Second-gen crossover gets softer look and ride
A subtle, yet dynamic upgrade on the surprisingly popular GLK lives up to the brand’s expectations, as long as it’s priced right
STRASBOURG, FRANCE— The success of the GLK compact crossover seemed to even surprise Mercedes-Benz Canada. It became the second-best selling vehicle in its lineup, next to the C Class.
The GLK replacement, to be badged GLC in Mercedes’s new nomenclature, is softer-looking, softer-riding, roomier and quieter.
It should succeed as well, if Mercedes can keep the price right.
The vehicle
The outgoing GLK was all rectilinear, sharp edges — what my co-conspirator on the ride Jackson Hayes called “cheese-grater” styling. The GLC is more rounded, more aerodynamic, but perhaps less distinctive. Remove the badges and the big three-pointed star, and you might guess Audi Q5, Porsche Macan, maybe even BMW X3.
The larger body — by 118 millimetres in wheelbase, 120 millimetres overall, 50 millimetres in width — translates into usefully more room in all dimensions, notably in rear seat legroom and elbow room in both rows.
Nonetheless, clever use of aluminum, high-strength steels and plastics means 80 kilograms less weight to haul around, to the benefit of, well, everything: performance, economy, ride and handling.
Upgraded ambience inside, too, with higher-quality materials and a boatload of new technology and connectivity.
Multi-link front and rear aluminum/ steel suspensions can be upgraded to a multi-chamber air setup, now called Air Body Control.
Standard on both suspensions is Dynamic Select, allowing a choice of Eco, Comfort, Sport or Sport+ settings for ride, steering feel, transmission and throttle response. A fifth setting, Individual, allows drivers to choose their own preferences for these various attributes.
The models we tested here aren’t quite what we will get at our launch in November.
The 2.1-litre four-cylinder turbo-diesel will sell here as the GLC 250 d, while the 2.0-litre four turbo-gasoline model will become the GLC 300. The GLC 350 e plug-in hybrid will arrive some time next year.
All but the latter get a nine-speed automatic transmission, driving through a new four-wheel-drive system that is lighter and, says Mercedes, more effective and efficient.
Driving impressions
My powertrain preference — surprise, surprise — was the diesel. Very quiet for the breed, with lots of low-end torque. The gasoline car was quicker 0-100 km/h, but only by a few tenths and only when you really stood on it. In typical day-to-day light-throttle application, the diesel is more than quick enough and you save so much on fuel.
Our gasoline car will have 33 more horses than the one we drove here, so the difference will probably be more noticeable.
Both our test cars were equipped with Air Body Control. The air pressure and damper settings at each cor- ner can be adapted in as little as 60 milliseconds to optimize ride quality and reduce body lean in corners.
The GLC is lighter than the GLK and felt it, although much of the sprightlier handling was probably down to the
new suspension and steering systems.
Mercedes is stretching by saying it feels “like a sports car” when the Dynamic Select is set to Sport or Sport+, but it is very nimble.
In addition to the considerably im- proved ride, the overall low interior noise level was probably the most remarkable aspect of the GLC’s comportment.
An off-road course set up for our entertainment showed the GLC to be vastly more capable than any sane user would ever attempt. Still, better to have it and not need it than need it and not have it.
A short largely-urban loop in the plug-in hybrid proved that the system works well. Whether it will ever be worth the as-yet undetermined extra cost or whether a Mercedes owner will really slog through the slush in February to plug in the car remains to be seen.
Conclusions
Prices and final specs for our GLC models will not be finalized until closer to our local launch date in early November.
Given the competitiveness of this segment and the importance of this model to Mercedes-Benz, it’s hard to see them charging much more for the GLC than they did for the GLK, despite more features.
That said, gone are the days when a GLK was available for just over $40,000. Base list for the current GLK diesel is $48,600, while the V6 gasoline model starts at $50,700, which puts the Mercs several grand above BMW or Audi, but well below Porsche.
With more room, better dynamics, a nicer interior and much more equipment, all Mercedes has to do is price the GLC right, and it will do just fine. Freelance writer Jim Kenzie is chief auto reviewer for Toronto Star Wheels. Travel and other expenses for this story were paid by the manufacturer. To reach Jim, email wheels@thestar.ca and put his name in the subject line.