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Mercedes-Benz’s crucial new electric GLC has entered the final stages of development ahead of a public debut at the Munich motor show in September.

Stuttgart has released new official pictures of its rival to the upcoming BMW iX3, which marks not only the company’s next step in electrification, but also serves as the first passenger car model to introduce a bold new design language.

At the heart of the design shift is a taller, more upright grille, inspired by historic models like the Ponton - the predecessor to today’s E-Class. Mercedes-Benz design boss Gorden Wagener says the move is about giving future models “a strong identity” at a time when many electric cars are beginning to look alike.

“Our grilles will remain a key identifier, but they will become taller and more prominent,” he told Autocar, explaining his ambition to lift Mercedes's new-generation cars from the "sea of sameness".

Ideas previewing the new design lineage, which will introduce an illuminated grille frame among other new cues, were first previewed with the Vision V show car at the Shanghai motor show in April.

As well as ushering in a new design, the electric GLC will also be the first model based on Mercedes's new MB-EA platform – a dedicated electric car structure that will also form the basis of the upcoming electric C-Class. It supports an 800-volt electric architecture, with an expected maximum charging speed beyond the 320kW of the new, MMA-based CLA saloon.

Mercedes officials have confirmed the electric GLC – successor to the discontinued Mercedes EQC SUV – will receive a 94.5kWh battery and up to 435 miles of range (WLTP) in rear-wheel-drive form.  

Standard electric GLC models will use either a single motor rear- or dual-motor four-wheel drive powertrains – the latter of which is set to offer up to 482bhp. An AMG performance flagship due in 2027 will receive axial-flux motors and up to 600bhp, according to sources at the German car maker.

Mercedes-Benz GLC: prototype for crucial new EV driven

The GLC has regularly been Mercedes' best-selling model since its introduction in 2015, and it's hoped that the GLC EV can leverage the equity already built by the moniker and be a catalyst for Mercedes’ EV sales.

The strategy also streamlines development and production, a crucial consideration as Mercedes-Benz seeks to cut costs as it scales up its number of electric models.

While the CLA is first to follow the new multi-powertrain strategy, with both the EV and ICE variants due on sale this year, the GLC EV is the first car to arrive alongside a sibling that's already on sale with petrol, diesel, and plug-in hybrid powertrains.

Such is the importance of the new GLC EV, given its status as a rival to the Audi Q6 E-tron, BMW iX3 and Porsche Macan Electric, that it's set to headline Mercedes’ display at the Munich motor show in September.

An early 2026 launch is pencilled for the UK.

The GLC EV is the first model to use Mercedes' new MB.EA platform – a dedicated EV platform that’s also planned to underpin the upcoming electric version of the C-Class saloon and junior G-Class off-roader, both set to be revealed in 2026.

It's also the first model to use Mercedes' eATS 2.0 drivetrain, as previewed by the Vision EQXX engineering concept in 2023. In its most potent dual-motor, four-wheel-drive form, it will offer up to 483bhp. A single-motor, rear-wheel-drive model with 268bhp is also under development.

Power is drawn from a 94.5kWh nickel-manganese-cobalt (NMC) battery, which is claimed to deliver a range of over 404 miles.

It all operates on a new 800V electrical architecture that provides a charging speed of up to 320kW. This is good for a 162-mile recharge in 10 minutes.

Efficiency is further boosted by a new heat pump, which is not only significantly more effective than the system in use today but also far more compact.

This has allowed Mercedes to integrate a 100-litre frunk in addition to a 560-litre rear boot, providing the GLC EV with even greater luggage space than the ICE GLC on sale today.

Additionally, Mercedes has developed a sophisticated new brake energy recuperation system, dubbed One Box. Unlike in traditional braking systems, the brake pedal is decoupled from the physical braking system, with computers calculating how much regen and how much physical disc should be used for the desired braking levels.

Dominik Voogdt, head of overall vehicle engineering for the GLC EV, describes this new braking system as a “game-changer” for overall efficiency.

The Galtispuoda Pass: a test of grit and grip

For my first drive of the GLC EV, Mercedes has brought me to the Galtispuoda mountain pass, just outside Arjeplog in Sweden’s Arctic north. This winding, snow-covered mountain road is a relentless test of a car’s mettle. It’s got it all: steep inclines, precipitous descents, fast open bends and sharp hairpins – all with surfaces that, at this time of year, shift unpredictably from compacted snow to sheer ice and back again before you realise.

With a heavy cloak of disguise covering the prototype’s dashboard and other areas, we can’t say much about the interior design yet, except that it departs quite radically from that of the ICE GLC models, which are likely to adopt it, along with a new pillar-to-pillar display panel and other digital developments, including the new MB.OS operating system, as part of a mid-life facelift before the end of next year.

That said, the driving position and ergonomics all feel familiar, with typical Mercedes refinement and attention to detail. A large glass roof floods the cabin with natural light, while a longer wheelbase than ICE GLC models (a benefit of the EV's MB.EA platform) provides additional space, much of which has been allocated to extending rear-seat leg room. It’s very roomy, noticeably so in the back.

But I haven’t flown halfway to the North Pole to be a passenger: I'm here to drive. From my starting point at the summit of the Galtispuoda, there’s a silent yet undeniable urgency to the qualities of the new eATS 2.0 drivetrain in the first mile or so, the kind that pins me to the driver’s seat when traction is found and exploited by the GLC EV’s fast-reacting four-wheel-drive system and other driving assistance systems. Despite the treacherous conditions, there’s dependable traction and swift acceleration on the straighter sections of the pass.

The stability-control system works rapidly and completely in the background without ever feeling intrusive or overbearing, keeping progress smooth and controlled. Voogdt says changes to the vehicle operating system have reduced the amount of CPU networking, providing faster and more seamless control of power to each of the wheels.

It shows. Even in these conditions, the GLC EV builds speed effortlessly. But it’s in the corners where it really impresses. The steering, typically light in feel, is very precise and offers quite a lot of feedback, inspiring confidence from the outset. It’s backed up by a rear-wheel steering function that has been tuned by the same team of engineers responsible for the similar systems used by Mercedes-AMG models, with 4.5deg of rear steer in this prototype.

The GLC EV's overall agility belies its size and weight. It’s not just the way it turns in sharply and confidently; it’s the composure it maintains mid-corner when the surface shifts from snow to ice and back again before you even reach the exit that gets my attention.

I'm driving with measured throttle inputs through the winding sections of the pass, being careful to slowly work up to the limits of what the road conditions allow. But even so, the GLC EV feels extremely lively, changing direction with truly eager qualities. And there are no specially prepared spiked tyres to enhance grip – just regular winter tyres.

The air suspension, with its variable ride height, keeps body movement well controlled. These aren't the sort of conditions in which to make a definitive call on the finer points of its double-wishbone and five-link suspension, but it’s already clear the GLC EV operates on a far higher dynamic level than the old EQC. It’s fluid and well balanced, with a greater sense of control and precision.

And what of those 'game-changing' new brakes? Apart from the dependable feel of the pedal, what’s impressive is just how much of the braking force is handled purely by regen, even in situations where you would expect the friction brakes to take over. The car brings itself to a complete stop under what feels like genuinely hard braking without ever engaging the physical brakes.

You alter the amount of regen by tapping the gear selector stalk forward and backward. It’s seamless, efficient and surprisingly effective.

The GLC EV will be produced at Mercedes plants in Bremen, Germany, and Beijing, China, with the possibility of additional production in Tuscaloosa, US, depending on tariff considerations.

Apple CarPlay is to receive a major update aimed at increasing usability and introducing more customisation options.

Arriving as part of the new iOS 26 software package for iPhones (previewed on Monday night and due in the autumn), the main focus has been to keep key information, like maps, more visible. 

As part of this, incoming phone call notifications will no longer take up the whole infotainment display or cover mapping directions, instead being displayed in a more compact view. 

Incoming messages will be made less distracting, said Apple, popping up as a small notifications at the bottom of the screen. Users will now also be able to respond to them with emoji 'Tapbacks' and pin contacts.

Apple has also given CarPlay a new design, mirroring the more curved-edges look of the upcoming iOS 26 system.

What’s more, the update brings widget customisation (meaning the home screen can be designed by the user) and Live Activities (such as flight tracking) so that “users can stay in the loop without losing focus on the road”.

The changes will also apply to the next-generation CarPlay Ultra software package.

First to be used by Aston Martin, this runs across a car's instrument display as well as its infotainment display, bringing additional customisation options while also being able to control various in-car functions.

The Toyota bZ4X, the brand’s all-important mid-size electric SUV (or Tesla Model Y fighter, if you want to be confrontational) didn’t have the easiest start to life: delays, an early recall and then controversy over how big its battery actually was and how averse it was to cold weather.

Now it’s facelift time, and as that original car didn’t get the most rapturous reception, it’s a pretty comprehensive one. The front fascia has been revised with slimmer headlights and the wheel-arch trims, which were unpainted black, are now gloss black.

More significantly, it has had a range boost, thanks to both a bigger battery and improved efficiency. By reconfiguring the shape of the pack and the gubbins surrounding it, the engineers have shoehorned in eight extra cells, taking its capacity from 71.4kWh to 73.1kWh (69.0kWh of which is usable). There’s also a new version with a smaller battery (57.7/54.0kWh), but don't expect to see many of those in UK.

To make sure it lives up to Toyota's reputation of long-livedness, there's now a menu in the instrument cluster that shows the battery's state of health. It tells you what percentage of the battery's original capacity remains.

By using silicon-carbide inverters and polishing the teeth (dentists recommend both mornings and evenings) of the gearbox, the engineers have also made the drivetrain use less energy, despite a useful bump in power.

Tweaks to the front subframe and extra adhesive in the floor have increased chassis rigidity, while the springs, dampers and bushings have been retuned to make it feel more settled and improve the ride, particularly for the rear passengers.

The interior also came in for some criticism before, so that has had a makeover too. These changes have been partially successful. The old gloss black centre console with a hidden phone storage is swapped for a matt one with two wireless charging pads – much better.

The Lexus RZ has donated its larger, more sophisticated multimedia system, which means the bZ4X loses a few physical buttons overall, but most of those have moved onto a permanent toolbar on the touchscreen.

Compared to the RZ, the infotainment has had a very subtle upgrade, but one that makes a big difference. For years, the screen in a Toyota or Lexus would be completely taken over by Apple CarPlay, so returning to the native interface was a pain. Now the shortcut bar stays, making the whole thing miles easier to use. It’s quite a nice system now.

The last major change is that the pieces of fabric that lined the dashboard have been replaced with textured rubber. It’s soft to the touch and has a certain air of indestructability about it, but the resulting sea of black does make the cabin look pretty dour.

The space inside hasn’t changed. Rear passengers have good knee room but there’s a high floor and the boot is merely adequate. The seats are still quite comfortable.

Like most EVs, the bZ4X never needed more power, but then it was one of the slower models in its class, so maybe it did. Either way, the dual-motor version has gained a rather substantial 124bhp (that’s an entire Citroën ë-C3), which has dropped its 0-62mph time by 1.8sec, and you can feel it: it’s really quite brisk now. With its more modest 20bhp boost, the single-motor version remains an adequate but unremarkable performer.

Some paddles have sprouted from the steering wheel to control the regenerative braking. There’s a free-wheeling mode but true one-pedal and adaptive modes remain absent. The by-wire brake pedal is nicely progressive.

I was slightly surprised that Toyota tinkered with the dynamics, because I always thought the bZ4X drove quite nicely, albeit in a slightly forgettable way. Thankfully, the car’s character hasn’t changed radically. It still treads a middle ground between the overtly boaty Hyundai Ioniq 5 and the more try-hard sporty Kia EV6 and Tesla Model Y that suits it well. Mostly the ride is nicely settled and the handling unexcitingly competent.

Wheel size (18in or 20in) has a negligible impact on ride comfort, although the car seems slightly quieter on the motorway with the smaller wheels. This may just be down to the different tyres, though.

Since its launch, the hot topic with the bZ4X has been range and charging. WLTP range has jumped from 286 to 314 miles for the dual-motor version on 18in wheels and from 312 to 354 miles for the single-motor version. The 20in wheels inflict a 20-30 mile penalty.

I didn’t get enough time in the dual-motor version to get a representative economy figure, but the single-motor version on 18in wheels returned 3.9mpkWh. For a big car like this, even in perfect weather, that’s pretty impressive, and it means that even though the battery is over 10kWh smaller than some rivals’, range is competitive. How the new car will hold up in the cold is the critical question; thankfully, it will be winter by the time we can deliver our UK verdict.

It should at least fast-charge better in cold conditions, which used to be a problem. The peak charging speed stays at 150kW, but the bZ4X has gained a pre-conditioning function to make sure it can hit that rate even in winter.

It’s too early for prices, but given that the bZ4X is currently a bit more expensive than the equivalent Ioniq 5 or Renault Scenic, I’d hope that Toyota would nibble at it a bit.

Toyota hasn’t been the most enthusiastic adopter of EVs, and that has shown in the product. This update doesn’t suddenly propel the bZ4X to the top of its class but has been quite effective in keeping it a solid, no-nonsense option with, in the case of the dual-motor version, some off-roadability. We’re still waiting for that breakout EV from Toyota, though.

2026 Toyota bZ4X 73kWh FWD

Will be much better to live with than before but remains a slightly anonymous option in its class.

Price £40,000 (est)Engine Permanent magnet synchronous motorPower 221bhpTorque 221lb ftGearbox 1-spd reduction gear, FWDKerb weight 1930kg0-62mph 7.4secTop speed 100mphBattery 73.1/69.0kWh (total/usable)Range, economy 354 miles, 4.6mpkWhCO2, tax band 0g/km, 3%Rivals Skoda Enyaq, Tesla Model Y

Volkswagen is weighing up the viability of an electric compact MPV to replace the Touran and offer a practical alternative to SUVs for family car buyers.

The new model is said to be under internal review, with Volkswagen drawing inspiration from earlier concepts, including the 2016 Budd-e, which was based on an early version of the MEB platform that today underpins the brand's electric cars.

Sources familiar with the project have told Autocar that Volkswagen recently retrieved various MPV concepts from storage to support internal discussions and presentations exploring how their design and packaging could be adapted for a new production model.

The move reflects a broader shift in thinking inside Volkswagen’s Wolfsburg headquarters in Germany, where there is renewed recognition that a dedicated family-focused MPV may still have commercial relevance, especially in the European and Chinese markets, amid a flood of SUV models.

Although no production decision has been made, the new MPV would be positioned beneath the ID Buzz, offering a smaller footprint, a lighter weight and a more affordable price.

These qualities have led to it being described as a modern-day Microbus (Type 2).

The design direction of the new model remains under wraps, although it could be expected to take cues from concepts such as the 2011 Bulli and 2016 Budd-e, as well as production models such as the outgoing Mk2 Touran and 2014 Golf SV.

Key considerations include an upright silhouette, short overhangs, a flat floor and a high roofline – all aimed at providing maximum interior space and the sort of overall versatility expected by potential customers, including German taxi fleets.

The 2016 Budd-e concept measured 4597mm in length, some 70mm longer than the second-generation Touran and 124mm shorter than the standard-wheelbase ID Buzz.

Insiders say new sliding door and seating concepts are being developed in a bid to provide the sort of modernity of potential rivals, including the recently introduced Zeekr Mix.

While the existing ID Buzz targets “premium lifestyle” buyers, the Microbus is reportedly aimed at families seeking a “no-nonsense, high-utility electric vehicle with sliding rear doors and strong day-to-day usability”.

Pressure to act has come not only from persistent Touran loyalists but also from a new generation of electric MPVs emerging out of China - particularly models like the Mix, which has attracted attention for its unique twin sliding doors and highly flexible interior.

Launched in 2003, the Touran became a mainstay of Volkswagen's European line-up over two generations. Although overshadowed by SUVs in recent years, it remains one of the most successful European models of its type, with more than 2.6 million units sold globally.

While it's still early days, the new MPV is expected to ride on a further developed version of Volkswagen’s MEB+ platform or the newer SSP platform. 

It's likely to a choice of batteries in the 60–80kWh range and either single-motor front-wheel drive or optional dual-motor four-wheel drive.

Should the new MPV get the green light, it could be launched by 2027 or 2028, potentially reviving the Touran badge in line with Volkswagen's plan to provide future EVs with traditional names instead of the ID numbers used today.