The verdict: As long as you have consistent access to a charger to make full use of its 54 miles of EPA-rated electric range, the 2025 Mercedes-Benz GLC350e is one of the more compelling luxury plug-in hybrids available.
Versus the competition: For the moment, the GLC350e has the best electric driving range in its class, beating the Audi Q5 plug-in, the Lexus NX 450h Plus and Volvo’s XC60 Recharge — and it’s still competitively priced.
I try to split my use of a test car evenly between the automaker’s intended use and what I perceive to be the most common actual use. Outside of standard sedans and SUVs, this is a folly; I wouldn’t know how to hitch a gooseneck trailer to a dually if you offered me the truck as a prize. In the case of the new 2025 Mercedes-Benz GLC350e, though, I reckon I know exactly how folks will use the brand’s newest plug-in hybrid.
Related: Mercedes-Benz GLC350e PHEV Starts at $61,050, Gets 54-Mile Electric Range
PHEVs have garnered a bit of a bad rap in some pro-EV circles, with critics calling them overcomplicated half-measures to full electrification and claiming that most owners never plug theirs in, either overnight or while out for errands, and thus burn more fuel than the EPA estimates. Finding hard data on this is iffy; some brands, like Kia, report high plug-in rates, while some broader studies indicate the percentage is fairly low.
Charging Challenges
Drivers who live in an apartment or condo that doesn’t allow for consistent overnight charging, for example, are unlikely to bother topping that battery up with any sort of frequency (ask me how I know). And in the case of the new GLC350e, that’s a shame: Brimming its 23.3-kilowatt-hour battery returns up to 54 miles of EPA-rated electric-only range, with a lofty top electric speed of 87 mph.
I planned to cycle at least two full charges through the GLC’s battery during my test starting from the first day, when I received a test vehicle with a 95% state of charge. When there’s appreciable battery-only range to be utilized, every ignition cycle defaults to electric-only drive mode; Hybrid and Battery Hold modes are available, as are Comfort, Sport and Off-Road profiles. I spent my first two days with this Mercedes in electric serenity, whooshing around town and generally enjoying the GLC’s marshmallowy ride and mostly upscale appointments.
The battery finally burned off halfway to a burrito, and the GLC’s turbocharged 2.0-liter four-cylinder engine took over. It was hardly a jarring experience: The engine is well isolated; it’s no more intrusive than the four-cylinder engine in the gas-only GLC300. I drove the GLC350e another 60 or so miles after that, until the night before I left on a 110-mile cruise down to San Diego, at which point I planned to put at least an 80% charge in it to maximize efficiency — and, again, to use it like I presume an owner would.
Ever-Excruciating Electrify America
As a chronic apartment dweller, I’m restricted to public chargers, and let me be real — that’s a pain in the ass even here in the EV La La Land of Southern California. If you attempt to plug in any time other than the early, early morning or very late-night hours, you can expect a queue at least three cars deep at your nearest Electrify America charger. I planned my charge sesh for just after midnight the evening prior to my departure.
Mercedes claims a max DC fast-charge speed of 60 kilowatts, taking the battery from 10% to 80% in 30 minutes. That should have been no problem for the 250-kW station where I parked (which was the only unoccupied charge bay at midnight), only to discover the rate wouldn’t budge above 20 kW. That translated to an hour-and-change estimate to get to 100%. Insult was added to injury when the charger kicked me off without reason after just 15 minutes, and all of the other chargers were still occupied (at 12:30 a.m.!). At that point I gave up and headed home with just 8 miles of electric range. This was almost unequivocally Electrify America’s fault and not the Mercedes’, but I was now forced to complete the road trip solely in hybrid mode.
A Different Type of Range Anxiety
Now, this isn’t the use case of most GLC350e owners — at least, I hope not. Adding a battery to this Mercedes hasn’t affected its power, refinement or drivability, though the 350e’s 13-gallon fuel tank is understandably smaller than the 300’s 17.4-gallon tank. This meant that at highway speeds, I saw a total cruising range of no more than 370 miles — a far cry from the GLC300’s hypothetical 539-mile highway range. That’s an ideal figure, of course, but it’s not uncommon to get 500 miles of range from a non-hybrid SUV on a road trip.
Is this coming off a bit persnickety? Maybe, but consider this: The GLC350e is EPA-rated 25 mpg combined when its gas engine is operating, and after driving 110 miles to San Diego and then driving in the city all weekend, I had to fill up the tank before heading home because I was concerned I wouldn’t be able to make it on the fuel I had.
This is not an indictment of the GLC350e, but consider it a warning: It doesn’t make much sense to purchase a GLC PHEV over a GLC300 if you’re not going to plug it in at least once or twice a week. The math only checks out when you use it as Mercedes intends.
Typical Mercedes-Benz
From a holistic perspective, I found the 350e worthy of both its Mercedes badge and its as-equipped $70,150 price tag (prices include destination). It might sit squarely in the middle of Mercedes’ non-EQ, non-AMG SUV lineup, but it’s a notable step up in materials quality and presentation over the mid-level, $51,000 GLB250 that I drove a few weeks prior. In hybrid mode with at least a nominal state of charge, the GLC350e’s combined system output of 313 horsepower and 406 pounds-feet of torque felt more focused on merging confidence than on outright performance, and this SUV felt no less capable in hybrid mode with a flat battery. Mercedes cites a 0-60 mph time of 6.2 seconds for the GLC350e.
Everything else is where you left it in the gas-only GLC, including a high-fidelity 12.3-inch digital driver display and an 11.9-inch center infotainment touchscreen with, of course, wireless Apple CarPlay and Android Auto. Outside of some occasionally frustrating nested menus, the wood-and-leather-lined cabin is a lovely place to wick away the miles, especially in full EV mode.
Happily Hybrid
Regenerative braking was particularly powerful; Mercedes states a recuperation peak of 100 kW. Two levels of regen braking are available via “shift” paddles on the steering wheel; in the system’s most aggressive setting, predictive logic increases regen based on the behavior of the traffic ahead. When coasting to a stop, for instance, resistance noticeably increases the closer you get to another car.
Brake blend (the balance between the regenerative function and the physical brakes) is excellent, as is the GLC350e’s steering and smooth nine-speed automatic transmission. It’s exactly as expected and will make existing Mercedes customers and those familiar with the brand’s modern models quite happy.
The 2025 Mercedes-Benz GLC350e impresses — if and only if it’s effectively used as a PHEV. With 54 miles of electric range you can go two, three or more days without plugging in, and its driving experience provides the best of both powertrain worlds. Just make sure the regular GLC300 isn’t a better fit for your lifestyle.
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