Test Mercedes-AMG GLC 63 SE Performance: Overcompensation

Why is that four-cylinder such an issue? Be glad this car still has cylinders at all!

Not BMW, not Porsche, not Audi, of all things Mercedes. AMG of all people had to start using four-cylinders in absolute top models if necessary, and perhaps that is precisely why it hurts so much. After all, the ‘old’ Mercedes-AMG GLC 63 was the only car in this class with a V8. A rather clumsy V8, too, which gave it a wonderful roughness that you simply did not find in the increasingly civilized alternatives. In light of those sensations, the new GLC 63 can hardly win, but that is partly why it is perhaps fair to forget that predecessor for a moment when assessing the newcomer.

Let’s do that then. Is it still a bit smooth?

You can say that. The two-liter four-cylinder from AMG is also basically in the milder GLC 43, but here it delivers even more power thanks to a larger version of the electrified turbo. 473 hp, to be precise, but it doesn’t stop there. On the rear axle is an ‘Electric Drive Unit’ – electric motor – with two gears, with another 204 hp. This brings the total power to a staggering 680 hp with a torque of no less than 1,020 Nm. Exactly the same as in the C 63, but the performance is also very impressive in the larger model. Foot on the brake, foot on the gas, release the brake: with belts tightened and amidst hellish noise, the GLC shoots towards the horizon. It is precisely because of this extremely complex combination of power sources that the power seems to come from all corners of the car, which is almost true. The 9G automatic transmission, unique to AMG, packs a punch when changing gears and still provides some mechanical pleasure, while the four-cylinder roars in Sport+ or Race mode and crackles nicely under throttle. Still cool!

Is the GLC 63 a plug-in hybrid just like the C 63?

Yes, but actually only on paper. The battery pack, which charges and discharges very quickly, is much smaller at 6.1 kWh than that of a regular PHEV-GLC, and that leads to an electric range of an almost laughable 12 kilometers. Purely a way to reduce theoretical CO2 emissions, in other words. Charging really makes little sense, especially because the car quickly charges the battery to a quarter or even 50 percent while driving. This setup does of course offer the option of moving the car or quickly driving to the shop without the engine starting, which can be beneficial for the lifespan of the technology.

Small battery or not, the luggage compartment is, just like a regular plug-in hybrid GLC, about 150 liters smaller than normal.

That probably can’t hurt, because it all sounds terribly complex.

That’s definitely true. That complexity does not stop at the drivetrain, because the chassis is also a fine example of overcompensation. Four-wheel steering, adaptive dampers and active roll stabilization should keep this 2,310 kg device in check – 300 kg more than the V8 version.

Does that heavy Mercedes-AMG GLC 63 SE Performance drive like an AMG?

The car indeed remains nice and flat in bends and feels more compact than it is due to the ‘counter-steering’ rear wheels up to 100 km/h. Input via the steering wheel is followed immediately and without complaint and due to the partly electric power, ESP intervention is rarely necessary. Just like an EV, this car can largely ‘smartly’ determine how much power each wheel can handle at a given time, so that the loss of grip is combated before it is too late. This applies to all wheels, because the combustion engine and electric motor have access to all corners of the car via the cardan shaft. With 39 centimeters at the front and 37 centimeters at the rear, the brakes are undoubtedly suited to their task, but they do not inspire as much confidence as hoped. When braking, the pedal is sometimes quite numb, which has everything to do with the fact that the car brakes mechanically and also tries to recover as much energy as possible. It is impressive how wide the spread is in driving behaviour. The car can be hard and sporty, but also genuinely comfortable and forgiving. Moreover, the drivetrain works seamlessly and completely shock-free even when driving quietly, which can be called a serious achievement for a power source combination that has been pushed to the limit.

Bizarre actually: four cylinders, 680 hp.

Nothing wrong with that, so?

If you judge the car on its own merits, then that is actually correct. As we roll along so quietly, thoughts involuntarily go to that V8 of yesteryear. It was precisely at moments like these that you could still tell because of that large engine that such a 63 AMG was really something special, and that is somewhat lacking in this hybrid version. Despite all that power, the humming four-cylinder engine never gives a feeling of subdued dominance, and we would like that for the minimum price of almost 160,000 euros that this car costs. On the other hand: precisely because of that hybrid technology, the GLC 63 is about 20,000 euros more expensive than its predecessor, and with much more power. Only time will tell whether the limited Dutch customer base can accept this special step by Mercedes.