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However, Mercedes now seems keen to continue heartily making up for lost time. The second-generation GLC tested here does very little to shake things up over its forebear. At a glance, it can be difficult to tell the ‘X254’ GLC apart from the ‘X253’, and the inherent message in that is clear: this is very much the same car to which buyers have taken so warmly, only updated and improved to better compete with new rivals.
Under the skin is where the real changes lie. The model range is now hybrid-only, with mild- and plug-in hybrid powertrains. Developed alongside the new Mercedes C-Class saloon, the GLC also features rear-wheel steering, albeit as an optional extra, and is notably stiffer in its structure, which ought to improve dynamics.
Inside, Mercedes claims to have used more desirable materials to further capitalise on the GLC’s reputation for relative opulence in this class.
The GLC is well furnished with diesel options, which is something of a novelty these days. Equally, when you boil it down, there’s not much variation: your choice is from four- cylinder diesel and petrol engines, either with a 48V mild-hybrid system or a full plug-in hybrid powertrain. It’s a shame the straight-six diesel 400d won’t be offered in the UK (for now), although upcoming AMG performance variants will add flavour to the range.
DESIGN & STYLING
Most GLCs will be built at Mercedes’ plant in Bremen, Germany, alongside the C-Class saloon, with which the SUV shares its second-generation, natively rear-driven Modular Rear Architecture II underpinnings.
The fact that this looks like a minor facelift is misleading: the chassis itself is 15% stiffer than before, supports a 48V electrical system and now underpins a car 60mm longer and 21mm narrower (yes, narrower) than previously. Around 15mm of the increase in length is accounted for in the wheelbase, which should benefit rear leg room – an area in which the GLC was never especially strong against the competition.
Don’t discount the petrol PHEV. This powertrain in the C-Class, which delivers around 55 miles of real-world electric range, is pretty compelling if your routine suits it. The bigger-batteried GLC may even manage a bit more range.
Seven engines will be available in the UK, ranging from a 2.0-litre turbo diesel in the entry-level 220d through to mild-hybrid and plug-in hybrid petrol and diesel options. The latter two feature a 24.8kWh lithium-ion battery that offers a substantial claimed electric range of just under 80 miles, making them ideal for the EV curious who aren’t quite ready to go all-in on battery power.
Eventually, these regular models will be joined by AMG specials in the form of the 415bhp GLC 43 and the 671bhp GLC 63 S E Performance plug-in hybrid. The big news for the AMG derivatives is that no longer will you find a high-capacity V8 or even a V6 in the noses of these cars. Instead, a version of the M139 2.0-litre four-cylinder unit that made its debut in the A45 will feature, and with considerable electric motor assistance in the 170mph GLC 63 S.
The suspension varies depending on engine. The 300e and 300de PHEVs use self-levelling air suspension for the rear axle, while all other non-AMG GLC models have conventional steel springs all round. Rear-axle steering, which reduces the turning circle from 11.8m to 10.9m thanks to 4.5deg of rotation, is also only available on the PHEV.
For entirely steel-sprung cars, Mercedes is only offering its ‘Sport’ springs in the UK. This is a knock-on effect from Mercedes only selling the GLC in varying shades of AMG Line specification over here. Interestingly, other markets, such as Australia, go the other way, taking only the ‘Comfort’ springs. GLCs that aren’t fully fledged AMG models also use passive dampers all-round.
Another knock-on effect of AMG Line trim is a minimum wheel diameter of 19in, rather than the 18in that less sporty trim levels can be fitted with.
INTERIOR
Mercedes has in recent years prioritised visual impact over deep-seated material quality and fit and finish. It’s fair to say this approach has been applied to the new GLC.
The transmission tunnel flows seamlessly into the 11.9in infotainment touchscreen to breathtaking effect and the ambience-lifting ‘anthracite linestructure lime wood’ finish of our test car’s cascading dashboard is lifted from the current S-Class. As, for that matter, is the steering wheel, whose slimmed multifunction spokes represent a vast improvement over the old car’s chunky interfaces.
The driving environment is less cluttered with switchgear and more premium in feel than before, while hefty window sills and a comparatively high beltline give the GLC a feeling of protectiveness that those shopping in this class want. That said, the driving position is still decidedly car-like, the GLC never feeling intimidating.
So the GLC probably has more ‘wow’ factor than any rivals. But equally, perceived quality is behind what you would find in the comparative BMW, Lexus or Audi. The problems here aren’t scratchy plastics or substantial panel gaps: the GLC isn’t that bad. It’s more that various surfaces flex more than they should; it’s in the imprecision of controls like those for the mirrors or those on the multifunction steering wheel, where different commands are grouped under the same plastic panel; and it’s in the unconvincing ‘metal structure’ finish found on the door cards and the high-set air vents. All this undermines the visuals a touch.
In practical terms, the GLC wants for little. Occupant space is very good, front and rear, though anyone in the middle berth in the back will have to compete with a pronounced transmission tunnel. The car’s longer rear overhang also results in 70 litres more boot space than before, with a total of 620 litres bettering that offered by the Audi Q5 and BMW X3.
Multimedia system
The MBUX system inside the GLC is the same that was introduced in the current S-Class and feels commensurately plush, with deep colours and crisp graphics. It must be said, however, that the reclined nature of the 11.9in touchscreen display does mean that fingerprints catch the light to less than desirable effect. And because there is now no click wheel or such, your only other option to input commands is via the steering wheel controls, which isn’t especially intuitive. There’s a considerable degree of swiping involved, much of the time.
The central display does at least present you with clear climate controls that don’t require any digging through sub-menus to access. The smartphone integration is also good, and the positioning of the display keeps it in arm’s reach, which isn’t always the case with dash displays.
ENGINES & PERFORMANCE
The 300 pairs a mild-hybrid, 2.0-litre four-cylinder turbocharged engine with Mercedes’ nine-speed 9G-Tronic torque-converter automatic. Mild hybridisation owes to the fact that for this generation of GLC, in non-PHEV models the engine’s alternator is replaced by an integrated starter-generator unit, which can provide a boost of up to 23bhp at low engine speeds. Most of the car’s combined 255bhp and 295lb ft flows to the back axle, but longitudinally engined Mercedes fitted with 4Matic also permanently engage their front axles, in this case with 45% of available torque.
The 300’s performance is far from what you would call exciting, but neither does this car feel in any way slow. A 0-60mph time of 6.5sec and the 6.0sec needed to cover 30-70mph through the gears are all that’s needed from an unobtrusive, premium family SUV, and this Mercedes motor delivers its efforts methodically, with peak torque coming on stream from just 2000rpm. Impatient owners who feel the need to overtake often, and with passengers and luggage aboard, may want to consider the GLC 43 when it arrives, but for most people a car that will crack 60mph in exactly the same time as what we recorded for the Volkswagen Mk7 Golf GTI back in 2013 will probably suffice. That the big Mercedes needs only 20cm more to stop from 70mph than its compatriot hot hatch deserves credit too.
This gearbox is also perfectly able and for the most part shifts with slick precision. It can occasionally hiccup from first to second, and nine close-spaced ratios do sometimes seem to lack a clinical kickdown strategy, but it mostly goes unnoticed, which is as you would want it. Our only other criticism is that, under load, this is not the most quiet motor. It doesn’t sound unpleasant, but it’s hardly memorable and isn’t as well isolated as units from BMW or Audi.
Much of this experience translates to the 300de diesel PHEV, although there’s the added novelty of some EV action. The 134bhp electric motor provides just enough urge to keep up with the flow of traffic and will keep going all the way to 87mph, meaning in most daily driving engagements you will rarely bother the 2.0-litre oil-burner.
When the 195bhp four does fire into life, it serves up impressive mid-range muscle and strong refinement, provided you avoid visits to the redline, where it becomes rather strident – although if your ears can stand it, the result is a hot hatch-baiting and electricallty assisted 0-62mph time of 6.4sec.
Overall, the integration of the internal combustion and electric power is seamless too. Only when you ask for maximum acceleration in a hurry does the GLC become a little discombobulated, the nine-speed automatic gearbox, diesel engine and synchronous motor jerkily tripping over each other as the electronics struggle to decide who goes first.
