Another super-fast SUV
The GLC is a medium-sized SUV, but Mercedes-AMG has gone large on its new performance version, the 63 S. It uses some familiar hardware, but also serves up some unique selling propositions for the brand.
Make me an instant expert: what do I need to know?
The GLC 63 S is Mercedes-AMG’s fastest-ever SUV, cracking 0-100kmh in just 3.8 seconds. That puts it very much in the unholy trinity of super-fast SUVs – to accelerate more quickly you’ll need a Jeep Grand Cherokee Trackhawk (3.7sec) or Lamborghini Urus (3.6sec).
AMG gets maximum mileage out of its hardware, so the GLC 63 S uses the familiar-yet-ineluctable 4.0-litre biturbo V8 shared with many of its other models.
It’s in the same state of tune as the powerplant in the C 63, but the GLC is the first model to pair the engine with an AMG Speedshift nine-speed automatic gearbox (the C 63 will get that update later in the year). It also has Race Start (launch control in other words) and an extra Race mode on the drive-mode selector.
Combined economy is 10.9 litres per 100km. Good luck with that.
Unlike the C 63 it’s also AWD, or ‘‘4Matic+’’ in AMG-speak. In fact, much of the all-wheel drive hardware is derived from the monster E 63 S, including fully variable torque distribution (there’s no set torque split) and a rear-axle limited-slip differential.
There’s an upgraded brake package of course and Kiwi cars come as standard with the AMG Performance Exhaust system, which goes into obnoxious mode in Sport+ setting or can be manually switched on. Go on, you know you want to.
For SUV-spotters, the GLC 63 S is also the second AMG to wear the ‘‘Panamericana’’ grille – the one with the vertical lines that looks like a premium toast rack. The first was the GT coupe, by the way.
Where did you drive it?
In Australia, from Melbourne Airport out to the town of Yea, a couple of hours north-west of the city centre. So lots of driving in what will probably/unfortunately be this car’s natural habitat: congested commuting and lots of motorway driving.
From our base at the Yea Peppercorn Hotel, we set out on drive loops using some of the area’s more entertaining country roads.
What’s the pick of the range?
There are only two versions and they’re mechanically identical: a wagon and what Mercedes-AMG insists on calling a ‘‘coupe’’ – still a five-door but with a lower, tapered roofline.
The GLC 63 S is more comfortoriented than its C or E-class equivalents, which makes perfect sense for an SUV. Comfortoriented, but not entirely cushy: Mercedes-AMG has this thing about its top-line V8 models being just a little bit crackers, so the GLC 63 S has a slightly edgy ride even when the adaptive suspension is in Comfort.
If that really bothers you, go and buy the ‘‘other’’ Mercedes-AMG GLC: the six-cylinder 43. You’ll save yourself $66k.
The 63 is actually not that rowdy in around-town driving. Civilised even. But select a more aggressive driving profile and there’s a wicked V8 rumble under load that’s deliciously anti-social.
The nine-speed gearbox is a lot happier in max-attack driving. It can feel hesitant in light-throttle driving, but when you’re pressing on it slams between ratios in an incredibly quick and satisfying fashion.
The grippy tyres (21-inch wheels are standard) and clever 4Matic system ensure deeply impressive cornering pace. It’s a tallish SUV rather than a sports car, but there are few vehicles in the AMG range that can deploy that biturbo-power in corners better. It’s a hoot.
The choice between wagon and coupe will come down to style and space.
If you fall in love with the coupe on the basis of looks you’ll be happy to pay an extra $5000 and forgo that rear headroom (it’s not terrible though), rearward visibility and around 100 litres of rear loadspace.
Mercedes-Benz New Zealand expects the sales split to be 70/30 in favour of the wagon.
Why would I buy it?
It’s the top of the tree in terms of Mercedes-AMG SUV performance, so it’s really something special.
It’s also a Mercedes-AMG that has no direct rivals from the German competition – there’s no proper RS version of the Audi Q5 or full M-incarnation of the BMW X3. The Porsche Macan Turbo is nowhere this level of performance. Maybe Jaguar’s forthcoming F-Pace SVR will give it something to think about.
Why wouldn’t I buy it?
Acceleration aside, this is still quite a lot of money for a medium SUV.
Those big wheels and tyres also bring some opportunity cost in road noise and ride.