Mercedes GLC Coupé
FIRST DRIVE Mid-size Mercedes gets coupé-suv treatment as brand takes fight to BMW X4
WHEN BMW launched its X4 coupécum-suv in 2014, following up the larger and more bulbous X6, and the niche SUV movement continued with relentless force, it became inevitable that Mercedes would soon respond.
And sure enough, only a few months after the standard GLC landed in UK showrooms (but two years after BMW’S effort) here we are driving the new GLC Coupé on European roads.
The premise is simple: take a practical family SUV with a bit of off-road ability, retune it so it’s more fun to drive and give it a sleeker, more desirable shape. Mercedes already has form in this department, with the X6-rivalling GLE Coupé – a less practical spin-off of the standard GLE.
Like its bigger brother, the GLC benefits from more than just a curvy roof. It’s 76mm longer, 40mm lower and 40mm wider than the car on which it’s based, giving it a more squat and purposeful stance. Although certainly not to all tastes, it looks less brash than the GLE and, to our eyes, considerably less awkward than the X4. As a bonus, Mercedes also claims a class-leading aerodynamics figure of 0.31Cd, yet it makes no difference to CO2 or fuel economy figures.
The Coupé shares much of its chassis design and running gear with the GLC, but with a few revisions. Two suspension options will be offered to UK buyers: standard sports springs or the optional air-suspension system that Mercedes has already perfected on cars like the E-class and S-class. Both set-ups are tweaked to give a sportier feel than the existing GLC, and combine with a wider track and retuned steering.
There are just two engine options at launch – a four or six-cylinder diesel – while a turbocharged V6 petrol AMG GLC 43 Coupé will arrive at the end of the year. For our first drive we tested the predicted best-selling engine, expected to account for around 70 per cent of sales here in the UK.
The familiar 2.1-litre 250d diesel already features in everything from the A-class to the standard GLC. At launch, all cars will be fitted with four-wheel drive, although ours also came with air-suspension – but is this the pick of the range?
As we found in the standard GLC SUV, the often-criticised four-cylinder
“Once up to speed, the air-sprung GLC offers a strong balance between ride comfort and agility”
unit seems to have ditched much of the gruffness found in the C-class, remaining smooth and refined through most of the rev range. Only when taken to the red line does that gravelly note intrude.
Fortunately, the slick nine-speed auto helps keep the engine in its sweet spot, allowing you to make the most of its 500Nm of torque. It’ll also settle down at motorway speeds, cruising at a little over 1,500rpm at 70mph. While the V6 diesel in the 350d is punchy and smooth, the cost, weight and efficiency penalty seems over-indulgent.
The 250d’s economy figure of 56.5mpg is strong, compared with 47mpg for the 350d. It’s also more frugal than an X4 2.0d, while CO2 emissions of 131g/km shows up some much smaller SUVS. That pays dividends for company car tax, too.
We were unable to try the GLC Coupé with steel springs at launch, but on the normal GLC, the air springs improve the ride. They’ll cost you around £1,495, but we think they’ll be worth it in the long run.
Despite a bit of fidgeting around town, once up to speed, the air-sprung GLC Coupé offers a strong balance between ride comfort and agility. Left in Comfort mode, it’s soothing and controlled on motorways, while flicking the toggle to Sport keeps the body tied down more deftly than in the conventionally-bodied GLC. Yet it’s not quite as involving as a Porsche Macan or Jaguar F-pace, due to the lifeless steering.
It’s accurate enough, but even with the extra weight in Sport mode, it feels numb and a bit digital. In Comfort, it’s too light just off-centre. Still, that’s not enough to spoil the experience, and it felt a lot more agile than the normal GLC.
Although there was no opportunity to try the Coupé off-road, we’d still expect some rugged ability, as the air-suspension can be raised to improve ground clearance. The Coupé gets a lower, saloon-like driving
position, which makes it feel sportier than the standard car. Those wanting a seriously imposing Mercedes-badged statement should look at the GLE Coupé.
But while it might not quite have the measure of the F-pace for driving fun, it easily does in terms of cabin design. It’s just as classy, stylish and upmarket as the regular GLC. There are some areas where it can’t match the solidity of an Audi; prod parts of the lower dashboard and door trim, and you’ll feel it flex, while the rear door panel feels a bit hollow.
But we’re nitpicking here; it’s a cabin that far outstrips the current Q5’s. There’s also a wealth of different wood trim options, as well as several leather colours to help you find your perfect look. Mercedes’ COMAND infotainment and navigation system is packed with features, too. It’s just a shame that there’s an awful lot of submenus to navigate, making it less intuitive than BMW or Audi’s respective set-ups.
Practicality takes a bit of a dent, too. The GLC Coupé’s boot is only 59 litres down on the standard GLC’S on paper (491 litres), but the floor is surprisingly high and the tall load lip makes it tricky to lift heavy objects in. There is underfloor storage, yet it’s at the expense of a spare wheel. The Coupé is on par with the X4 in terms of capacity, however, and it gets an electric folding tailgate as standard. There’s also a button in the boot to drop the rear seats electrically, and they will fold flat to reveal a 1,400-litre load space. That’s reasonable, but still 200 litres down on the conventional GLC’S boot.
Still, there are three proper seats in the back, and the slightly wider body means it’s less hemmed-in than you’d expect. Even so, the sloping roofline does impact on headroom. It’s not cramped, but six-footers will find their heads glancing the rooflining.
The big question is whether the Coupé is worth the practicality sacrifice and extra expense over the standard GLC. Spec-forspec, it’s around £3,000 more expensive, and the GLC was hardly a top-value offering to begin with. For some, it will probably be worth it for the extra style and driver appeal.
“Inside, it’s just as classy, stylish and upmarket as the regular GLC”