World premiere of the GLC EQ: Mercedes electrifies its bestseller

It was almost exactly seven years ago that Mercedes got serious about electric mobility. After several electric A- and B-Class models, the Stuttgart-based company unveiled the EQC 400 in early September 2018 – an electric SUV and the first model under the new EQ sub-brand. Based on the combustion-powered GLC, the EQC featured an electric drive system, a closed black grille and rounded design – setting the tone for upcoming EVs until 2025.

However, the EQC was not a great success, and after only around four years of production, it was discontinued in spring 2023. Just a few weeks after the EQC, Audi had presented its electric SUV e-tron quattro, which outsold the Mercedes thanks to its larger battery – though the e-tron itself is now history. While Audi has long since launched the Q6 e-tron in the mid-range SUV segment, Mercedes is now following up with the new GLC with EQ technology. But as in 2018, there is another important SUV premiere happening at the same time: on Friday, BMW unveiled its new mid-range SUV with electric drive, the iX3 50 xDrive.

Before we move on to a brief comparison of data, let’s first take a look at the GLC itself: while the name is familiar, the new GLC shares no technical basis with the combustion SUV. This reflects Mercedes’ new strategy: instead of separating EQ models with distinct names and design language, the electric and ICE cars are moving closer together. They carry the same name (with the suffix “with EQ technology” for EVs), look similar, but use different platforms – to better exploit the respective advantages of each drivetrain.

In the first half of 2025, the combustion engine GLC was Mercedes’ best-selling model. From this perspective, it makes sense to derive an electric version from the same concept and design rather than differentiate it. “Extensive customer feedback from all over the world shaped the development of the electric GLC from the outset,” is how Mercedes describes the process. “Reliable, elegant and unmistakably a GLC, it takes everything that Mercedes-Benz customers value to a new level.”

The new electric GLC therefore marks a new step for Mercedes EVs, but it remains instantly recognisable as a Mercedes – without a major design shift. The Stuttgart-based company refers to a “refined design language,” but essentially means the combustion engine design. With the teaser-revealed grille, the electric GLC adopts a more dominant front than its combustion counterpart – even though such a large cooling surface is not technically needed. From the front, the electric GLC clearly sets itself apart. From the side and rear, however, it looks like a typical new Mercedes: the rounded forms recall the EQE SUV, while the round tail lights pick up on design cues from the new CLA – though here with four units instead of two.

One variant at launch with 94-kWh battery

Enough about design – at electrive we focus on the drivetrain. The GLC with EQ technology sits on the new MB.EA-M platform for the midsize segment. Unlike the MMA of the new CLA, which also allows hybrids, MB.EA-M is a dedicated EV platform – with a separate combustion GLC offered in parallel. Still, the new Mercedes platforms are designed to share technology modules. For example, the rear-axle drive unit introduced in the CLA, named EDU2.0, also features in the GLC.

On the eve of the IAA, Mercedes presented the GLC 400 4MATIC with EQ technology. t features dual-motor all-wheel drive with 360 kW of system output, using permanently excited synchronous motors at both axles. The unit is paired with Mercedes’ own two-speed transmission at the rear and a decoupler at the front to enable the PSM to be switched on or off as required. With this drive system, the GLC can accelerate from 0 to 100 kph in 4.3 seconds and reach a top speed of 210 kph. As with the CLA, the two-speed transmission on the rear axle is designed to ensure that the GLC is both dynamic to drive and as efficient as possible on the road. Mercedes quotes (provisional) WLTP consumption of 14.9-18.8 kWh/100km, depending on the equipment.

The underbody houses a battery with a system voltage of 800 volts, based on prismatic cells. With a net energy content of 94 kWh, a range of up to 713 kilometres is possible according to WLTP (again, provisional) – in real terms, this should be around 500 kilometres, depending on driving style. Peak charging power at a DC fast charger reaches 330 kW, allowing a 10 to 80 per cent charge in 22 minutes – a clear improvement over both the EQC and the larger EQE SUV. AC charging comes with 11 kW as standard, with a 22 kW onboard charger available as an option. The electric GLC is also “prepared” for bidirectional charging – technically ready, but concrete services will follow later. Mercedes relies on a DC-based solution rather than AC.

After issues with the first 800-volt Mercedes, the CLA, around charging at 400-volt stations, Mercedes has acted on customer feedback. A DC/DC converter will now be fitted “depending on market”, enabling charging at 400-volt fast chargers. The CLA initially lacked this feature, even though many but not all HPCs support 800 volts – Tesla Superchargers, for example, operate at 400 volts.

Heat pump comes as standard

While driving, the battery can recuperate up to 300 kW under braking. According to Mercedes, means that in daily use, up to 99 per cent of deceleration is electric. o provide a “consistent, confident brake pedal feel” when blending recuperation and mechanical braking, Mercedes has developed a new “One Box” brake system. It calculates maximum recuperation and minimises brake disc use on every stop. Drivers can select three levels of recuperation strength or hand control over to the intelligent automatic mode.

Every GLC comes with a multi-source heat pump as standard. It uses waste heat from the drivetrain and battery, as well as ambient air, to heat the interior as efficiently as possible. This is intended to ensure “high thermal comfort” even in winter without reducing the range – because the electricity is needed for heating. This system also controls the battery preconditioning, which is designed to enable high charging capacities in many situations.

The chassis is designed to offer both comfort and dynamics, depending on the situation. For this, the GLC uses the air suspension technology that Mercedes otherwise installs in the S-Class. “The continuously adjustable damping system offers the perfect balance between long-distance comfort and sporty agility,” Mercedes says. With optional rear-axle steering of up to 4.5 degrees in both directions, the electric SUV should feel agile in corners, stable on motorways – and noticeably easier to manoeuvre when parking.

Plenty of space and up to 2.4 tonnes of towing capacity

The electric platform of the GLC with EQ technology brings not only technical advantages but also interior benefits. The EV offers more space than the combustion GLC – thanks not only to its 84-millimetre longer wheelbase, but also to its greater overall length. At 4.85 metres, the electric GLC is 13 centimetres longer. Both rows of passengers benefit from increased head- and legroom. Boot space rises to 570 litres, or up to 1,740 litres with seats folded. A front boot adds another 128 litres (100 litres by VDA standard). And if that is still not enough: the GLC 400 4MATIC can tow up to 2.4 tonnes – sufficient for caravans, boats or horse trailers. With a drawbar load of 100 kilograms, the tow bar also accommodates multiple e-bikes on a rack.

Inside, the new MBUX Hyperscreen dominates the cabin. Unlike in the EQE and EQS, it is no longer slightly tilted and bulky, but runs across the full width of the car at a consistent height. The 39.1-inch panel is now one continuous display – previously it was one piece of glass covering three separate screens. Alongside its size, it stands out with high resolution and the fourth generation of MBUX software. Also relevant today: beneath the Hyperscreen in the centre console, there are not only cup holders but also two inductive charging trays for smartphones.

With special background motifs on the display, embedded in eleven “styles” with matching colours for the instruments and ambient lighting, Mercedes aims to create a “holistic driving and spatial experience.” also contributes: its transparency can be adjusted in nine segments. “At night, the optional ambient lighting delivers a breathtaking wow effect. 162 stars are integrated into the glass surface and can be illuminated – a truly magical experience,” says Mercedes.

What Mercedes will charge for these wow effects remains open – the GLC 400 4MATIC offers plenty, but will likely come at a high price. The new model is scheduled to launch in the first half of 2026, though Mercedes has not been more specific. BMW could, but does not have to, beat Mercedes to market: the first deliveries of the iX3 50 xDrive are planned for March 2026. Unlike Mercedes, BMW has already announced pricing: the iX3 50 xDrive will start at €68,900.

Data comparison: GLC 400 4MATIC vs. iX3 50 xDrive

Following the world premieres of both electric SUVs, the data show surprising similarities. At 4.78 metres, the iX3 is seven centimetres shorter and also has a shorter wheelbase at 2.90 metres compared to 2.97 metres – the height and width differ only minimally. BMW specifies 345 kW of system power for the iX3, Mercedes 360 kW – but with different motor technologies in each case. The iX3 uses a separately excited synchronous motor on the rear axle and an asynchronous motor at the front (you can read all the details here). Mercedes has not yet announced the maximum torque, while BMW specifies 645 Nm.

Both models rely on 800-volt technology, but use different battery concepts – BMW integrates round cells directly in the battery pack, while Mercedes relies on prismatic cells, which are initially grouped into modules. The result: although the BMW has less space between the axles, it offers more energy with a net 108.7 kWh than the Mercedes with a net 94 kWh. That translates into a WLTP range advantage: up to 805 kilometres versus 713. With a peak of 400 kW instead of 330 kW, BMW also offers higher charging power. However, for the usual standard charging process from ten to 80 per cent, the difference is only one minute, although the BMW recharges more energy here due to its larger battery.

For those who value practicality over charging times, the Mercedes has the edge: not only does it offer 50 litres more boot space and a much larger frunk (the BMW only provides 58 litres), it also has higher towing capacity. While the iX3 is limited to two tonnes and 80 kilograms drawbar load, the GLC manages 2.4 tonnes and 100 kilograms.

Both models therefore offer advantages and disadvantages that will ultimately shape customer demand – alongside pricing, of course.

Source: Information via e-mail (in German)

This article was first published by Sebastian Schaal for electrive’s German edition.