A Wolf in…Well, Not Exactly Wolf’s Clothing
Back in the 1980s, Mercedes-AMG, the tuning arm of Mercedes-Benz, made a name for itself by shoehorning ridiculously powerful, heavily modified V8 engines into the midsize E-Class sedan. The result? A monster known worldwide as the ‘Hammer.’ Now, the Mercedes-AMG GLC 43 seems to be the inverse of that concept. It borrows its four-cylinder engine from the CLA 45 S, a car that takes the sport compact concept to its factory extreme.
If you recall the last GLC 43, it was an AMG-lite vehicle with a boosted 385-horsepower six-cylinder engine, a powerplant shared with a variety of other Mercedes models. While it certainly offered ample power for a relatively unassuming luxury crossover and produced a decent exhaust note, the gap in attitude between it and the old 469-horsepower V8-powered GLC 63 was massive. The gulf widened even more when compared to the 503-horsepower range-topping GLC 63 S. Now, both the GLC 43 and the 671-horsepower plug-in hybrid GLC 63 are equipped with hand-built turbocharged four-cylinder engines, producing 416 and 469 horsepower, respectively. This means the middle child of the GLC lineup seems poised to be more AMG than ever before, sharing a core combustion-powered component with its dominant sibling. But what’s the real-world experience like? Does this engine transplant work effectively, or does it come with some unexpected side effects? Let’s dive in.
Full disclosure: Mercedes-Benz Canada loaned me this GLC 43 for a week, on the condition that I kept it shiny-side up, returned it with a full tank of premium fuel, and wrote a fair review.
The Basics
- Engine: Two-liter 16-valve twin-cam inline-four with an electrically assisted turbocharger and a 48-volt mild hybrid system.
- Transmission: Nine-speed wet multi-plate clutch automatic.
- Drive: All-wheel drive.
- Output: 416 horsepower at 6,750 rpm, 369 lb.-ft. of torque at 5,000 rpm.
- Curb weight: 4,553 pounds (2,065 kg).
- Fuel economy: 19 mpg city, 25 mpg highway, 21 mpg combined (12.6 L/100km city, 9.4 L/100km highway, 11.2 L/100km combined)
- Base price: $68,250 including freight ($81,200 in Canada).
- As-tested price: $80,720 including freight ($96,150 in Canada).
Why Does the Mercedes-AMG GLC 43 Exist?
To make money, plain and simple. Luxury crossover shoppers exist who won’t be satisfied with around 260 horsepower and a zero-to-60 mph sprint of about six seconds. If they’re moving up from a sports sedan with a boosted inline-six, who can blame them? Beyond simply releasing a GLC 400, Mercedes – like every other German automaker – understands that sporty badges add perceived value. Given that the take-up rate on previous sport packages was relatively high, integrating the mid-trim compact luxury crossover under the umbrella of a performance brand makes perfect business sense.
How Does It Look?
At first glance, the new Mercedes-AMG GLC 43 looks very similar to its predecessor. Mercedes has favored an evolutionary approach to its current vehicles, refining what has already proven successful. The contouring of the body sides is more subtle than before, the headlights are more pointed, the greenhouse is a bit softer, and the front fascia is more sculpted. The ultimate result is a mature, handsome compact luxury crossover that’s unlikely to polarize buyers based on its appearance.
What About the Interior?
Step inside the Mercedes-AMG GLC 43, and you’ll immediately recognize that you’re in a Mercedes, thanks to its six-spoke steering wheel, extravagant ambient lighting, and the unusually pleasant ‘new car smell’ that only Mercedes seems to have mastered. But, even if the ‘Magic City’ lighting isn’t your preference, there’s much more to appreciate. The standard stitched dashboard and door panels are nice touches you’d often have to pay extra for in rival vehicles; the optional Burmester sound system features elegantly designed aluminum grilles and comes at a reasonable price; and the engineering that went into producing the car’s solid door closure must have been extensive. In addition, there’s ample space for both passengers and cargo, and the driver’s seat offers all-day comfort.
Is there room for improvement? Of course, though the focus would be on minor details. I’m surprised that the standard seats lack adjustable bolsters at this price point. I did notice some minor creaks from the bezel around the driver’s seat controls, and some of the controls themselves aren’t quite ideal, but more on that later.
How Does It Drive?
Before we press the start button, there’s an elephant in the room: This is an $80,000-as-optioned Mercedes-AMG with a four-cylinder engine. Now, before you rush to the comments section to bemoan the absence of two cylinders, consider the following: Whereas the old GLC 43 utilized a lightly modified version of Mercedes-Benz’s corporate 3.0-liter turbocharged V6, the new four-cylinder model utilizes essentially the same hand-built, heavily revised engine you’d find in a CLA 45 S, an SL 43, or a Lotus Emira. Its engine cover is even signed by the technician who assembled the motor, a step up in AMG pedigree over the old model. At the same time, 416 horsepower is nothing to scoff at, so perhaps removing two cylinders will reveal a side of the GLC 43 we haven’t seen before.
Well, on a cold start, the GLC 43 is a recalcitrant, sluggish beast. With the transmission fluid cold, the nine-speed transmission feels like its upshifts are controlled by someone just learning to drive a manual gearbox. It also takes absolute ages to set off from a standstill, and you don’t want to floor the accelerator due to the transmission delay. Otherwise, you will end up damaging the front bumper on whatever is in front of you. Give the transmission some time to warm up, and while things don’t become ‘great’, they do improve. The multi-plate clutch is still slow to engage, the suspension is so underdamped it almost feels like the shocks are blown, and you really become aware that when you’re trundling along, you’re out of boost and piloting a two-ton crossover with a two-liter engine.
Luckily, there’s a method to make the GLC 43 more dynamic. Twist the drive mode selector to the right, select ‘Sport Plus’ mode, and the GLC 43 transforms from an automotive somnambulist to something altogether more exciting. The shifts become noticeably sharper, engine speeds remain high enough to keep the electrically assisted turbocharger spooled, and the damping goes from choppy to properly calibrated. Suddenly, you’re driving a compact luxury crossover with the spirit of a modified tuner car – ready to make a statement.
The crackling exhaust soundtrack and audible turbo whoosh are the stuff of dreams, the upshifts offer a real shove in the back, the chassis is always communicating with you, informing you of how all four wheels are behaving, and instead of experiencing a drop-off in power at higher revs– a common trait in modern turbocharged cars, the GLC 43 hits the end of its performance leash hard at redline. It’s constantly urging you on, provoking you like a bad influence. But, the car might just go too far.
Remember how the peak torque arrives at 5,000 rpm? As a result, although the butt dyno estimates that it’s just as quick as the old GLC 43 from zero to 60 mph when using launch control, you have to work to get into the powerband from a roll. It’s undeniably entertaining, but do luxury crossover owners actually want to work to access that power, or would they rather have more low-end grunt for ease of use? I’m guessing the latter. That’s before we even contemplate how important it is for a car like this to actually calm down while still inspiring confidence. There needs to be a middle ground between frenetic and apathetic, and the attitude of the GLC 43 is devoid of any grey areas.
There are three other downsides you can’t resolve with clever mode changes. The first is that, occasionally, you’ll get a downshift as subtle as an air conditioner falling from a 34th-floor apartment. Then there’s the brake pedal calibration, which is unacceptable. There’s no discernible bite point. The difference between a gentle stop and leaving your passenger’s teeth marks on the dashboard feels entirely dependent on pedal travel, not braking effort. Oh, and the fuel economy isn’t brilliant compared to the similarly powerful BMW X3 M50 xDrive. Then again, that BMW doesn’t have nearly as much of the GLC 43’s Jack Russell Terrier attitude, but that only matters to a select few enthusiasts.
Does It Have the Electronic Crap I Want?
Inside the GLC 43, you’ll find almost every gadget imaginable, save for a dedicated screen for the passenger. The 12.3-inch digital instrument cluster offers an almost overwhelming level of customization, and the optional head-up display contributes to that. A large 11.9-inch portrait touchscreen dominates the dashboard, offering access to everything from streaming services to off-road gauges, as well as Apple CarPlay and Android Auto. Oddly, Apple CarPlay consistently failed to establish a reliable wireless connection during my week in the GLC 43, frequently dropping out on drives longer than 20 minutes or so.
One high-tech highlight is the optional 15-speaker Burmester 3D sound system. It would be nice to have a proper seven or nine-band equalizer, but it’s easy enough to dial in your desired sound. Both sound quality and staging are pretty good for the segment.
However, some features you’ll want are missing from the GLC 43. Such features include an actual volume knob, proper buttons on the steering wheel and console, physical climate controls, or even power seat controls that aren’t capacitive touch. While the cabin of the GLC 43 looks great, Mercedes has made it a bit touchy to use. A true luxury experience must include ease, and the GLC 43 could use a little more of it.
Three Things To Know About the New Mercedes-AMG GLC 43
- It has an extreme, often riotous personality once you get to know it.
- The capacitive touch steering wheel controls will drive you mad.
- The brake pedal is simultaneously excessively vague and incredibly touchy.
Does It Fulfill Its Purpose?
Compared to its competitors in the mid-size compact luxury crossover market, perhaps the Mercedes-AMG GLC 43 may be too wild, too extreme, and too unique to achieve mass appeal. But then again, aren’t AMGs supposed to be unhinged? We’re talking about the same sub-brand that once shoehorned a 6.2-liter naturally aspirated V8 into a minivan and put a biturbo V12 in an Austrian-built ex-military vehicle conceived in the 70s.
I like some of the new GLC 43’s spirit, and I enjoyed driving it hard. But, it’s not quite complete enough that I can recommend trading in the old one. Yes, it’s a better AMG than ever before, but is it a better sporty luxury crossover for everyday driving? I can’t confidently say it is. So, if you’re shopping for a compact luxury crossover, and your idea of a spa includes navigating Eau Rouge, take a look at the GLC 43. However, if you’re looking for something that offers a broader range of capabilities, check out the Genesis GV70 3.5T, BMW X3 M50 xDrive, or Porsche Macan S.
What’s The Punctum Of The New Mercedes-AMG GLC 43
It turns out that a highly-strung hot hatch motor in a compact luxury crossover actually feels exactly how one would expect it to feel.
