Tag Archives: SUV

NEW CARS

Mercedes-AMG Refreshes the GLE 53 Ahead of a Critical 2027 Showdown

Mercedes-Benz is in the middle of a creative changing of the guard. Longtime design chief Gorden Wagener—arguably the single most influential stylist the brand has had in the modern era—has announced he’s stepping down after nearly three decades. His fingerprints, however, aren’t coming off the sheetmetal anytime soon. One of the next reminders arrives with the refreshed Mercedes-AMG GLE 53, due in 2026 as a 2027 model-year SUV.

If this feels like déjà vu, that’s because it kind of is. The fourth-generation GLE dates back to 2018, with the AMG 53 performance variant following a year later. It already received a mid-cycle refresh for 2023, but in today’s hyper-competitive luxury-SUV arms race, “recently updated” ages about as well as last year’s smartphone. Mercedes knows it needs to keep pace—not just within its own lineup, but against an oncoming wave of newer, sharper rivals.

So yes, the GLE is getting another facelift. And no, Mercedes isn’t pretending it’s anything more than that.

The most obvious change will be the lighting signature. By the time this refreshed GLE hits the road in fall 2027, Mercedes’ star-shaped daytime running lights will be everywhere. What began as a clever design flourish on the rear of the E-Class has quickly turned into a full-blown brand identifier, now spreading to both ends of facelifted models across the lineup—including AMG variants. Think of it as Stuttgart’s answer to BMW’s angel eyes, only more literal.

Between those new starry DRLs sits a revised grille that’s expected to do what modern luxury grilles do best: get bigger. While camouflage hides the final details for now, the word is that the new opening will be noticeably larger than the current GLE’s and may borrow cues from the recently revealed electric GLC with EQ Technology. If that’s the case, expect a more upright, more assertive face—one that leans harder into presence than subtlety.

Notably, the updated grille will finally wear a proper frame. The current GLE, AMG or otherwise, goes frameless up front, which has always felt a little unfinished in a segment obsessed with visual gravitas. This change alone could significantly alter how substantial the GLE looks in your rearview mirror.

There will be the usual facelift fare as well: revised bumpers, fresh wheel designs, and small detail tweaks meant to distract from the fact that the underlying sheetmetal is unchanged. That’s the nature of a mid-cycle update—especially one layered on top of an earlier refresh. Mercedes isn’t rewriting the GLE’s design story here; it’s just editing for relevance.

Under the hood, don’t expect reinvention either. The AMG GLE 53 will almost certainly carry over its mild-hybrid 3.0-liter turbocharged inline-six. In current form, the setup makes 429 horsepower (435 metric), delivered with the smooth, muscular character AMG has largely perfected in this configuration. That said, history suggests the engineers in Affalterbach won’t be able to resist squeezing out a few extra ponies before the 2026 debut. Whether that comes from revised software, mild hardware tweaks, or a more aggressive hybrid assist remains to be seen—but incremental gains are all but guaranteed.

And incremental might not be enough.

The real pressure isn’t coming from within Mercedes’ own lineup; it’s coming from Munich. BMW’s next-generation X5, internal code G65, is scheduled to launch in 2026 as a 2027 model-year vehicle—the same timing as the refreshed GLE. Unlike Mercedes, BMW is starting fresh. The new X5 will usher in the brand’s Neue Klasse design language, and an M60 performance variant is already in the pipeline.

Translation: newer platform, bolder styling, and a clear performance halo.

Against that backdrop, the GLE’s age becomes harder to hide, no matter how clever the lighting graphics or how large the grille grows. Mercedes will need every visual trick—and every extra horsepower—to keep the AMG GLE 53 from looking like yesterday’s news parked next to BMW’s all-new contender.

Still, there’s something to be said for maturity. The GLE remains a known quantity: comfortable, quick, and unmistakably premium, with AMG’s inline-six offering real-world performance that feels more usable than headline-grabbing specs suggest. This refresh isn’t about stealing the spotlight—it’s about staying in the conversation.

And in a segment where loyalty runs deep and design sells almost as much as performance, that might be enough to carry Mercedes-AMG through the next round of the luxury-SUV heavyweight bout.

Photos: SH Proshots

News

Alpine Hints at Larger Electric SUV

Alpine is entering a period of rapid expansion, and the scale of its ambition is becoming increasingly clear. Over the next few years, the French performance brand will roll out a string of electric models, starting with the A390 mid-size coupe-SUV, followed by an all-electric A110 sports car and the A310 2+2 coupe. Beyond those confirmed arrivals, the roadmap becomes less defined, but Alpine’s long-term goal remains firm: a seven-car EV line-up, with room at the top for a potential flagship SUV.

That possibility was strongly hinted at during the 2025 Goodwood Festival of Speed, where Alpine’s head of design, Antony Villain, spoke to Auto Express. “We need something for the D and E segment,” he said – a clear indication that Alpine is considering a larger, range-topping model to sit above the recently revealed A390.

A Bigger Alpine, But Not at Any Cost

At the A390’s launch, Alpine CEO Philippe Krief offered further insight into how the company’s thinking has evolved. While there are still no confirmed plans for a US market entry, it remains firmly on Alpine’s radar. If that move were to happen, Krief admits that the electric A110 alone might not be sufficient to support dealers and partners in such a competitive market.

“We will be ready to go to the US with APP,” Krief explained, referring to Alpine’s new Alpine Performance Platform. “We need to go to the US with A110 because this is the heart of Alpine. But in the US, maybe, it won’t be enough… maybe we need to have something more.”

That “something more” was once envisioned as a large SUV, but Alpine is now reassessing what form a US-focused model should take. The priority, Krief stresses, is volume – but never at the expense of brand identity. “We certainly need a model with higher volumes, but don’t want to make the mistake of going to the US with a big car that is outside the DNA of the brand.”

Redefining the SUV Formula

Alpine itself is reluctant to label the A390 as a conventional SUV, preferring the term “sports fastback”. The description fits: the car is only a centimetre taller than the A290 hot hatch, with a sweeping roofline and muscular haunches that prioritise style and driving engagement over outright interior space. With up to 464bhp from its tri-motor, all-wheel-drive set-up, the A390 represents Alpine’s interpretation of what a larger performance EV should be.

That philosophy could carry over to a future flagship, potentially badged A590. Krief sees the A390 as proof that Alpine can offer an emotional alternative to the mainstream SUV template. “The A390 feels like an SUV that is completely different,” he said. “If we are not able to do a car with this kind of feeling, we won’t do the car.”

Where the A590 Would Fit

While unconfirmed, the A590 name would align neatly with Alpine’s current naming strategy. Models ending in ‘90’ fall under the brand’s internal “Versatility” family, which includes the A290 and A390, while the more purist “Iconic” cars – such as the A110 and future A310 – carry ‘10’ suffixes.

Technically, the path forward is less straightforward. Unlike the electric A110, which will sit on the bespoke APP platform, the A390 uses a heavily modified version of Renault’s AmpR Medium architecture, shared with cars like the Scenic, Megane and Nissan Ariya. In its current form, this platform tops out at around 4.6 metres in length, which could limit how far Alpine can stretch it for a true D- or E-segment SUV.

A potential A590 would need to take on heavy hitters such as the BMW iX, Lotus Eletre and the upcoming Porsche Cayenne EV – all of which push close to the five-metre mark. Renault has previously suggested the platform could support up to seven-seat vehicles, but whether it can realistically underpin a full-size flagship remains an open question.

Design Consistency, Driver Focus

What is certain is that Alpine intends to maintain a strong and recognisable design identity across its EV range. Expect the brand’s signature quad-headlight ‘V’ motif, a curved rear window inspired by a crash helmet visor, and a flowing roofline to continue. The dramatic Alpenglow hydrogen hypercar concept offers a glimpse of how this language will evolve, with future models set to borrow more of its visual drama.

Inside, Alpine is equally determined to stand apart. While newer models like the A290 and A390 have embraced larger screens, the brand remains committed to driver focus and usability. “Alpine drivers want to focus on driving and you don’t want screens everywhere,” Villain said, emphasising that physical buttons will continue to play a key role. “Buttons are important for Alpine… our cars will have lots of physical buttons.”

The Bigger Picture

A flagship Alpine SUV is far from confirmed, but the intent is clear. As the brand expands beyond its lightweight sports car roots, it is carefully exploring how to grow without diluting what makes an Alpine an Alpine. If an A590 does arrive, it won’t be about chasing trends or simply going bigger – it will be about proving that even at the top of the range, driving emotion still comes first.

Source: Alpine

NEW CARS

Toyota C-HR+: Pricing Revealed for the Brand’s New Electric C-Segment SUV

Toyota’s product rollout over the past year has been impressively broad. While attention has often been grabbed by the wild GR GT supercar concept, the Japanese brand has quietly strengthened its mainstream line-up with a series of family-focused models. Alongside the new Urban Cruiser, an updated bZ4X and the arrival of the all-electric C-HR+, Toyota is making it clear that electrification is no longer a side project.

Now, pricing for the C-HR+ has been confirmed, with UK sales commencing on 6 January.

Despite sharing its name with the familiar hybrid and plug-in hybrid C-HR, the new C-HR+ is effectively an entirely different vehicle. Under the skin it has little in common with its combustion-based siblings, instead giving Toyota a direct entry into the electric C-segment SUV class. That puts it up against key rivals such as the Skoda Elroq, Kia EV3 and Renault Scenic E-Tech.

Prices start at £34,495 for the entry-level Icon trim. This version is fitted with a 57.7kWh battery, delivering a claimed maximum range of 284 miles. Stepping up to the Design grade costs £36,995 and brings with it a larger 77kWh battery, extending the range to up to 376 miles. At the top of the range sits the Excel, priced from £40,995, which uses the same battery and offers the same range as the Design but adds a more generous standard equipment list.

Even in Icon form, the C-HR+ is well specified. Standard kit includes 18-inch alloy wheels, an 11kW onboard charger, and a familiar digital layout combining a seven-inch driver’s display with a 14-inch central touchscreen, also seen in the updated bZ4X. Inside, buyers get fabric and synthetic leather upholstery, a heated steering wheel and not one but two wireless smartphone charging pads.

The Design trim, which we’ve already driven, builds on this with the larger battery, an electric tailgate, tinted rear windows and the option of eye-catching 20-inch alloy wheels. Choosing the range-topping Excel brings further upgrades such as a 22kW onboard charger, powered driver’s seat adjustment, synthetic suede and leather upholstery, and an exterior parking camera. Additional safety systems are also included, notably front cross-traffic alert and lane change assist. Buyers can further enhance the Excel with an optional Premium Pack, which adds a JBL sound system and a panoramic sunroof.

Within Toyota’s growing EV line-up, the C-HR+ sits neatly between the Urban Cruiser and the larger bZ4X. It uses the same e-TNGA platform as the latter, despite its more compact footprint.

Measuring 4,520mm in length, the C-HR+ is 40mm longer than a Skoda Elroq, although the comparison doesn’t entirely favour the Toyota. The Elroq’s more upright shape allows for a significantly larger boot, offering 470 litres compared to the C-HR+’s 412 litres, a compromise brought about by Toyota’s coupe-inspired roofline. Despite being around 150mm longer than the hybrid C-HR, the electric model doesn’t feel especially spacious inside, particularly when judged against class leaders like the Skoda.

Powertrain options are broad. The entry-level C-HR+ uses a 165bhp front-mounted electric motor paired with the smaller battery. Models equipped with the 77kWh pack can be specified either with a 221bhp front-wheel-drive setup or a 338bhp dual-motor all-wheel-drive system, shared with the most powerful version of the bZ4X.

Performance figures reflect this range of outputs. The least powerful version completes the 0–62mph sprint in 8.4 seconds, while the more potent front-wheel-drive model cuts that to 7.3 seconds. Toyota hasn’t yet published official figures for the dual-motor C-HR+, but given that the bZ4X achieves 0–62mph in 5.1 seconds with the same hardware, a sub-five-second time seems likely for the smaller and lighter C-HR+.

Interestingly, despite offering all-wheel drive, the C-HR+ doesn’t inherit the X-Mode system found on the bZ4X and Subaru Solterra, which provides tailored settings for low-grip and off-road conditions.

Charging technology mirrors that of Toyota’s larger electric SUV. Battery pre-conditioning is now standard, either activated manually or automatically when a charging stop is set in the navigation system. Peak DC charging power is rated at 150kW, allowing a 10–80 per cent recharge in around 28 minutes. While not class-leading, it’s competitive enough for the segment.

With sharp styling, competitive range figures and a clear position in Toyota’s expanding EV portfolio, the C-HR+ looks set to become a key player in the brand’s electric future—provided buyers can overlook its tighter interior packaging when compared to some of its rivals.

Source: Auto Express