SUV Review: 2024 Mercedes-AMG GLC 43 | Reviews

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For those who feel modern crossovers are becoming a herd of homogenized blobs in an attempt to be all things to all people, the Mercedes-AMG GLC 43 turns out to be quite the palette cleanser. This compact luxury performance crossover wears its AMG colours loud and proud and apparently is not trying to appeal to … well, my wife for one. After a brief drive she queried, “Why is it so jerky?” Fair question.

What powers the Mercedes-AMG GLC 43 and what’s it like to drive?

I, on the other hand, grew to quite like this hybridized hot rod SUV over the three weeks I had it during the Christmas holidays. When it comes to performance, the GLC 43 delivers big time, showing the reflexes of a caffeinated stout and blasting forth via an escalating rush from its turbocharged and electrically boosted 2.0L turbo four — helped by a volley of antisocial blats firing from the exhaust on upshifts that have my long-suffering wife threatening to get out of the car, and me grinning like the village idiot.

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The problem with the Mercedes-AMG GLC 43 is that below 50 km/h, it’s a cantankerous little thing. I don’t think I’ve driven any modern car of late that shows such a disdain for the day-to-day motoring drudge — something I was pretty much embroiled in, commuting almost daily from Oakville to Toronto. Even in Comfort mode, the upshifts from first to second gear jolt like you’re launching for a lap of the Nürburgring. Same when rolling to a stop — the abrupt downshifts are almost head jerking. If this was a “normal” car, you’d be back at the dealership yelling “WTF” at the service advisor. I’ve experienced this AMG Speedshift MCT nine-speed wet-clutch gearbox in numerous other AMG vehicles and it’s usually smoother. I’m guessing AMG has tuned in these engineering theatrics for a reason, but they might want to back it off a bit. A Porsche PDK dual-clutch gearbox this is not.

And while on the subject of jerkiness, GLC 43’s brakes are grabby and show zero pedal feel at low speeds. It’s all but impossible to bring it to a smooth limo-grade stop. Like the rest of the GLC 43, the brakes work best at higher speeds.

Pop the hood and you’ll see a little plaque with the signature of the technician who hand assembled the engine. In this case, Mario Bechtold. Legit AMG stuff, and this is the first time the less-than-63 series AMGs see this. The previous 43 series bi-turbo V6 was not of the “one man, one engine” ilk.

This turbo 2.0L four generates an astonishing 416 horsepower and 369 lb-ft of torque. That kind of nutty output sounds like a recipe for extreme turbo lag, but AMG nips that with an electrically assisted turbocharger along with an integrated 13-hp belt-driven starter/generator that supplements engine torque at lower speeds. Usually, these systems smooth out the low speed driving experience, but not here. Remember, AMG.

Select Sport or Sport+ mode via the nifty dial on the steering wheel, lean into the throttle, and the Mercedes-AMG GLC 43 transforms from a recalcitrant tyke to an engaging and very quick crossover. The steering is excellent — rivalling Porsche’s electric rack for natural feel and accuracy — and the chassis with its AMG adaptive damping is finely honed. Factor in 4Matic all-wheel drive that sends about 60% of engine torque to the rear wheels, standard rear wheel steering and staggered 20-inch wheels (here wearing winter rubber), and you have a highly entertaining and agile crossover.

Much of this joy comes from the bellowing hand-crafted four-pot that gives the GLC 43 V8-grade performance. Okay, it doesn’t sound like a V8 (and some of that sound is piped into the cabin) but it does emit a deep chested resonance from its quad pipes, underscored by the aforementioned blats, farts, woof and burbles. Throttle response is nigh on instant — the only hesitation comes from the transmission that is slow to kick down in Comfort mode. Sport mode dials up a more aggressive shift map, stiffer damping and advanced engine and traction management. Call up Sport+ and the GLC 43 leaps to full attack mode and enables Race Start which has it sprinting to 100 km/h in 4.8 seconds. The engine is happy to rev to its 7,000 rpm redline, making peak power at 6,750 rpm.

This tester gets racier with the $4,000 AMG Drivers Package that adds and AMG steering wheel trimmed in Nappa and Alcantara, 20-inch 10-spoke AMG wheels, AMG Track Pace (records laps time, telemetry, etc.) and a speed limit raised to 265 km/h for when you want to make the local news.

Ride quality in Comfort mode is very firm yet acceptable, whereas Sport and Sport+ dial it up considerably. Other drive modes include Snow and Individual, with the latter allowing drivers to mix their own dynamic cocktail.

Interior features in the Mercedes-AMG GLC 43

The Mercedes-AMG GLC 43 might be a bit of a brat on the road, but there’s no skimping when it comes to dishing out the expected Mercedes luxury and tech. The doors close with a reassuring thunk signaling premium solidity, and the cabin is a showpiece of fine materials and top-shelf build quality, looking especially rich swathed in this sienna brown and black hide ($2,105). The GLC 43 gets numerous AMG badge reminders (kick plates, seats, floor mats, steering wheel), in case you forget what you’re driving (although the engine and transmission won’t let you). The front seats are supremely comfortable and supportive, although for a starting price of $79,900 one might expect ventilation.

Standard kit includes panoramic sunroof, foot activated trunk release, wireless phone charge pad, heated steering wheel, heated front seats, mirror logo lamp, active parking assist and Burmester audio. This being Mercedes, you’ll also be splashing out on some packages. The $3,950 Pinnacle Trim package bestows heat and noise insulating glass, head-up display, augmented reality for navigation, upgraded MBUX entertainment, digital headlights, and a spectacular 15-speaker Burmester 3D sound system. To get the latter, you must spec the $1,975 Exclusive Trim package first that includes navigation, traffic sign recognition, live traffic alerts, 360-degree camera, transparent hood front view camera, and premium ambient lighting that transforms the cabin into a multi-coloured nightclub.

Mercedes has been honing its MBUX (Mercedes Benz User Experience) interface for several years. The 11.9-inch portrait-oriented central touchscreen’s lower panel is dedicated to HVAC control with large and logically arrayed touch points. Graphics are excellent, as is Benz’s “Hey Mercedes” uber-obedient voice control that has MBUX bowing to your every wish, be that navigation requests, HVAC adjustments, radio station prompts, or merely entertaining with a seemingly bottomless pit of bad dad jokes. The one glaring annoyance here is the lack of a physical volume control — be that rotary knob or roller. The two haptic sliders (on the dash and steering wheel) are hit-and-always-miss ergonomic travesties.

The driver gets a pin-sharp 12.3-inch digital instrument cluster with a number of configurations to choose from, the best being the Classic with its larger round tachometer and speedometer.

So, is this Mercedes-AMG GLC 43 crossover a real AMG? The as-tested price (before taxes) of $102,113 certainly suggests as such, and once behind the wheel, the crossover’s overtly edgy attitude and appetite for aggressive driving confirm it. Not to mention Mario Bechtold’s signature on the engine. For some, the GLC 43 might be too AMG as it’s a car that begs (and needs) to be thrashed — something that just isn’t in the cards for most of us. That said, I got used its low-speed demeanour, and frankly grew to love its unusual blend of bratty behavior and sybaritic appointments. It’s a unique piece, and on reflection I wouldn’t change much. OK, give me a volume knob and do something about the weird brake feel.

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