Mercedes-Benz has now fully pulled the wraps off the all-electric GLC at IAA Mobility in Munich. A new next-gen electric powertrain now underpins the most popular model from the German luxury automotive brand.

Can it revive Mercedes’ EV momentum?

Mercedes-Benz all-electric GLC at a glance

• Battery & voltage: 94-kWh pack on an 800-volt system; DC fast-charging from 10–80% in ~24–25 minutes and up to ~160 miles added in a 10-minute stop (WLTP basis).
• Powertrains (launch pair):
  • GLC 400 4MATIC: dual-motor AWD, 483 hp / 596 lb-ft, 0–60 mph in 4.4 s.
  • GLC 300+: single rear motor RWD, 369 hp / 372 lb-ft, 0–60 mph in 5.9 s.
• Drivetrain detail: a two-speed transmission on the rear axle (11:1 first, 5:1 second) to boost launch, towing, and high-speed efficiency—rare in road EVs today.
• Range: WLTP estimates vary by source; expect ~350–376 miles depending on configuration, with U.S. EPA ratings to come closer to launch.
• Charging network: When it reaches North America, the GLC should align with Mercedes’ plan to ship native NACS ports starting in 2025; current MB EVs already have Supercharger access via an official adapter.
• Towing & utility: Up to 5,291 lbs (with hitch); 20.1 cu-ft cargo (rear seats up) or 61.4 cu-ft (seats folded) plus a 4.5 cu-ft frunk.
• Interior tech: optional 39.1-inch “Hyperscreen” spanning A-pillar to A-pillar with matrix backlighting (1,000+ LEDs) and zone dimming; standard setup still includes large display real estate.

Mercedes-Benz Electric GLC

Unlike the old EQC (a reworked ICE platform), the electric GLC is an EV built from the ground up.

It now features a longer wheelbase, new sheetmetal, and a bespoke interior. The 800-V system supports 330-kW peak DC fast-charging, and the new drive units pair with that two-speed rear e-axle, something most EV automakers don’t opt for, to balance punchy acceleration with efficient cruising.

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Optional AIRMATIC air suspension and available rear-axle steering complement the advanced technology offering, providing higher levels of comfort and maneuverability for those willing to pay a premium.

The new electric GLC is equipped with a 94 kWh battery pack, providing up to 713 km (443 miles) of range based on the WLTP cycle.

The EPA range is expected to be closer to 350 miles of range.

Inside, Mercedes, who has long been trying to “out-screen” the segment, is still implementing its 39.1″ Hyperscreen, which uses matrix backlighting with intelligent zone dimming, letting the system brighten critical info while dimming other areas to reduce distraction.

As of late, the German automaker has been making progress with its in-car user interface through deeper Google integration on the latest MBUX/MB.OS stack.

Design-wise, the electric GLC stays recognizable, which is the point — but adds that optional pixel-lit grille and star-signature lighting front and rear as an evolution on existing designs.

Electrek’s take

It does feel like a step-up in Mercedes’ EV game.

Between this and BMW’s new IX3, it’s clear that the German automakers are not ready to let China run away with the electric premium segment.

Tesla is leaving a gap for others to fill, especially in Europe, and legacy automakers need to up their EV game to gain market share, or Chinese automakers will be more than happy to take their place.

The specs of the electric GLC appear to be on point. The price point has yet to be confirmed, but I expect they will try to compete with the new BMW iX3.

They didn’t manage to achieve the same range, but as we often like to highlight, range is not everything and it looks like the GLC will easily be able to travel more than 300 miles on a single charge, which is plenty.

My main eyebrow-raiser is the timeline: late 2026/early 2027 is a long on-ramp for a “now” segment, and competitors won’t stand still.

Rimac Technology used IAA Mobility in Munich to launch new products, including a new battery pack platform based on solid-state battery cells.

The company, better known for its electric supercars, is trying to position itself as a tier 1 automotive industry supplier with a new product lineup.

Rimac made its name with electric supercars like the Nevara, but the company has also long been developing as an EV supplier with prestigious clients, such as Koenigsegg and Aston Martin.

In 2021, following an investment by Porsche and a merger with Bugatti, Rimac became a more significant supplier and development partner for OEMs seeking high-performance electric powertrains.

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At IAA in Munich this week, the Croatian company has unveil its latest products.

Rimac’s latest EV products:

• Solid-state battery platform: integrates ProLogium cells and Mitsubishi Chemical Group materials; pitched as lighter, safer, and more energy-dense than today’s packs.
• E-axle power density: >8 kW/kg and >90 Nm/kg on new “SINTEG 300 & 550” single-motor integrated axles; rotor speeds up to 25,000 rpm. Output envelopes from 150–360 kW and 2,500–6,250 Nm target everything from hot hatches to SUVs.
• High-torque XXL axle: dual-motor EDU 550 enters series production in 2026 for a global OEM; validated >95% peak efficiency and >11,000 Nm axle torque.
• Electronics: domain/zonal ECUs built on NXP S32E2 real-time processors for torque vectoring, HV battery control, body and power distribution, and OTA.
• Scale: two Croatian sites totaling ~95,000 m² anchored by a €200M campus; Rimac says it is building capacity for tens of thousands of units per month. Prior 12-month collaboration list includes BMW Group, CEER Motors, and Porsche.

Rimac goes solid state

Solid-state batteries have been touted as the next-generation battery technology for a while now, and it appears they are finally becoming a reality.

There are bout half a dozen electric automakers who plan to bring the techonology, which could allow for more extended range, faster charging, and longer lasting EVs, into production electric vehicles before the end of the decade.

Rimac wants to help more get on board with its “Next-Gen” pack, which combines ProLogium’s solid-state cells with Mitsubishi Chemical Group materials and innovative housing approaches to enhance energy density and safety while reducing mass.

Alongside that, an “Evo” line based on 46XX Gen2 NMC cells and a thermoplastic composite housing co-developed with Kautex Textron aims at near-term programs, and a “Hybrid” line (high-energy 46XX cell format or power-dense 2170, both cell-to-pack) targets modularity across segments.

Details like exact Wh/kg or C-rates aren’t published yet, but the segmentation signals which tech is ready now versus what’s on the horizon.

Rimac’s new drive units

On top of the new batteries, Rimac also brought a new range of drive units to IAA.

The SINTEG 300 & 550 e-axles are compact, fully integrated units with a patented ultra-light rotor and a novel magnet layout. Rimac’s headline metrics—>8 kW/kg power density, >90 Nm/kg torque density, and up to 25,000 rpm—are the kind of numbers that translate to smaller, lighter drivetrains without giving up punch.

Configurable coaxial or offset variants cover 150–360 kW power range and 2,500–6,250 Nm to fit everything from performance hatchbacks to sedans and SUVs.

For heavier hitters, the dual-motor XXL axle is validated above 11,000 Nm axle torque and >95% peak efficiency, with series production slated for 2026.

Electrek’s Take

It’s interesting to see Rimac throw its hat in the solid state battery ring, but without public energy-density/charge-rate numbers or a customer SOP date, it’s still just roadmap item.

However, I’m growing increasingly confident that we are going to start seeing solid -state batteries in production EV soon and if that’s the case, it makes sense to start with more expensive, performance vehicle.

Rimac operates in this segment. It makes sense for them to help automakers adopt the technology.

In the latest chapter of New York City’s crackdown on e-bikes, officials are exploring a plan that would help reduce the number of non-certified electric bicycle batteries used or stored in the city.

The proposal, first developed by the FDNY, would tighten regulations further in an effort to ensure that all electric bike batteries used in the city are certified to UL standards. Since a new rule regarding e-bike battery safety was passed in 2023, all e-bikes sold in the city must use batteries that meet UL standards and come with certification, but that doesn’t mean existing e-bikes haven’t already operating with non-certified batteries.

The new rules would enable the NYPD to confiscate such batteries if they’re found to be lacking the proper safety certifications. The batteries would then be transferred to the Sanitation Department for proper disposal.

“Since day one, the Adams administration has made keeping New Yorkers safe our top priority and that includes taking significant steps to crack down on the uncertified e-bike batteries that have sparked multiple deadly fires,” a spokesperson for Mayor Eric Adams to the New York Post.

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Electric bikes have been a contentious topic in NYC for the last several years, with the city hosting the largest number of e-bikes anywhere in the US. They’re extremely popular among delivery workers who use them to ferry food and other goods around the city, as well as consumers seeking an alternative form of transportation.

In addition to worries regarding road safety, fire concerns have also plagued the city. While e-bike fires are exceedingly rare considering the large number of e-bikes in use, they have still proven fatal.

Last year, six people were killed in fires attributed to faulty e-bike batteries. So far in 2025, one fatality has been recorded. The last three years of data indicated a continuous downward trend in the number of e-bike battery injuries and deaths since the UL-certification requirement was imposed in NYC in 2023.

By comparison, car-related deaths in the city continue to hover around 10x higher than those related to e-bikes, including dozens of traffic fatalities caused by cars each month. However, those numbers are also trending downwards, part of a larger trend that correlates with the introduction of congestion pricing that has reduced the number of cars navigating parts of NYC.