FIRST DRIVE
2017 Mercedes-Benz GLC 300 Coupe
I don’t know what was worse: snow in late spring or being told a five-door hatchback is a coupe. Some contend the former is a byproduct of climate change, the latter a byproduct of the times in which we live. You know, that old if-you-say-it-often-enough-itmust-be-true thing. But as long as I tread on this good Earth, I will never regard a five-door hatchback as a coupe — for that matter, a four-door sedan, either.
Mercedes-Benz, of course, is the unabashed segment-busting leader, infamously deeming a four-door (the CLS) and a fivedoor model (the GLC) “coupes.” Of course, they are not. A coupe has two doors and a hard roof. Replace that roof with a droptop, and you’ve got a roadster. Sic semper erat, et sic semper erit (“Thus has it always been, and thus shall it ever be”).
Yet just as Latin is a dying — OK, dead — language, so too is the traditional syntax of automobiles, torn asunder by marketing mavens hell-bent on making it up as they go along. Call it fake news on four wheels.
Right then, that’s the rant out of the way. Now, on to the review.
The all-new, 2017 Mercedes-Benz GLC 300 is a crackerjack of a five-door hatchback. It promises the utility of a CUV and the drivability of a coupe — and delivers on both counts (though, as is true with the vast majority of these “sport” CUVs, utility is a subjective word). Heck, it even off-roads in Badlands muck like a mud-hound.
Power comes by way of a turbocharged 2.0-litre inline-four, good for 241 horsepower and 273 lb.-ft of torque. The real story about the powertrain, however, is the automatic transmission, a ninespeed gearbox with hydrodynamic torque converter. As you’d expect, nine gears translate to almost imperceptible shift points, making for a smooth and quiet ride. And that torque converter contributes to some decent fuel efficiency numbers (11.1 L/100 km, city; 8.5 L, highway, according to Natural Resources Canada).
My tester was equipped with the optional Air Body Control, a new air suspension system that allows you to adjust wheel damping by selecting between Comfort and Sport for a softer/stiffer, respectively, setup. In addition, the system uses multi-chamber, pneumatic air suspension to self-level irrespective of load; the suspension level can be raised for rough surfaces, and when stationary, the rear of the vehicle can be lowered up to four centimetres to improve ease of loading and unloading the cargo bay.
My tester topped out at $65,080. That’s $49,990 to start, $9,390 for add-on packages, $1,400 for the Hyacinth Red Metallic paint and $4,300 for optional equipment. Those add-on packages break down further: $2,200 for the AMG Night Package (20-inch AMG multi-spoke light-alloy wheels, AMG exterior package and AMG performance exhaust); $4,990 for the Premium Package (parktronic w/active parking assist, parking package, 360 camera, COMAND Online Navigation w/MB apps, DVD drive and illuminated door sill panels) and $2,200 for the Premium Plus Package (integrated garage door opener, SiriusXM satellite radio, hands-free access, heated rear seats, keyless-go and 115-volt power socket). Optional equipment? $2,300 for the aforementioned Air Body Control air suspension with ADS; a grand for the Burmester surround sound system; $250 for the heated steering wheel; and $750 for the trailer hitch (tow rating is 1,558 kg).
Throw in tax and you’re north of 70 grand; that’s a lot of money for a five-door hatch with a 2.0-litre engine. True, it’s underpinned on first-class German engineering and design, and comes with a laundry list of technological wizardry, but unless you’re really taken by this sport-luxury crossover segment, I can’t help but think there are a lot of other vehicles — including Benzes — that provide more bang for your buck.
As to direct competitors, Mercedes-Benz Canada cites two: the BMW X4 and the Porsche Macan. They also think that Jaguar F-Pace and Alfa Romeo Stelvio could be part of the conversation, but that seems a stretch.
DRIVING IMPRESSIONS
As mentioned at the start, snow was on the ground and in the forecast as we steered out of a downtown Calgary hotel and headed northeast out of town.
That nine-speed transmission made an immediate impression, first in smooth city driving, then in very even-handed acceleration once the speed limits climbed. Civilized is the word that comes to mind when describing the driver experience, from the seating position to the control and switch ergonomics. The cabin layout is a thing of beauty, refined yet sporty, sort of like the vehicle itself. Some might find the dash a little busy, but every light, button and switch has a clearly defined purpose.
We had a chance to raise the suspension once we turned off the straight (lord, is it straight) black top, which also allowed the allwheel drive to really strut its stuff.
Even at 90 km/h on some pretty mucky side roads, the GLC proved sure-footed and confident. Only on the rare occasion did the dash light signalling a loss of grip illuminate, and when it did the traction system made split-second corrections.
Turning off into some thicker mud by a riverside in the shadow of some hoodoos deep into the Badlands, the GLC displayed similar traction. As unlikely as it is that many urban owners of this vehicle will do such off-roading, it is good to know it has these capabilities; that 4Matic badge on the rear deck lid actually means something!
Following lunch in Wayne, Alta., at the Last Chance Saloon (Google it and if you are anywhere near Drumheller while hungry, punch it into your nav system), we hopped back into our muddy steeds and headed back to the big city.
The 2017 GLC 300 Coupe proved just as advertised: a wellbuilt Mercedes-Benz with a comfortable cabin and great driving characteristics.
Just don’t call it a coupe.