It only takes a short drive to dispel any concerns that the sophisticated powertrain might compromise the GLC’s driving dynamics. Despite the intricate engineering beneath the surface, the powertrain operates seamlessly in practice. A range of drive modes, including Comfort, Electric, and three performance settings—Sport, Sport+, and Race—adjust parameters like throttle response, stability control, suspension tuning, and steering effort. Electric mode is straightforward, prioritizing electric motor power and shutting off the gasoline engine. Comfort mode, the default, functions as a hybrid setting, intelligently engaging the engine based on various driving conditions. The sport modes maintain constant gasoline engine operation, which also serves to recharge the GLC’s battery. Regardless of the selected mode, fully depressing the accelerator unleashes the GLC’s full power. However, in Electric or Comfort modes, there’s a brief delay before the gasoline engine activates to deliver maximum power, though ample power is readily available once engaged.
Acceleration is consistently smooth and even, eliminating any noticeable transitions between electric and combined gas/electric power. This is a significant advantage, as some plug-in hybrids can feel sluggish when relying solely on electric power. For instance, the Toyota Prius Prime demonstrated a considerable difference in 0-60 mph times between hybrid and electric-only modes in Edmunds testing. This isn’t the case with the GLC. While perhaps not as rapid as in hybrid modes, the electric motor provides substantial power (201 hp and 236 lb-ft of torque) suitable for city driving or highway passing.
Mercedes-Benz estimates a 0-60 mph acceleration time of just 3.4 seconds, slightly faster than the 3.5 seconds recorded for the previous V8-powered GLC 63 S. This modest improvement, despite a significant increase in horsepower from the previous 503 hp, is likely due to the new model’s increased weight. While official specifications are pending, the addition of a 6.1-kWh battery and other equipment suggests the 2025 model will be heavier than its predecessor.
However, this added weight doesn’t translate to a feeling of sluggishness. The GLC 63 S offers abundant power for everyday driving, and exploiting its full potential requires expansive open roads. The transmission operates smoothly in most situations, yet delivers remarkably quick upshifts in sport modes. The responsive paddle shifters offer enhanced driver engagement, though the intelligent automatic transmission tuning generally ensures the correct gear selection at the appropriate time.
Handling remains a strong point, with AMG engineers effectively masking the GLC 63’s weight. Standard adaptive dampers adjust suspension responsiveness based on road conditions and drive mode. Unlike competitors such as the BMW X3 M Competition, which can be overly stiff on imperfect surfaces, the GLC maintains composure, although ride firmness does increase noticeably in Sport+ or Race modes. The optional active roll stabilization system employs multi-piece anti-sway bars, enhancing both comfort and performance by decoupling the anti-sway from left to right when necessary.
Body roll is well-controlled in corners, though the GLC exhibits slightly more lean than a sedan like the C 63 S. Similarly, brake dive is minimal but more pronounced than in a sport sedan. The brakes offer ample stopping power, but the pedal feels firm and requires more effort than expected, particularly when approaching stops. While drivers acclimate quickly to this feel, a more immediate bite upon pedal application would be preferable. Another minor point is the available one-pedal driving function, which, despite four settings including fully off, is not particularly aggressive and doesn’t bring the vehicle to a complete stop. It is generally recommended to drive without engaging one-pedal mode. Although not initially available at launch, carbon-ceramic brakes are planned as future options.
Standard rear-axle steering, common in modern performance vehicles, functions in two modes. At speeds below 62 mph (100 kph), the rear wheels turn slightly in the opposite direction of the front wheels, reducing the turning radius for easier parking and sharper cornering. Above this speed, the rear wheels turn in the same direction as the front wheels, enhancing high-speed stability. While early rear-axle systems could feel artificial, AMG has refined the system to be seamless. The GLC’s turn-in is sharper than expected, feeling responsive without being unnatural. The steering system complements this, offering appropriate effort and a quick, yet not overly sensitive, ratio, though feedback is somewhat limited.
The GLC 63 S delivers considerable driving enjoyment on winding roads. However, truly tight, technical roads may not fully exploit its capabilities. It requires more spacious environments to fully unleash its potential, though it remains highly competent in diverse driving scenarios. While the new engine provides impressive power and performance, the exhaust note lacks the distinctive and captivating sound of the previous V8 engine.
