Displaying items by tag: Mercedes
Mercedes-Benz's latest EV is smoothly predictable
The latest new addition to Mercedes-Benz's growing line-up of electric cars is the EQA, the EV version of the existing GLA SUV. Although it looks like the aformentioned family car with a blanked-out nose, there's a lot of new technology under the skin, which will be shared with future models in the firm's EQ model range.
It's exactly the sort of product that the carmakers are telling us that buyers want right now – an electric SUV. And they're all rushing to build them for us, with the EQA's rivals including the upcoming BMW iX3, Ford Mustang Mach-E and Audi Q3 e-tron as well as the Volvo XC40 Recharge, which is already on sale in the UK.
Design wise, it’s what you’ve come to expect from a small Mercedes-Benz SUV – smooth, creaseless design outside and an MBUX-equipped dashboard and infotainment system on the inside.
What's it like inside?
So it looks familiar inside, but there are some interesting touches, such as the instrument lighting which turns momentarily white when boost is active and the horizontally split performance meter which replaces the rev counter. There's also a fire red low-range warning scenario for the screen and the four driving modes are named Modern Classic, Sport, Progressive and Reduced.
The EQA can be had with the Energizing Comfort Plus package first launched in the CLS, which sounds like the answer to a question no one asked, but actually enhances comfort on long drives by offering massage functions, smartwatch connectivity, mood lighting, bespoke music and even a power nap feature you can use when parked up.
UK specs are yet to be confirmed, but trim levels in Europe include AMG Line, an Electric Art version with low-drag aerodynamic wheel covers and the launch Edition 1 featuring rose gold accents inside and out.
What's under the skin?
The good news is that there's some genuinely innovative technology under the skin and the claimed battery range and performance are impressive. A substantial lithium-ion battery pack is fixed into the floor, with the first model – EQA 250 – having a usable battery capacity of 66.5kWh. That lags behind the 78kWh you get in a Volvo XC40 Recharge, but is on the money for an EV of this size and class.
It's calibrated for range and efficiency rather than performance. The EQA 250 model claims up to 266 miles of range, according to WLTP figures, has a 0-62mph time of 8.9 seconds and a maximum speed of 99mph. You can charge it up to 11kW on AC at home, or up to 100kW on DC rapid charge.
There will be more EQAs to choose from, with Mercedes-Benz confirming that the EQA 250 model will be fjoined by power variants, including those with all-wheel drive. There will also be a 200kW (272hp) version later on (most likely badged EQA 300), and another variant that can claim up to 310 miles.
The EQA also gains the EQC's Eco Assist system, which uses navigation and traffic sign data to gauge how much brake regeneration is required at a given moment, and the navigation also takes into account charging times to give you as accurate a time as possible to get to your destination.
What's it like to drive?
We've had a quick drive of a pre-production EQA in prototype form, and can confirm that it's an impressively refined place in which to spend time. The main audio source up to 20mph is the pedestrian warning chime which, later turns into a subdued hum. Only when driving really hard does that murmur swells to a discreet growl.
Despite the modest claimed acceleration figures, keen drivers will enjoy way the EQA can cover ground with surprising vigour. And like all EVs, this seamless acceleration is uninterrupted by gearchange upshifts. The almost noiseless flow means you have little sensation of speed, which might be worth noting if you're not someone who watches the speedo like a hawk. Overall, it’s a refined machine, complete with a comfortable and cosseting ride.
There are three recuperation modes (how much energy is recovered when lifting off the throttle) with different levels of energy regeneration labelled mild, medium and strong. Strong in particular feels like a viable one-pedal driving experience – lift-off and the car quickly loses momentum.
When will it go on sale in the UK?
Expect to see the EQA go on sale in the summer of 2021, with UK prices and specs yet to be confirmed. German prices start at €47,540, which suggest it'll be much more affordable than the XC40 Recharge and BMW iX3. There will be more related models to follow, with the EQB seven-seater SUV and EQS luxury saloon following later in 2021.
With all the doom and gloom regarding the current state of the station wagon in the US, there is some good news. American buyers at least have three fast wagons at their disposal in 2021 (assuming they can afford any of them): the Audi RS6 Avant, the Porsche Panamera Turbo Sport Turismo, and the vehicle you see pictured here – the Mercedes-AMG E63 S Wagon. And each one of these wonderful long-roofs is very good in its own way.
The E63 S in particular blends German luxury and technology with AMG grunt, creating a sizable package that’s impossible to ignore. And with modest updates for the 2021 model year that extend throughout the E-Class range, there are few arguments against the 603-horsepower AMG in the search for your next fast family hauler.
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You’re probably in one of two camps: Either you love the look of the E63 as a devotee of the niche but ferocious group of wagon fanatics or you hate it, associating the term “station wagon” with something your elderly grandfather might drive. We’re not total wagon zealots like some, but we certainly lean toward the former – particularly when it comes to this exact car. Our $140,000 E63 wears a ridiculously cool Designo matte blue paint job, matte black 20-inch wheels, carbon fiber accents, a blacked-out grille, and carbon-ceramic stoppers with bold copper calipers. It’s a gorgeously styled station wagon.
Those AMG-specific appointments join a lightly revised fascia that spans the entire E-Class range for the 2021 model year. The new front-end consists of updated headlights, a sharper grille (inspired in-part by the GT coupe), and slightly larger vent openings. The new features are minor, but they do help improve the overall look compared to last year.
The interior of the E63 wagon is, expectedly, very familiar and very stunning. It looks and feels like almost every other Mercedes in the current lineup, which is a good thing. High-quality Nappa leather and Alcantara (standard on this model) drape the seats and steering wheel, while sublime yellow accent stitching coats the dash and door panels and a beautiful black Dinamica headliner ($1,600) covers the roof.
Even with low-profile tires and a raucous V8, the E63 S is a sublime cruiser when it needs to be. In Comfort mode, the fast wagon putts along with nary a care. The highly adaptive Mercedes suspension is so well-damped in this setting that it easily shrugs off bumps and imperfections, creating a cloud-like ride.
The steering is relatively light in this mode, too, which makes the large machine pretty easy to maneuver. And above all, the E63 is whisper quiet on the inside. As with most modern Mercedes products, insulation and sound deadening on the E63 are unsurpassed – especially with the optional Acoustic Comfort package. The $1,100 option adds improved heat and noise insulation and infrared-reflecting laminated glass.
Passenger and cargo space is another positive point for the E63 wagon – there’s just so much room. The front cabin affords the driver 37.5 inches of headroom and 41.7 inches of legroom, which is on par with the RS6 Avant’s 38.3 inches and 41.3 inches of front head and legroom. Passengers in the rear of the E63 wagon also get a solid 38.2 inches of headroom thanks to the raised roof, which is again close to the RS6 Avant (39.5 inches). Bottom line: even taller humans will be comfortable in the second row over long distances.
But if you’re buying a wagon over an E63 sedan, cargo space is what you’re most likely after. And the E63 has plenty of it; there are 35.0 cubic feet behind the second row and 64.0 cubes with that second row folded. The RS6 only has 30.0 cubic feet behind the second row, and with the rear seats folded, it offers 59.3 cubic feet.
Technology & Connectivity
We’ve always had very positive things to say about the Mercedes-Benz MBUX infotainment system. It offers great features like “Hey, Mercedes” voice commands and augmented reality navigation, and is generally very easy to use. But Benz updated some of the hardware here – the steering wheel controls in particular – and it’s somehow slightly worse.
Mercedes removed the simple volume dial, haptic feedback buttons, and cruise control selector on the steering wheel and implemented a more convoluted button-less setup that consists of two piano black inserts with fully touch-capacitive controls. As we noted in our first drive of the E53 sedan, the setup simply doesn’t work as well as last year’s version did. The cruise control layout on the left side of the steering wheel is especially confusing and difficult to use; it’s unclear exactly which selection does what. And things like the swipe directional responses aren’t well-received.
That said, MBUX is still one of the most comprehensive infotainment systems out there. The 12.3-inch touchscreen offers clean, crisp graphics, a relatively easy to use layout, and tons of features, plus a 12.3-inch digital instrument cluster with many of those same options. The addition of a drive mode selector dial on the steering wheel and a corresponding roundel on the opposite side for exhaust note, suspension, stability control, and transmission settings is a nice addition for 2021, as well.
Performance & Headling
“Blistering” feels like the most appropriate word to describe the E63 S Wagon in a straight line; this thing will shove you and all four friends into their seatbacks without hesitation. In Sport Plus and Race modes specifically, the ferocious twin-turbocharged 4.0-liter V8 rips to 60 miles per hour in 3.4 seconds courtesy of 603 horsepower and 627 pound-feet – all of that torque available between 2500 and 4500 rpm. And at high speeds, the E63 S shows no signs of slowing. Power seemingly never plateaus or diminishes, even well near redline.
All that power routes to each wheel via the 4Matic+ all-wheel-drive system, which affords the E63 plenty of grip. An AMG-tuned nine-speed automatic, meanwhile, transmission manages it all – and exceptionally well. The transmission shifts with a crisp decisiveness in Sport and Race modes, but it can be a bit lethargic in some of the other lesser settings.
Don’t be fooled by the E63’s length and weight (197.1 inches and 4,725 pounds, respectively), though. This wagon is a sublime companion for twisty roads. The big-bodied AMG keeps perfectly flat even in the tightest turns as the adaptive dampers – in their stiffest setting – all but eliminate body roll. The steering is tight and reactive, and when joined by the Michelin Pilot Sport 4S summer tires (265/35R-20 front, 295/30R-20 rear), there’s ample feedback from the road to your fingertips. And there’s even a drift mode, which disconnects the front axle and sends power solely to the rear (but it’s not for use on public roads).
The E63 wagon comes with things like automatic emergency braking, car-to-car communication, active parking assist, and a 360-degree camera right out of the box. But with the Driver Assistance package (a $1,950 option), the E63 also gets evasive steering assist, active lane-keep assist with lane-centering, lane-change assist, adaptive cruise control with stop-and-go, and more.
Mercedes-Benz, in our experience, has one of the best active safety systems around, eclipsing BMW and Nissan and rivaling more advanced options from Tesla or Cadillac. And that’s still true here in the E63 Wagon; a simple click of the steering wheel-mounted cruise control function and the Mercedes system does most of the work for you.
On the highway, constant steering adjustments keep the E63 perfectly centered in the lane. Adaptive cruise brakes smoothly all the way down to zero and even modifies the speed setting automatically depending on local limits (if you so choose) or, using GPS data, for upcoming highway bends. And the lane-change assist is our favorite feature, which moves the car automatically into the next lane at the flick of the indicator stalk.
The Mercedes-AMG E63 S Wagon’s twin-turbo V8 achieves a modest 16 miles per gallon city, 23 highway, and 18 combined, just two points below our target combined fuel economy for the class. Considering there are really only two other cars in this specific segment, the E63 S sits right in the middle of the pack. The Audi RS6 Avant achieves just 17 mpg combined, while the Panamera Turbo Sport Turismo gets a slightly better 18 mpg combined. Naturally, premium fuel is a must.
The Mercedes-AMG E63 S Wagon is not cheap – but neither is anything else in this class. The AMG model starts at $112,450 before options, making it a good bit more expensive than the Audi RS6 Avant ($109,000), slightly pricier than its sedan sibling ($107,500) – if you fancy the four-door – but still more affordable than the Panamera Sport Turismo ($157,000). Our car costs $139,711 post options, and there are plenty of them.
Just on the visual side, the E63’s Design Brilliant Blue Magno is a $3,950 extra, the carbon fiber accents are $2,850, the matte black wheels are $2,000, the black Dinamica headliner is $1,600, and the darkened grille is $450. And as far as performance goes, the carbon-ceramic brakes are the most expensive option of the lot, asking a whopping $8,950 (and you get them in a few different colors). The Driver Assistance package is another $1,950, and Acoustic Comfort is $1,100.
They say that he once did the Cannonball run on a unicycle, and that he broke the record by doing so. Also, he just can’t seem to stop drifting the cars he gets a hold of, and his newest conquest is a Mercedes-AMG E63 Station Wagon. We guess the AMG part of that sentence kind of makes everything click together.
Now, in the world of motorsports, you rarely get to see a station wagon competing alongside other. regular cars. But there are exceptions indeed. Like the globally acclaimed Volvo 850 back in the day, that competed in the Touring Car Series. Also, in drifting, there have been several pro drifters that felt the need to make a statement by competing in such a large body type of vehicle.
This would be the second time the Stig is checking out the sideways going capabilities of a Mercedes Benz in the new series, and the first one, the AMG C63 Black Series, was quite impressive, albeit a bit slouchy. This time things do look like they might be slightly easier, as the longer wheelbase should allow for a more stable slide, and the engine is now turbocharged, providing copious amounts of torque to play with.
The AMG E63 comes with a 4.0-liter turbocharged V8, which gives the driver access to a whopping 603 horsepower and 627 lb-ft (850 Nm) of torque. But weight has gone up for this attempt, as compared to the smaller C63, with the E class weighing 628 lbs (285 kg) more, which is not to be taken lightly.
As expected, the long wheelbase does the trick, and the car looks quite good while going sideways, leaving just enough room to imagine what this vehicle could do after a massive weight loss and the proper drivetrain upgrades. That’s if anyone is enthusiastic enough to actually turn a nearly $100,000 Mercedes into an actual pro drift machine. Read more > https://mercedes-world.com/e-class/mercedes-amg-e-63-estate-drifts
Anyone who’s ever experienced a Mercedes turbo V12 knows they are immensely powerful machines. Direct from Mercedes, they’ll pin your kidneys to your spine with every press of the throttle. But if ‘a lot’ is not enough, Brabus tunes them to absurd power levels. But Mercedes only offered the V12s in a select number of cars.
Brabus solved that problem by somehow finding room for the V12 in a W212 E-class. They call it the E V12, and it’s even more powerful than a standard AMG V12. You didn’t ask for 788 horsepower in your E-class, but here you go anyway. Want tires to last 20 minutes? You’ll be able to accomplish that with 1,047 lb/ft of torque. We found this one on ClassicDriver, and it’s quite a departure from a standard E63 AMG.
Starting with a 6.3 liter V12, Brabus worked their magic to create those power numbers. But we feel more magic had to be done in order to get the thing to even fit inside a W212 chassis. It’s already a tight fit in the bigger S class, and long-hooded SL roadsters.
Keen eyed observers will see the front radiator support has been ditched in order to accomodate the V12’s front accessory drive system. By that alone, we can only assume the extensive work to cut up a car, and yet make it stronger than before to handle the loads of a big V12.
Inside the car, just about every surface has been changed to high qualify leather, Alcantara or carbon fiber. A special wrapped steering wheel contains Brabus badging, along with carbon fiber. Badges can also be found on the seatbacksm, and a special “one of ten” EV12 badge lets you know how special the car is.
Did you think we weren’t going to mention the body kit? Think again. While Brabus has typically come up with some great looking subtle modifications, the side skirts on the rear wheels will definitely be a love/hate kind of look. But, apparently they do serve a function. Wind tunnel tested, they reduce lift at front and rear, which is a good thing when you’re travelling on the sharp side of 200 miles per hour. Read more > https://mercedes-world.com/e-class/mercedes-benz-e-class-v12-brabus
The compact AMG station wagon is a sportier utility vehicle—but it's not available here.
Many Americans still think of "mom" and "station wagon" in the same sentence, ignoring that the ubiquitous modern SUV is essentially the 21st century's Wagon Queen Family Truckster. But in Europe, wagons are still cool, still the preferred utility vehicles for people with sporty lifestyles. And the faster the wagon, the cooler it is. Which makes the 2020 Mercedes-AMG C63 S wagon about as cool as long-roof load luggers come.
The C63 S wagon is of course the E63 S 4Matic+ wagon's little brother, 11.5 inches shorter, 3.8 inches narrower, 1.3 inches lower, and rolling on a 3.9-inch-shorter wheelbase. It's powered by the same 503-hp, 516-lb-ft version of Daimler's versatile 4.0-liter twin-turbo V-8 as the AMG GLC63 S Coupe sold Stateside, rather than the big-hitter 603-hp, 627-lb-ft engine of the E-Class version. Can't have the 600-pound-lighter—and, in the U.K., the 23 percent cheaper—little brother upstaging things, can we?
The C63 S wagon's lighter weight is partly because, well, it's smaller, and also because it doesn't have the bigger car's 4Matic+ all-wheel-drive system. By Daimler's own numbers, it's about half a second slower to 62 mph than the E 63 S 4Matic+ wagon, which suggests a zero to 60 time of about 3.5 seconds. Given the heavier, all-wheel-drive AMG GLC63 we tested a few years back recorded a zero to 60 time of 3.2 seconds, that might be a touch pessimistic. And there's nothing in it in terms of top speed between the two; Daimler says the E 63 S is good for 180 mph, while the C63 S will do 174.
A 2018 face-lift added the toothy AMG grille up front and a new rear diffuser, plus the option of 19-inch forged alloy wheels instead of the regular 18-inchers. Interior upgrades included a 12.3-inch digital dash and 10.5-inch infotainment screen, a flat-bottomed steering wheel with touchpad controls on the spokes, and a rotary mode controller similar to Porsche's Sport Chrono unit.
While the engine remained untouched, the old seven-speed torque-converter auto was replaced with AMG's nine-speed wet-clutch automatic, and it added an e-diff. AMG Traction Control—the same nine-stage system first seen on the AMG GT R—was made standard on the S. The AMG Dynamic Select system offers five predetermined driver modes, along with an Individual mode that allows you to choose the engine, gearbox, steering, and exhaust settings. AMG Ride Control manages the steel springs and adaptive shocks, and the AMG Dynamics system enables you to manage the ESP settings and torque distribution to the rear axle through four further settings: Basic, Advanced, Pro, and Master.
What's it all add up to? A rambunctious little thug of a wagon, that's what. Next to the C63 S, the E63 S seems calmer, more mature—if any station wagon with Saturn V thrust, a rolling thunder soundtrack, and Drift mode could be called calm and mature. The C63 S feels livelier, noisier, busier, especially at 120 mph or more on the autobahn, where the shorter wheelbase and different suspension settings mean high-speed turn-in response feels more aggressive, and there's much more vertical motion through the chassis. The rear drive balance is real rather than digitally remastered; accessing Drift mode in this thing simply requires turning the traction control off, instead of the video-game cheat code sequence of button presses, paddle pulls, and menu fiddling E63 drivers must engage to defeat the AWD and access its rear-drive mode.
It might not have the brute power of the E63 S, but Lordy it's still fast. On a trip that saw us in a single day dispatch the 700 miles between London and Dresden in eastern Germany, we averaged 100 mph on one 55-mile stretch of autobahn that included more than 5 miles of slow running through construction. The C63 S cruised easily at 130-140 mph when traffic allowed, and on one stretch we saw an indicated 156 mph.
The best thing about the C63 S wagon? Not just that it flies, but that it flies below the radar. Unless you're an enthusiast, it could be one of tens of thousands of diesel C-Class wagons running around Europe on fancy AMG wheels. There's something deeply engaging about a supercar that to most people looks like an ordinary grocery getter. It has utility. But it's very, very sporty.
“The Mercedes GLC is an SUV that benefits from a lot of C-Class pedigree, but with a raised ride height and improved practicality”
Mercedes has had a car battling against the BMW X3 and Audi Q5 since 2009, but to UK buyers this may not have been obvious because the old GLK-Class was only sold in left-hand-drive markets. However, since 2015, the GLC, which replaced the GLK, has been sold here and is an SUV version of the popular Mercedes C-Class saloon on which it’s based.
Mercedes gave the GLC a mild facelift in 2019, which involved some tweaks to the exterior design, some new engines and a plethora of technology upgrades inside. The updates were needed given how competitive the SUV market had become, and 2021 ushers in a plug-in hybrid version for the first time too.
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The revised GLC borrows engines and equipment from the C-Class. The similarities between the two models are harder to spot in style terms, however, unlike the Mercedes A-Class and GLA, which have more in common. The GLC is an attractive car in its own right, with the latest design including slimmer headlights and tail lights, and the latest Mercedes grille.
Every GLC comes with Mercedes' 4MATIC four-wheel drive and a smooth nine-speed automatic gearbox as standard. Versions badged 220 d and 300 d are fitted with the same 2.0-litre diesel, but tuned differently to produce 191 and 242bhp respectively. The 220d returns up to 45.6mpg and has CO2 emissions starting at 175g/km, while you can expect 42.8mpg and 184g/km from the 300 d, which are competitive figures. These are trumped by the GLC 300 e plug-in hybrid model, which can manage 26-31 miles of electric range and 122mpg. What’s more, its low CO2 emissions mean company-car tax is a third of the petrol and diesel engines.
A clear highlight of the GLC is its attractive and well built interior, which also has enough room for front and rear occupants to be comfortable, along with heater controls for people sitting in the back, which is surprisingly rare. There are lots of thoughtful cubbies and the 550-litre boot puts the GLC in the same territory as the X3 and Q5, while the Discovery Sport is more practical and has the option of seven seats.
The introduced the latest Mercedes MBUX infotainment system, but unlike all-new models, there's still a tablet-style central screen perched on the dash, that looks slightly incongruous. The software is a major upgrade, though, and the main screen now responds to touch as well as the central control pad. A regular set of dials are standard, while a large 12.3-inch digital version is available as an option.
On the road, it soon becomes apparent that Mercedes concentrated on comfort when developing the GLC. It’s very smooth on the standard suspension and even more cosseting if the optional air-suspension is fitted. Drivers on the hunt for thrills may feel short-changed, though – while the Volvo XC60 is even softer, the newer BMW X3 is more responsive and poised on a country road.
There are effectively three trim levels, consisting of the core AMG Line trim, plus Premium and Premium Plus versions. The 220 d engine is only available in AMG Line Premium and below; the more powerful 300 d is the AMG Line Premium and up. Desirable items like a powered tailgate, reversing camera and Artico leather upholstery are all included, along with sat nav and LED headlights. AMG Line Premium GLCs gain distinctive body styling and an interior makeover, as well as even bigger 20-inch alloy wheels.
AMG Line is now the most appealing trim for company-car drivers and we'd recommend spending the extra monthly finance cost for private buyers too, to benefit from all the GLC has to offer. The Premium equipment line includes adaptive headlights, running boards, a larger instrument display, ambient lighting, augmented reality navigation, Android Auto and Apple CarPlay compatibility and wireless smartphone charging.
Before it was facelifted, the GLC came 61st out of 100 models in our 2019 Driver Power customer satisfaction survey, but reliability wasn't a strong point, so owners will be hoping issues have been remedied. Further peace of mind should be provided by the GLC’s five-star Euro NCAP crash-test rating.
Mercedes GLC SUV - MPG, running costs & CO2
The Mercedes GLC is actually quite economical given its size
The Mercedes GLC is pretty economical for an SUV, with its claimed figures rivalling the likes of the Audi Q5 and BMW X3. Mercedes also offers competitive warranty and servicing plans.
Mercedes GLC MPG & CO2
The 220 d version of the 2.0-litre diesel engine can return up to 45.6mpg, reducing slightly in top trims with optional wheels fitted. CO2 emissions of 175g/km mean it sits in the highest BiK band, which won’t appeal to company-car drivers. The more powerful GLC 300d is a shade less economical, at up to 42.8mpg, with emissions of 184g/km. By comparison, the BMW X3 xDrive 30d offers more pace and returns 46.3mpg with 159g/km.
Petrol engines are offered too. A GLC 300 model promises up to 33.6mpg, while the AMG 43 and 63 models above are even thirstier. They certainly prioritise speed over running costs; you can expect 26 and 22mpg respectively. All petrols are in the top BiK band.
A plug-in hybrid GLC 300 de version is now available, pairing the 2.0-litre diesel engine with a 13.5kWh battery. It offers 27 miles of electric range and up to 156.9mpg if you regularly recharge the battery, while business users will be drawn to its 12-13% BiK rate. It’s also exempt from the London Congestion Charge until October 2021. In 2021 it was joined by the GLC 300 e, with a petrol 2.0-litre engine and an electric range of 26-31 miles. It can officially manage up to 128.4mpg with emissions of 62g/km and it takes around 2.5 hours to charge the battery using a 7kW home wallbox.
After the first year's CO2-based road tax (generally included in the on-the-road price), Mercedes GLCs cost £150 a year to tax, or £10 less if it's a hybrid. Every GLC now has a list price (including options) of more than £40,000, making it liable for an additional surcharge of £325 a year in years two to six, bringing the annual bill to £475 during that period.
Insurance groups for the facelifted Mercedes GLC are quite high, with diesel versions starting in groups 32 and the GLC 300 de in groups 44-45 out of 50. Oddly, this is just as high as the AMG versions in groups 41-44.
Mercedes provides a three-year/unlimited-mileage warranty on all of its new models, which is the same as BMW offers on the X3. Pan-European Mercedes Roadside Assistance is also included, that can last up to 30 years if you keep the car maintained within the dealership network.
Mercedes offers fixed-price servicing plans that cover all scheduled maintenance. You can pay all in one go up front or spread the cost over monthly instalments, which should be about £35 for a diesel GLC.
Mercedes GLC SUV - Engines, drive & performance
Its diesel engines are smooth, but the Mercedes GLC is more of a comfortable cruiser than an exciting driver’s car
Engine choice is reasonably limited in the Mercedes GLC, but the two diesel options are very smooth on the move. All also come with four-wheel drive as standard – a system Mercedes calls 4MATIC. The GLC is almost car-like to drive and as comfortable and sophisticated as a luxury limousine – a happy consequence of sharing a platform with the C-Class saloon.
The GLC is at its best when driven in a relaxed, unfussed manner than on spirited back-road jaunts. Although all models have clever dampers as standard, they seem optimised for soaking up bumps and improving ride comfort rather than providing sharper responses. For a truly rewarding SUV driving experience, the BMW X3 and Jaguar F-Pace remain the cars to beat, although in the comfort stakes, the Merc trumps the Alfa Romeo Stelvio. The Volvo XC60 is even more comfortable still.
Mercedes GLC SUV nose20
The GLC leans a little during hard cornering, but not so much as to feel unsettling and less than the Audi and Volvo. The steering is accurate enough, yet feels rather light and requires quite large inputs, so there’s little to encourage fast driving anyway. It’s far better to ease off the accelerator and cruise, which the Mercedes does very well.
All models use a smooth, responsive nine-speed automatic gearbox, which does a good job of keeping the engine revs low in the interest of fuel economy. The four-wheel-drive system is permanently engaged and uses traction control to ensure a firm grip on the road – any wheel found to be slipping is lightly braked and the engine's power is sent to the wheel on the opposite side to get you moving again.
Mercedes GLC diesel engines
Many people buying an SUV of this size will choose a diesel, and there are two available, badged 220 d and 300 d. Both are different versions of Mercedes' four-cylinder 2.0-litre engine, which is smoother and quieter than the 2.1-litre diesel it replaces, but still slightly more clattery than the best diesel engines found in rivals.
It might not appear like it if you look at the official performance claims, but most drivers will be satisfied with the slower 220 d, and it suits the GLC well. Mercedes claims 0-62mph times of 7.9 for the 200 d and 6.5 seconds for the 300 d, both of which will be more than fast enough for most SUV owners. That means our top pick is the cheaper 220 d, and it's a shame this isn't available with every trim level. Unlike the coarse old engine, the GLC 300 d we sampled was as smooth and quiet as a petrol, but with even more urge in real-world driving.
Talking of petrol, the GLC 300 with 254bhp is available, featuring a new turbocharger, engine design and particulate filter all aimed at reducing emissions. It's also fitted with a mild-hybrid system that can recoup energy as the car slows down, then use it to aid acceleration. Acceleration from 0-62mph takes 6.2 seconds, while its top speed is 149mph. AMG models are even faster - the 43 model cracks 0-62mph in under five seconds, and the 63 and 63 S reduce this to four seconds or less. With the speed limiter removed, the GLC 63 S will carry on all the way to 174mph.
Most plug-in hybrids use a petrol engine, but the GLC 300 de has a diesel engine for long-range economy. The combination produces 302bhp, so the PHEV is quick too - 0-62mph takes 6.2 seconds. For 2021 the petrol-based GLC 300 e plug-in has also arrived, and it's even faster, taking just 5.7 seconds to get from 0-62mph.
Its 2.0-litre turbo petrol engine and electric motor produce a combined 316bhp, and it does a good job of prioritising electric power when the battery is charged. In this mode it's almost silent, and even when the petrol engine kicks in it's almost imperceptible. There's also a clever regenerative braking system that can be adjusted using the paddles behind the steering wheel or left to work automatically based on the road and traffic.
Mercedes GLC SUV - Interior & comfort
The Mercedes GLC has a well built interior and even the entry-level model has loads of standard kit
The Mercedes GLC boasts an impressive, high-quality dashboard and interior design that’s more luxurious and up-to-date than what you’ll find in many rivals. All models are well equipped, but you’d expect them to be considering the GLC’s price. We'd recommend choosing an AMG Line Premium trim or above to really experience all the GLC has to offer.
Thanks to a honed suspension setup and using some parts from the Mercedes C-Class saloon, the GLC is very comfortable on the move whether on the standard steel springs of the Sport or the optional AIRMATIC system. Road and wind noise are minimal and a clever crosswind prevention system helps to keep the GLC stable at high speeds. Even the more sportily tuned AMG Line models maintain the comfortable ride of the Sport, although the wider tyres do kick up a little more noise from the road.
Mercedes GLC dashboard
The GLC shines when you sit behind the wheel. The entire design looks like it’s been lifted straight from the C-Class saloon, as there’s loads of solid metal switchgear and clear instruments. The middle of the dashboard is dominated by a single piece of wood or gloss-black veneer that starts from just underneath the infotainment screen and swoops down to connect to the centre console.
The classic air vents look like they’ve been taken straight from a vintage aircraft and the control for the sat nav and infotainment is the only control interruption on the centre console. The steering column-mounted gear selector is a little strange to get used to, though. It's also a shame that the standard analogue gauges and central trip computer look dated compared with the digital instruments fitted in AMG Line Premium trim.
The GLC now comes in AMG Line trim as standard but extra kit can be added by upgrading to Premium and Premium Plus versions. Even the entry-level model has a comprehensive amount of equipment: a reversing camera, Parktronic, a powered tailgate, rain-sensing wipers, LED headlights, leather seats, automatic climate control, sat-nav and DAB radio are all standard.
The AMG Line Premium version throws in a sports bodykit and interior makeover, sports suspension, 20-inch AMG alloy wheels, adaptive headlights, ambient lighting and a 12.3-inch digital instrument display. Premium Plus is even more lavish, thanks to a panoramic sunroof, Burmester stereo system, keyless entry, 360-degree camera view and memory front seats and steering wheel.
The Driving Assistance package is worth considering if you spend a lot of time behind the wheel, adding blind-spot monitoring, lane-keeping assistance, adaptive cruise control and a system that applies the brakes if it thinks you're about to hit the car in front. Air-suspension can also be fitted, further improving the ride quality. If you plan on towing, an official tow bar costs around £750.
Mercedes GLC SUV - Practicality & boot space
The Mercedes GLC provides loads of storage areas and its boot is a decent size, if not class-leading
Considering it’s an SUV, the GLC is easy enough to get into, as its doors open nice and wide. The steering wheel and driver’s seat have plenty of adjustment and there’s plenty of room in the back. Boot space is good, if not class-leading, but the plug-in hybrid offers noticeably less due to its batteries taking up some of the luggage room.
Mercedes GLC interior space & storage
The GLC offers a decent amount of leg and headroom in the rear, but the transmission tunnel can eat into space for the middle-seat passenger.
Interior storage is good, thanks to a generous space in the front armrest and a deep cubby in front of the infotainment dial in the centre console. The door bins can all hold bottles and rear-seat occupants get their own air ventilation and an armrest that features a storage cubby and two cup-holders.
Total boot volume is about on par with a lot of the GLC’s rivals. The 550 litres on offer is the same as what you get in the BMW X3 and equal to the Audi Q5’s boot. However, it’s less than what’s available when you fold down the Land Rover Discovery Sport’s third row of seats. The GLC’s rear seats fold in a 40:20:40 configuration with the pull of a lever, offering extra versatility and more room in the boot if needed.
In the boot you’ll find the usual range of neat practical touches like anchor points for smaller items and a cubby either side to store bits and bobs. The boot itself is square and the opening is large, so getting awkwardly shaped items in should be a breeze, especially with the power-operated tailgate.
Compared to the 550 litres you get in petrol and diesel cars, the PHEV’s boot is a bit smaller at 395 litres. That’s only 25 litres more than in the A-Class hatchback but at least the boot floor is flat, unlike the annoying step in the boot of the E-Class plug-in. It also benefits from underfloor storage, so you can keep your charging cables separate from your shopping.
All diesel GLC models can tow 2,500kg – more than most versions of the Land Rover Discovery Sport, and matching the D240. Both the GLC 300 de and 300 e can also tow up to 2,000kg, which is an impressive amount for a plug-in hybrid.
With a complete redesign in store for the 2022 Mercedes-Benz C-class, the entry-luxury car segment is in for a shakeup. The C-class has long served as the entry-point to the Mercedes-Benz lineup, but new additions to the brand in recent years such as the A-class sedan have allowed the C-class to move upmarket and better battle rivals such as the Audi A4, BMW 3-series, and Genesis G70. We expect the all-new 2022 model to continue to be built on a rear-drive platform, powered by a turbocharged four-cylinder engine and offer all-wheel drive as an option. The cabin is where we'll most likely see the most modernization, as the C-class is expected to borrow styling elements and technology from the newly-redesigned 2021 S-class sedan. Mercedes-Benz has been mum on details, and we've seen nothing more than some grainy spy photos, but the redesigned C-class appears to be on track for a debut sometime in 2021 as a 2022 model.
What's New for 2022?
In short: Everything. Spy photos of the redesigned C-class show a car that's clearly completely new and it's expected to launch for the 2022 model year.
Although we've only caught glimpses of camouflaged sedans so far, we expect Mercedes will continue to offer the C-class in coupe and convertible body styles as well. Without knowing more about the new car's standard and optional features, it's difficult to predict which one will be the best buy. When we learn more about the 2022 C-class, we'll update this story with details.
Engine, Transmission, and Performance
The 2022 C-class will likely continue to be powered by the same 255-hp turbocharged 2.0-liter four-cylinder engine as the outgoing model, but we expect it to start using the "350" designation in lieu of the current model's "300" to line up with the E350 sedan and GLE350 SUV, both of which use the same engine. All-wheel drive will likely remain an option with rear-wheel drive being the standard setup. When Mercedes releases information about the 2022 C-class's powertrain, we'll update this story with details.
Fuel Economy and Real-World MPG
The EPA hasn't posted fuel efficiency estimates for the 2022 C-class yet, but the new car's ratings shouldn't deviate much from the current model, which is rated at 23 mpg city and 33 mpg highway. When we get a chance, we'll put the new C-class through our 75-mph highway fuel economy test and report its results here.
Interior, Comfort, and Cargo
A full modernization of the C-class's cabin is expected and should include a digital gauge display, touch-sensitive controls, and a host of amenities. From the limited spy photos we've seen, we predict the car will have a steering wheel that looks similar to that of the redesigned S-class sedan's. The current C-class's interior is already one of the nicer cabins in the segment, with fine leather, real wood trim, and tasteful metallic accents, and we expect the 2022 model's cabin to be even nicer. Overall, the C-class looks to be similar in size to the outgoing model, so passenger and cargo space should be about the same.
Infotainment and Connectivity
If the redesigned S-class sedan is anything to go by—and we think it is—the C-class should launch with a large vertically-oriented center touchscreen similar to the 12.8-inch unit in the brand's new flagship. Regardless of screen size or orientation, the 2022 C-class will undoubtedly offer the most up-to-date version of Mercedes's MBUX infotainment system, complete with the voice-activated digital assistant, standard Apple CarPlay and Android Auto, and online access via a Wi-Fi hotspot.
Safety and Driver-Assistance Features
Neither the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) have released crash test or safety information for the 2022 C-class. We are expecting Mercedes to pull out all the stops on driver-assistance features, though, and the new model should come standard with plenty of tech. Key safety features are likely to include:
Standard automated emergency braking with pedestrian detection
Standard lane-departure warning with lane-keeping assist
Available adaptive cruise control with semi-autonomous driving mode
Warranty and Maintenance Coverage
Although rivals such as BMW, Genesis, and Volvo offer three years of complimentary maintenance, Mercedes-Benz omits that benefit from its standard warranty offerings. Otherwise, all new Benz's come with an industry-standard plan that covers most things for up to four years or 50,000 miles.
Limited warranty covers four years or 50,000 miles
Powertrain warranty covers four years or 50,000 miles
No complimentary scheduled maintenance