 2024, it was all over for the concept as far as Mercedes-Benz in Australia was concerned, and the B-Class disappeared from price-lists. But a lack of fashion-sense has never meant a particular car has no other redeeming features, and the Mercedes B180 (as the single model was badged) certainly had its followers. You get the feeling, however, that much of the appeal might have been an adverse reaction in some quarter to the march of the SUV. But that was never enough to sustain the B-Class as a stand-alone, single-spec model (although, like many M-Bs, there were packages the buyers could specify). Mechanically, the B180 used a 1.3-litre turbocharged petrol engine driving through a seven-speed dual-clutch transmission to the front wheels. It was a five-door vehicle with seats for five and sold against vehicles like the Audi A3, BMW 2-Series Active Tourer and Volvo V40. The B180’s biggest problem was that it was simply an old-fashioned concept; a people-mover at a time when everybody wanted an SUV. But it was also flawed in terms of its driveline and the combination of the small turbocharged engine which could feel slow to build boost, and the dual-clutch transmission meant progress was not always as composed or serene as a Mercedes-Benz badge suggested. Quality, however, was better than some less recent Benzes and the multimedia system was modern and sophisticated. The B180 was also a very safe car with a great package of inclusions to keep you safe before and after a crash, including side-curtain airbags for every outboard seating position. As such, it makes decent sense for a younger or first-time driver, as well as smaller families. Modern Mercedes-Benzes don’t seem to share the same reputation for bank-vault reliability as some of the brand’s previous efforts. But to be fair, the B-Class of this era was a decently reliable car. That’s on the condition, of course, that it’s been serviced and maintained correctly and driven appropriately. The major problem areas with the Mercedes B180 are shared with many other cars of this era and this level of technology. Probably the main issue is the dual-clutch transmission which can be jerky on take-off and then shift harshly. Often, this is traced to old or dirty transmission fluid which a full service should solve. In some cases, the problem may be with the electronic control module for the transmission. Oil leaks are not unknown on the W247, so check under the car or on the ground where it normally parks. The fuel injectors are also somewhat prone to carbon build-up which reduces their efficiency and plays against performance and fuel economy. You should also perform a full and complete check of all the car’s electronic functions before making a decision to purchase. Make absolutely sure that every button and switch does what it is supposed to and run through all the functions of the multimedia system. Don’t forget to check the air-con blows cold and that the cruise-control works properly. The B180 was recalled only once, to warn owners that the emergency call function (after a crash) was potentially not working. A software glitch meant the car may have deactivated this function without the owner knowing. The good news was this recall required no action by the owner, as the software update was to be delivered to the car over-the-air from Mercedes-Benz. This vehicle was not subject to a facelift or other revisions during its lifespan, so there are no 'good' or 'bad' production years. In any case, as with any second-hand car, you should buy on condition, kilometres travelled and – above all else – the service history. Since the B180 was largely reserved for urban duties (and the fact that it’s still a relatively young car) only a handful for sale right now have travelled more than 100,000km, and the vast majority a lot less than that. That makes it a bit difficult to forecast what the useful life of a B180 might be, but you need to consider that the small turbocharged engine works pretty hard and that any car like this can fall victim to slack maintenance and servicing. The other point to remember is that racking up big distances in this model will make it potentially a lot more difficult to move on when it’s time to trade up. There was only one model and trim level offered in the B180 of this era, so there are no real choices to be made in terms of which variant to buy. That said, Mercedes-Benz has always been very keen on extras packages and this car was no different. With that in mind, we’d look for an example with the upgrade from synthetic leather to genuine hide, and what’s called the Vision Pack which included the full-length panoramic sunroof. The B180 was a sub-$50,000 car when it was brand-new, which means prices are getting more reasonable now, but still a substantial outlay for what is a small people-mover. The most affordable examples are now popping up for sale in the high-teens and for that you’ll be buying a car with something like 100,000km on its odometer. A fully loaded B180 with super low kilometres (less than 30,000km) on board will be closer to $30,000 with $35,000 being asked for the very best examples with all the option packs. The M-B brand has been around in Australia for a long time now, and even though its dealer network is not as extensive as some, you’d be surprised at some of the regional centres that do, in fact, boast a Mercedes dealership (the cars were always popular with farmers in the good years). But beyond that, there’s also an extensive network of independent specialists who know their way around the brand and the cars. They can also often supply parts at a lower cost than dealerships. There’s also a huge online supply of M-B parts thanks to its status as an established global brand. Mercedes cars are highly regarded in many countries, meaning there are some good bargains to be had by shopping globally on the internet. The B-Class generally and the W247 B-Class specifically, were never great sellers for Mercedes-Benz in Australia. It’s difficult to know how many were sold overall, but estimates put the number at around 3000 examples.

Wagons are back on the agenda. Mercedes-Benz has just priced its CLA 200 Shooting Brake in Australia as the latest wagon to hit the local market.  The petrol variant starts from $70,800, while the electric variant starts from $72,990, both before on-road costs.  The petrol-powered wagon model is $4300 more expensive than its coupe sibling ($66,500), while the EV is only $790 extra ($72,200) on the coupe variant.  The CLA 200 Shooting Brake is substantially cheaper than the BMW i5 Touring that starts from $219,900. Australian buyers are getting a new suite of wagon choices, with the Audi A6 Allroad ($127,900) and Zeekr 7GT arriving Down Under soon. The new CLA wagon is on sale already and will hit Aussie showrooms in January 2027.  The petrol-powered CLA uses a 1.5-litre four-cylinder turbo-petrol engine, boosted by a 48-volt mild-hybrid system to produce 120kW and 250Nm.  It is front-wheel drive only, with an eight-speed dual-clutch automatic transmission.  The fully-electric CLA 200 is powered by a single rear-mounted electric motor that produces 165kW and 335Nm.  These figures match those on the equivalent coupe variants of the cars. It features less power than the incoming and much-hyped Zeekr 7GT that will have up to 500kW and 710Nm in its highest trim level.  The CLA 200 EV is equipped with a 60kWh lithium-iron-phosphate battery, offering a driving range of 511km, according to WLTP standards.  Its 800-volt platform means it can DC fast charge at up to 320kW, and from 10 to 80 per cent in roughly 20 minutes.  Inside, the CLA 200 has a 14.0-inch central touchscreen and 10.25-inch digital driver display that run on the brand’s latest operating system.  The multimedia display integrates both Microsoft Copilot and Google Gemini to enhance voice control functionality.  The cabin also features a wireless phone charger as standard.  Buyers can option for an additional 14.0-inch passenger display to complete the ‘superscreen’ layout across the dashboard as part of the ‘Premium’ package. The package adds a head-up display and premium Burmester sound system as well.  Elsewhere in the cabin, the seats are wrapped in Mercedes-Benz’s ‘Artico’ synthetic leather, with the front ones heated.  The car comes as standard with a panoramic glass roof, but an optional e-shade ($1600) allows you to toggle the transparency of the glass. 

The 2026 Mercedes-Benz GLB replaces the popular, boxy GLB and EQB models but now it has more tech and represents better value-for-money. The line-up features two mild-hybrid and two electric grades. Like other grades, the flagship GLB350 4Matic has a solid list of standard gear: Keyless entry and start 10.25-inch driver instrument display 14-inch central multimedia touchscreen Google Maps Digital radio Heated and power-adjustable front seats 360-degree camera Head-up display Black synthetic leather Ambient lighting Heated front seats Privacy glass from the B-pillar back Power tailgate Panoramic fixed glass roof Automatic climate control 20-inch alloy wheels Standard safety gear is also extensive and it works well on the road with few interventions. The all-wheel drive GLB350 4Matic ups power and torque to 260kW/515Nm and has a 0-100km/h dash time of 5.5 seconds. The dual-motor GLB350's range is 554km and it uses 17.7kWh/100km of energy. The new GLB uses an 800-volt architecture supporting DC fast charging up to 320kW. Under the right conditions at a high-powered DC charging station, you can technically add up to 260km of range in 10 minutes, according to Mercedes. AC charging capacity is available up to 22kW and there are four regenerative braking modes, as well. Like all grades, the GLB350 has seven seats but Benz says only people up to 171cm tall should sit in the third row. The second row seat base rolls forward and back to make it easier to get into the back row.

Mercedes-Benz is entering a new era in Australia. The fully electric Mercedes-Benz C400 will start from $105,700 (before on-road costs) as the first ever C-Class EV. This means it's $8800 more expensive than the base BMW i3 40xDrive ($96,900), but $7200 cheaper than the flagship i3 50xDrive ($112,900). However, it's $17,900 more expensive than the base petrol-powered C-Class and $7500 more than the plug-in hybrid version. The electric C-Class is available to order now and is due to arrive in showrooms in early 2027. The C400 uses two electric motors to produce 360kW and 800Nm to all four wheels, which means it can complete the 0-100km/h sprint in four seconds. It is equipped with a huge 100kWh battery pack, offering up to 753km of driving range, according to WLTP standards. The BMW i3's base grade offers 710km of range, increasing to 912km in its top grade. Riding on an 800-volt platform, the car can DC charge at up to 330kW, so it can add 325km of range in roughly 10 minutes. DC charging from 10 to 80 per cent is expected to take around 22 minutes. Inside, the C400 has Mercedes-Benz’s standout 'superscreen' across the dashboard. It comprises a 10.25-inch digital driver display, 14.0-inch central touchscreen and 14.0-inch front passenger display. The C400 has over-the-air update capabilities as well as ChatGPT, Microsoft Bing and Google Gemini artificial intelligence agents embedded into the multimedia set-up. Seats are wrapped in the brand’s in-house synthetic leather, to complement a birch wood centre console. Buyers can pay an extra $8200 to add climatised front seats, heated rear seats and a ‘hyperscreen’ that spans the full length of the dashboard. Additional air suspension with intelligent damping control and rear-wheel steering is available for $5200. Look up, and there’s a high-tech panoramic glass roof with individually adjustable segments to control the level of shade allowed into the cabin. The C400's boot capacity is 470L, but its new EV status means there is also now an extra 101L front storage space.

The new 860kW all-electric Mercedes-AMG GT SUV has usurped the Porsche Cayenne Turbo to become the most powerful SUV ever sold in Australia when makes its debut in late 2027 priced from around $260,000 plus on-roads. Arriving just months after the AMG GT 4-Door Coupé touches down (March), the new higher-riding AMG shares the sedan's outrageous triple-motor powertrain and produces an identical 860kW and 2000Nm of torque. Off the line, the AMG GT SUV launches from 0-100km/h sprint of 2.7 seconds and has a 270km/h top speed. Despite its epic output, those blistering performance figures trail rivals like the 850kW Porsche Cayenne Turbo ($259,900) and the 772kW Ferrari Luce ($991,446) that both take a supercar-humbling 2.5 seconds for the 0-100km/h dash, with the Prancing Horse's controversy-courting EV even topping out at a much higher 310km/h. Sharing slightly toned-down design cues with the sedan, the latest AMG GT SUV owes much to the earlier 2022 Vision AMG and last year's GT XX. Like the lower sedan, the AMG GT is the second car to sit on the all-new AMG.EA architecture that allows it to embed the German performance sub-brand's next-generation powertrain technology. Measuring 5084mm long, 2001mm wide and standing 1656mm tall, with a stretched 3040mm wheelbase, the AMG GT SUV is 99mm longer, 21mm broader but 188mm lower than the battery-powered Cayenne wagon it competes with. On the scales AMG's new flagship EV weighs in at 2585kg, which sounds heavy but is 60kg lighter than the Porsche, provided you skip heavy options. The star feature of the AMG GT SUV, like its sibling, is its next-generation powertrain that has been developed with British-based, Mercedes-Benz-owned Yasa, with the SUV packing not one, but three of its pancake-shaped axial-flux motors. Two discus-shaped e-motors that are each 80mm wide drive the rear axle, while a thicker 90mm motor spins up the front wheels. Paired with single-speed transmissions, the triple motors are fed current by a 106kWh (useable) battery that provides for a range of up to 585km on the WLTP test cycle. If you regularly travel further than that, a more energy-dense 128kWh battery is also available that increases the WLTP cruising range to around 700km. The respectable range is combined with 800-volt electrics that provides for ultra-fast DC charging of up to 600kW - 200kW more than a Porsche Cayenne, with a 10 to 80 per cent top-up taking an unbelievably brisk 11 minutes. The catch is finding (and being close to) one of Australia's few megawatt chargers that should have opened by the time the SUV launches. With the bigger 128kWh battery, charging ramps up to 710kW, adding as much as 450km of range in just 10 minutes, although the 10 to 80 per cent refill is a minute longer at 12 minutes. AC charging, meanwhile, is limited to 11kW, with a 22kW charger likely to be added later. Two further powertrains might be on the menu to arrive in Australia later – a triple-motor AMG GT 55 (600kW/1860Nm) and the base AMG GT 53 (400kW/800Nm) that is driven by two conventional e-motors. Coming with the 106kWh power pack, the lesser AMG GT SUV variants have a range of between 668-700km, depending on the wheel/tyre package. Helping it defy physics, the AMG GT gains Benz's latest AMG Active Ride Control+ trick suspension that cancels out body roll while cornering and helps dial back the pitch and dive associated with strong acceleration and braking the Mercedes-AMG is capable of. Enhancing agility is a new rear-wheel steering that pivot the rear wheels up to 6 degrees. Top-of-the-range AMG GT 63 SUVs in Australia will be offered with standard carbon-ceramic brakes on both axles are standard. While others are experimenting with dystopian soundscapes, the AMG GT 63 is said to faithfully reproduce the sound of a proper V8, with it able to mimic Benz icons of the past like the old AMG GT R. For those not in the mood, a quieter 'Balanced' or even 'Silent' soundtrack is also available. Like the sedan, the AMG GT SUV comes with simulated gearshifts via steering wheel paddles. Customised driver displays as well as integrated seat shakers all add to the immersive experience. An AMG Race Engineer feature has been added that, via three rotary controllers in the centre console, allowing you to sharpen or dull the throttle or tweak torque vectoring or the amount of power being sent to the rear wheels. No less than nine levels of traction control intervention and seven driving modes are available, as well as the opportunity to turn off the ESP system completely. Featuring powerdomes, flared arches and oversized wheels, the AMG GT SUV is claimed to reference past AMG models, but the new car gains some trick active aero to keep it stable at high speeds. These include a pop-up roof spoiler that switches to a low-drag position at speeds above 150km/h. If it detects you're pushing hard on your favourite road and it switches to its steepest angle for maximum downforce to enhance traction. Vertical slats in the bumper, meanwhile, remain closed to minimise drag but open when the e-motor and battery need extra cooling. Inside, you sit low for an SUV to create a sportier driving position. Ahead of a driver is a 10.2-inch digital cluster, plus a large 14.0-inch infotainment that is angled towards the driver. A second 14-inch display is available for the passenger. All the tech runs the brand's newest MB.OS software which, as well as three AI assistants (ChatGPT, Bing, Gemini) also offers an AMG Performance menu that shows the active aero working, broadcasts the energy flowing from axle to axle and even shows you how to bring the tyres and brakes up to their optimum temperatures on track. Once ready, there's then a digital lap timer designed by IWC. If you need help finding a corner's apex, there's also the AMG Track Pace that's claimed to be akin to having a professional coach onboard. Augmented reality then superimposes the racing line from saved laps to help you nail the perfect lap. Bolting the driver and co-pilot in place are heavily bolstered AMG Performance bucket seats that are combined with a pair of big AMG Performance steering wheel paddles. Despite a rakish silhouette, the AMG GT SUV gets rear seats that offer decent head- and legroom, while a full-width panoramic roof bathes the cabin in light and can switch to opaque at the switch of a button. Since many will expect it to play the family wagon, as well as plenty of space within, there is a decent 607 litre boot, which expands to 1740 litres with the second row folded. Up front, there's even a respectable 78-litre frunk to stow cables. Available in up to 60 Manufaktur hues, special finishes apply to colour accents for the forged alloy wheels and even the seatbelts for those who love the idea of planning to making their AMG GT SUV unique. Mercedes-Benz Australia says ahead of its launch in late 2027 it is too early for pricing and specification for the AMG GT 63, with an announcement expected closer to its debut, as well as an update on whether we'll also see the AMG GT 55 and the entry AMG GT 53.

The 2026 Mercedes-Benz GLB follows the successful formula of the original GLB and its electric EQB sibling. It's still boxy and spacious for a smaller SUV but now has way more tech and represents better value-for-money. The line-up features two mild-hybrid and two electric grades. The most affordable EV is the GLB250+ front-wheel drive. It's about $14,000 cheaper than the equivalent previous EQB grade and has a solid list of standard gear. Keyless entry and start 10.25-inch driver instrument display 14-inch central multimedia touchscreen Google Maps Digital radio Heated and power-adjustable front seats 360-degree camera Head-up display Black synthetic leather Ambient lighting Heated front seats Privacy glass from the B-pillar back Power tailgate Panoramic fixed glass roof Automatic climate control 20-inch alloy wheels Standard safety gear is also extensive and it works well on the road with few interventions. The rear-drive GLB250+ delivers 200kW/335Nm and hits 100km/h from zero in 7.4 seconds. The GLB250+ uses a 85kWh (useable energy) nickel manganese cobalt (NMC) battery delivers driving range of 570km and energy efficiency is 15.5 kilowatt hours per 100km. The new GLB uses an 800-volt architecture supporting DC fast charging up to 320kW. Under the right conditions at a high-powered DC charging station, you can technically add up to 260km of range in 10 minutes, according to Mercedes. AC charging capacity is available up to 22kW and there are four regenerative braking modes, as well. Like all grades, the GLB250+ has seven seats but Benz says only people up to 171cm tall should sit in the third row. The second row seat base rolls forward and back to make it easier to get into the back row.

Mercedes-Benz has combined its GLB petrol and EQB electric models into one for the second-generation version. It is still boxy and offers space for seven, but is now heavier on Benz's latest tech. The line-up features two mild-hybrid and two electric grades, with the GLB220 4Matic (all-wheel drive) the pricier mild-hybrid. It's more affordable than the model it replaces and features a much greater level of standard gear than its predecessor. On top of the standard kit from the GLB200, the 220 adds: A ‘transparent’ bonnet Terrain mode Nappa leather sports steering wheel Suspension with adjustable damping AMG Line and Night Package styling 20-inch AMG multi-spoke alloy wheels Both mild-hybrid versions of the GLB are powered by a 1.5-litre four-cylinder turbo-petrol engine with 48-volt mild-hybrid tech that includes a 1.3kWh lithium ion battery. The all-wheel drive GLB220 4Matic gets a power and torque boost to 140kW/300Nm for a 7.5-second 0-100km/h time. Both petrol grades use an eight-speed dual-clutch automatic transmission. It sips 6.5L/100km, just 0.4L more than the 200. Standard safety gear is extensive and it works well on the road with few interventions. Like all grades, the GLB220 4Matic has seven seats but Benz says only people up to 171cm tall should sit in the third row. The second-row seat base rolls forward and back to make it easier to get into the back row.