Mercedes-Benz rounds off the GLC compact SUV’s rear-end to give us the GLC Coupé. But how does it shape up?
“If I’d asked my customers what they wanted, they’d have said a faster horse.” This quote is commonly attributed to Henry Ford with regard to the growing popularity of the motorcar at the turn of the 20th century. The adage essentially refers to consumers not knowing what they want and the need for corporations to innovate.
Despite his novel outlook, we are pretty sure that ol’ man Ford would never have envisioned an SUV with a coupé-esque silhouette, yet that is exactly what we have on these pages. Fittingly, it was the Americans who first chamfered the rear-end of a two-box SUV. But, although Pontiac created the niche with its ungainly Aztek, BMW is definitely responsible for popularising this practice with its first-generation X6. And, like in other segments, when one German carmaker achieves success, the other players are soon to follow. Mercedes-Benz answered the X6 with the GLE Coupé, and now takes the fight to the X4 with the GLC Coupé.
Built on the Modular Rear Architecture (MRA) platform, which also underpins the latest C- and E-Classes, the GLC Coupé is based on the compact SUV with the same name. As such, their range compositions are identical, bar the fact that the Coupé also offers the option of a 3,0-litre V6 turbodiesel. Under scrutiny here is what’s expected to be one of the biggest sellers, the GLC250d.
The Coupé is immediately distinguishable from the boxier GLC by a raked, single-slat radiator grille, adorned with a diamond finish, and the obvious tapering roofline. Despite sharing a platform, the Coupé variant is almost 80 mm longer and 40 mm lower than the GLC. Careful aerodynamic tuning results in a drag coefficient of 0,31. The sloped roof, along with the high waistline, creates a diminishing glasshouse as you move aft. A flick of rear spoiler is incorporated into the hatch, while bold taillamps add to the sense of muscularity and further differentiate it from its sibling. Overall, the design looks compact and dynamic, and the coupé-esque treatment is certainly more cohesive on the GLC than on the ungainly X4.
Step over the wide side steps, taking care not to soil your clothing in the process, and you’re greeted by an interior that hasn’t lost its sense of theatre since we first tested a C-Class. In this highly specced test unit, the large, freestanding infotainment screen and instrument cluster juxtapose unsealed, matte wood trim, as if drawing a link to Benzes of yore.
We’ve been critical of the build integrity of some C-series cabins – a number of test vehicles have exhibited slight but noticeable trim creaks emanating from the facia – but this Coupé’s cockpit felt rock-solid. As expected, interior space is slightly compromised when compared with the higher GLC. Due to the lower roofline, headroom in front and in the rear has been reduced (although rear legroom remains generous). The boot volume remains largely unchanged – we measure only up to the parcel shelf – but utility room has taken a knock. Because the hatch is so heavily sloped, the view through the rear-view mirror is letterbox-flat. To that end, Benz includes a reverse-view camera to aid parking manoeuvres.
As is the norm these days, badges seldom correlate with engine size. The 250d features a 2,1-litre bi-turbodiesel that develops a healthy 500 N.m of twist action between 1 600 and 1 800 r/min, with over 80% of the maximum value available between 1 250 and 3 500 r/min. That means that there’s plenty of overtaking punch. Peak power, meanwhile, is rated at 150 kW. Torque is sent to all four wheels via the firm’s new nine-speed automatic transmission, one of the smoothest in the market.
Mashing the throttle on the cruise elicits multiple downshifts and a wave of constant acceleration, as attested to by our in-gear acceleration figures. From standstill, the GLC250d reaches 100 km/h in little over eight seconds. Slowing down from 100 km/h was achieved in an average time of 3,0 seconds, which earns it a “good” rating. A party trick of turbodiesel vehicles is their ability to generate high levels of torque but still return miserly fuel consumption. While Mercedes-Benz claims a somewhat optimistic usage of 5,4 L/100 km in the NEDC cycle, a drive along our standardised 100 km fuel route used a still impressive 6,6 L/100 km.
Dynamically, the GLC Coupé is equally impressive. Mercedes-Benz has calibrated the steering system pretty much perfectly for a vehicle of this ilk. There’s a hint of heft to the electrically assisted helm, but not so much that it starts to feel cumbersome. This vehicle is fitted with the optional (R25 900) Air Body Control suspension system that, in conjunction with the plump 55-profile tyres, transforms the ride. Even with the drive selector switch dialled to the sportiest setting for the drivetrain system, the ride firms up but never turns crashy.
If the mood strikes and you find yourself zipping through a set of corners, the GLC Coupé feels surefooted and exhibits good body control, although ultimate grip isn’t particularly high. The loss of traction is signalled by mild protestation of the front tyres before the ESC waves its magic wand. Overall, the suspension engineers have managed to strike a great balance between ride comfort and outright roadholding, but we’ll reserve final judgement until we can try a model riding on standard steel springs.
