Latest long-roof 3 Series could be BMW’s most attractive station wagon, yet.
BMW has revealed its bigger and better sixth-generation 3 Series Touring – which you still won’t be able to buy from your local South African dealer.
The new 3 Series Touring is 76 mm longer bumper-to-bumper, 16 mm broader across and 8 mm taller than the previous generation BMW compact station wagon. What those dimensions yield in terms of usable cabin architecture, is 1% more utility space, with total luggage capacity now rated at 500-litres.
Crucially, the load area has a 112 m larger overall aperture, with a lower lip, to ensure easier manoeuvring of items in and out of the rear of a new 3 Series Touring.
BMW’s engineers have also standardised an electric fifth-door and powered 40/20/40 rear seat split function. Further improving convenience, of those who just love loading things into cars, is the ability to open the fifth door's window only, for loading lighter shopping, instead of having to open the entire tailgate.
Mechanically the 3 Series Touring shadows all the new features available in its sedan sibling. Overall weight distribution is at parity, with an equal 50/50 split between the axles. There’s a 41 mm longer wheelbase too, balanced by a wider track, to improve both handling stability and cornering agility.
Engine options are similar to what you’ll find in the latest 3 Series sedan, with two turbocharged four-cylinder powerplants. The 330i is powered by a 2-litre petrol, boosting 190 kW and 400 Nm, whilst 320d compresses diesel for peak outputs of 140 kW and 400 Nm.
Those who desire the most responsive possible driving experience from their 3 Series Touring can specify an M Sport package, which lowers the ride height by 10 mm and adds adaptive M suspension, which includes electronically-controlled dampers.
A car with terrifically balanced proportions and admirably practicality, the BMW 3 Series Touring will not be available to South African buyers. This is a shame.
Alfa Romeo tops at Concorso d’Eleganza Villa d’Este again (gallery)
Following success in several other high-profile events, the Alfa Romeo 8C 2900B that emerged victorious at the recent Concorso Eleganza Villa d'Este could be the world's most celebrated car.
Could David Sydorick's 1937 Alfa Romeo 8C 2900B be the most exquisite car in the world? Not only did it win the Trofeo BMW Group for "Best of Show" at this year's prestigious Concorso d'Eleganza Villa d'Este in Italy, but also the audience-voted Coppa d'Oro. But that's not all… It also won "Best of Show" at last year's Pebble Beach Concours d'Elegance and "Best of the Best" at the Peninsula Classics in Paris in February. It's a truly magnificant machine that after all of these awards must be just about priceless.
It's not the owner's first win at Villa d'Este. Sydorick already won the title of “Best of Show” with another Alfa Romeo from his collection in 2015. “I have won a lot of prizes with my automobiles, but this vehicle really fulfils all my desires. The Best of Show here at Villa d’Este is like receiving a knighthood,” were the words of a delighted Sydorick at the award ceremony.
This 8C 2900B is one of only 30 vehicles built in this series and sold by Alfa Romeo between 1937 and 1940. The chassis of the immensely successful racing cars provided the platform and an inline all-alloy 8-cylinder engine provided the power. The advanced engine (for the time) featured 2 overhead camshafts and twin-supercharging to deliver 180hp (around 134kW). Independent suspension and a rear-mounted gearbox were additional advanced features. This particular car is the first of just five vehicles with a long wheelbase and is clothed in stunning Superleggera coachwork by Carrozzeria Touring.
BMW unveiled its Garmisch concept car at Villa d'Este, a stunning remake of the original concept that went missing in 1970.
The glamorous Concorso Eleganza Villa d'Este, which takes place annually on the banks of Lake Como in Italy, celebrates 50 of the world's most stunning cars every year, and this year the variety was jaw-dropping. BMW (a co-sponsor of the event) even recreated one of its historic concept cars, the Marcello Gandini-penned "Garmisch", a striking prototype sedan that went missing in 1970, for special display against the backdrop of the historic Villa d'Este.
Full list of winners
Trofeo BMW Group – Best of Show by the Jury
Alfa Romeo 8C 2900B, Berlinetta, Touring, 1937, David Sydorick (US)
CLASS A: GOODBYE ROARING TWENTIES: THE BIRTH OF THE CONCORSO
Class Winner
Vauxhall 30 / 98 Type OE, Boattail Tourer, Vauxhall, 1925, Peter Goodwin (US)
Mention of Honour
Lancia Lambda Serie VIII, Four-Seater Torpedo, Lancia, 1928, Anthony MacLean (CH)
CLASS B: FAST FORWARD: A QUARTER CENTURY OF PROGRESS
Class Winner
Alfa Romeo 8C 2900B, Berlinetta, Touring, 1937, David Sydorick (US)
Volkswagen has announced a diesel engine for its T-Cross compact SUV, but it's not for SA.
When we drove the Volkswagen T-Cross at its international launch, powertrain options ranged from petrol and diesel. With the vehicle due to land in South Africa in September 2019 we can confirm, thanks to a quick chat from someone in the Volkswagen SA communications office, that our market will only be getting petrol engines. These range from a turbocharged, 3-cylinder 1.0-litre petrol engine with 85 kW and 200 Nm of torque to a range-topping 1.5-litre turbopetrol engine with 110 kW. There's talk of a 70 kW version appearing later too.
However, the European market will be getting a new diesel-powered derivative along with the aforementioned petrol units. Packing 70 kW and 250 Nm from a 1.6-litre turbocharged diesel 4-cylinder engine, the oil-burning T-Cross is claimed to consume 5.3 L/100 km. In terms of acceleration, it'll hit 100 kph in 11.9 seconds for the manual-gearbox equipped T-Cross and 12.5 seconds for the 7-speed DSG derivative.
VW SA has only released indicative pricing and the good news is the T-Cross will be available from under R300 000.
Luxury British carmaker Bentley has announced a new version of its Flying Spur sedan. Check it out.
The Bentley Flying Spur has been replaced by an all-new version. "As with the launch of the Continental GT, the new Flying Spur is a ground-up development that pushes the boundaries of both technology and craftsmanship to deliver segment-defining levels of performance and refinement," comments Adrian Hallmark, Chairman and Chief Executive of Bentley Motors.
Not only is it luxurious, but Bentley is claiming massive levels of technology. There's an all-new aluminium composite chassis, as well as 48V electronic architecture. The vehicle also features electronic all-wheel steering for the first time on a Bentley, coupled with active all-wheel drive and new three-chamber air springs. The vehicle rides on new 22-inch alloy wheels and is physically longer, with the wheelbase lengthened by 130 mm.
Under the bonnet of the new Bentley Flying Spur is a revised version of the mighty 6.0-litre twin-turbocharged W12 motor pushing out 467 kW and 900 Nm. Power goes to all 4 wheels via an 8-speed dual-clutch transmission. Despite its large size, it's not slow at all, with a claimed 0-100 kph of 3.8 seconds and a top speed of 333 kph. There's an assortment of semi-autonomous safety tech thrown in, with Traffic Assist, City Assist and Blind Spot Warning.
Being a Bentley, customers can go all out when it comes to customisation. Bentley offers a full coachbuilding experience called Mulliner, which uses only the finest materials for the interior. Speaking of the interior, Bentley's new Flying Spur offers 2 individual seats in the rear. The infotainment system screen neatly rotates out of sight and offers a minimalistic experience.
Customers deliveries of the new Bentley Flying Spur will start in 2020.
Bentley Flying Spur Launch Video
Renault Koleos Receives Updates for SA
Renault South Africa has given its Koleos flagship SUV some additional features. Here are the details, as well as pricing.
The Renault Koleos is a spacious SUV built on the same platform as the Nissan X-Trail. There's just the one powertrain available, a 2.5-litre naturally-aspirated 4-cylinder mated to a CVT. There are 2 levels of trim, with the option of 4×4 in the flagship model.
For 2019, the Koleos Dynamique versions have received 2 convenience enhancements in the form of a hands-free power tailgate and an electronic parking brake. The tailgate allows customers to remotely open the boot by placing your foot under the rear bumper, as long as the remote key is in your pocket. The electronic parking brake automatically engages when the vehicle is switched off and gradually released in the same manner as a hill start assist.
The Renault Koleos comes standard with a 5-year/150 000km mechanical warranty; plus a 5-year/ 90 000km service plan and a 6-year anti-corrosion warranty, with service intervals at 15 000km. Options are metallic paint (R2 522) and electric adjustable leather seats for the Expression model (R12 000).
Mercedes-Benz has revealed the production version of its GLB SUV, which slots between the GLA and GLC. Here's what it's all about.
The Mercedes-Benz GLB was previewed by an outrageous offroad-biased concept, but as is the case, the production version was substantially toned down. With a length, width and height of 4634, 1834 and1658 millimetres respectively, the GLB is also available with an optional third row of seats. In terms of dimensions, it boasts a wheelbase a little longer than the new B-Class, giving you some idea of the practicality angle that Mercedes-Benz is going for. Mercedes-Benz is claiming class-leading headroom and a boot carrying capacity of up to 1755 litres with all the seats folded down.
Under the bonnet will be a selection of petrol and diesel 4-cylinder engines. Kicking off the range will be the GLB 200 with the 1.3-litre turbocharged petrol 4-cylinder with 120 kW and 250 Nm, while the GLB 250 4Matic features a 2.0-litre turbocharged petrol engine producing 165 kW and 350 Nm. For the diesel fans, there's the GLB 200 d and GLB 220d with the same 2.0-litre turbodiesel engine, but in 2 states of tune. In lower spec, it offers up 110 kW and 320 Nm, while the more potent version produces 140 kW and 400 Nm.
Inside, the Mercedes-Benz GLB boasts the latest Mercedes-Benz infotainment system. Its called MBUX and we've had experience with this system in a few of the latest Mercedes-Benz products.
The Mercedes-Benz GLB will be assembled at the Aguascalientes (Mexico) plant and, for the Chinese market, in Beijing, and it should be going on sale globally towards the end of 2019.
SA’s first private car renting platform adds professional fleet owner service
South Africa's first peer-to-peer vehicle renting platform, RentMyRide, has launched a new Professional Fleet Owner Service division to further satisfy what it says is a growing demand for private vehicle rentals in South Africa.
“In the last five years, we have seen more and more South Africans enter the sharing economy by listing their cars on www.rentmyride.co.za and making money from it when they are not using their cars themselves. Over time, we have seen some users build businesses on our platform by adding more than one car to start their own small rental fleet,” says Sebastian Brokmann, founding member and CEO of the company.
The new Professional Fleet Owner Service is aimed at vehicle dealers and fleet owners who want to list their dormant stock on RentMyRide – the system utilises the same platform that has thus far facilitated more than 15 000 vehicle rentals in South Africa since its birth in Cape Town in 2014. The new service has been developed for companies listing a number of vehicles, and benefits include lower per-vehicle commission, fleet management services such as the picking-up and dropping off of vehicles and 24/7 personalised help from one of the RentMyRide team members.
The company is already testing the new service with Pace Car Rental. “Platforms such as RentMyRide are the future of vehicle rental. The system is powerful and efficient, and we believe it will help us grow our business in volume and in reach,” says Grenville Salmon, Managing Director of Pace.
RentMyRide is currently available in the major South African cities and vehicle owners can register on the system and list their vehicles quickly and easily. RentMyRide can assist with professional photography and other administrative duties.
“Our challenge at the moment is to provide enough vehicles for interested customers. Many are tourists from abroad, who have become used to using services such as Turo in the US or SnappCar in Europe, and they are looking for something equally convenient and affordable in South Africa,” says Brokmann.
Mercedes-AMG has revealed another amazing turbocharged engine. Will BMW's M Division ever be able to produce a 4-cylinder motor that could rival Mercedes-AMG's 310-kW M139, which will debut in the upcoming A45 superhatch?
The rivalry between Mercedes-AMG and BMW sets the agenda for South African performance enthusiasts. Demand for cars from either brand are terrifically strong within the local market and whereas all AMG- and M-badged models were once sedans, the last few years have seen engineers from both brands experimenting with SUVs and… hot hatches.
We say experiment, but we actually mean: dominate. In a world where all-wheel-drive hot hatchbacks can now run turn-of-the-century supercars close in the 0-100 kph stakes, it has been Mercedes-AMG and BMW that have shattered expectations, time and again.
Of late there has been a divergence in approach between the German premium marques, however. BMW entered the hot hatch fray late and was unique for offering a 3.0-litre 6-cylinder engine and rear-wheel drive in the M135i and, more recently, M140i derivatives of the outgoing 1 Series hatchback. However, in 2013 AMG altered the entire hot hatch realm with its A45, offering previously unimaginable power and all-wheel drive.
In the competition between Mercedes-AMG and BMW’s hot hatches, the Affalterbach cars have surged in popularity due to their class-leading power claims. Can BMW counter, and does the Bavarian brand even want to be drawn into a horsepower race?
Double or nothing in a decade
To contextualise the absence of diminishing returns within the engineering capability of AMG’s hot hatches, just consider the progress of 2.0-litre turbocharged engines in the last decade.
Volkswagen's Golf GTi was generally considered the class standard for 2-litre hot hatches. In 2009, the Golf 6-generation of the GTi was launched in South Africa and, at the time, it produced a tidy 155 kW from 2.0 litres of swept capacity. It was a wonderfully adaptable engine too, capable of idling and crawling along in congested freeway traffic, but also powerfully responsive when roads opened and traffic dissipated.
Ten years on, Mercedes-AMG has released an evolved version of its 2.0-litre turbo engine. It is called the M139 and the Affalterbach-based firm tells us it is good for a reliable 310 kW. It will also pass emissions regulations, idle along in crushing peak-hour traffic and hold true to its warranty.
Merc-AMG's tiny 2.0-litre pumps out a mighty peak output of 310 kW.
Do the math and compound the timeline: Mercedes-AMG has built an engine of the same size as VW’s Golf GTi (from 10 years ago) that conforms to stricter emissions control but produces twice the power. If ever there was a compelling argument that the internal-combustion engineers are still making huge development strides after more than a century, this AMG M139 engine is it.
Futurists might be hailing the age of battery-powered cars, but Mercedes-AMG engineers have proven that they can extract an incredible amount of latent performance, which still resides generally undiscovered, within the internal combustion engine.
AMG steals the show – again
Mercedes-Benz’s hugely successful performance car engineering division has essentially streamlined its business into three powertrains: 4.0-litre V8s, 3.0-litre sixes (V- or in-line configuration) and the new 2.0-litre 4-cylinder. All these engines are turbocharged and their abilities to produce outrageous power, excellent throttle response and relatively low levels of frictional and thermal losses, are deeply impressive.
Mercedes-AMG engineers act as consultants on Mercedes-Benz’s F1 engines and some of those fantasy features are now a technical given in the brand’s road car engines. The M139 has nanoglide cylinder coatings. Its block is chill-cast aluminium. AMG’s technicians pour molten aluminium into a water-cooled mould to create it (it's not machined) – a technique engineers would never even have attempted for a road car 10 years ago.
The new Mercedes-AMG powerplant sets a new record for production 2.0-litre engines.
Mitsubishi and Subaru might have established the 2.0-litre turbocharged compact performance car genre in the 1990s and held ascendancy for a considerable period, but Mercedes-AMG’s M139 turbocharging technology is nearly otherworldly by comparison. Its turbocharger runs on roller bearings, which allow the highest possible impeller speeds (169 000 rpm), and is cooled by air, oil and water.
The engineers have confidently designed and delivered a production engine with no rival. And we mean that in absolute terms, not only in its 2.0-litre capacity class. The specific output of 155 kW per litre is superior to any non-hybrid Ferrari, McLaren or Porsche engine. Obviously, those 3 brands won’t be too bothered, as they don’t produce a car in the hatchback segment, but for BMW, it does present a troubling prospect.
How can BMW counter?
Mercedes-AMG’s M139 engine announcement has come at a most awkward time for BMW. Its new 1 Series, which is set to rival the 310-kW A45, which is due to be released later this year, will test the faith of BMW’s followers.
The 3rd-generation 1 Series is a massive divergence from BMW’s traditional brand values of rear-wheel drive and longitudinally mounted powertrains. This new BMW hatchback platform is engineered as a dedicated front-wheel-drive architecture. The M135i hot hatch version might have been confirmed as an xDrive derivative, but its engine is mounted sideways – unlike any hot hatch BMW has built before.
BMW's new X3 M motor boots 375 kW to all 4 wheels.
BMW’s 2.0-litre engine in the F40 series M135i produces peak outputs of 225 kW and 450 Nm. Those are compelling numbers, more powerful per-litre than the brand’s own M5/M8 engines, but the M135i xDrive will still be a 3rd less potent than Mercedes-AMG’s new A45.
What are BMW’s options to find a workable solution to equal the M139 engine’s output? In the past, the brand’s M Division has managed to simply drop-in a 6-cylinder solution whenever a compact M-car was required. The celebrated 1M Coupe was created in this way, so too its successor, M2. But with the F40 architecture being front-wheel drive biased, simply borrowing a detuned M3/4 engine (as BMW did in the case with the current-generation M2 Competition) is no longer possible.
Scrutinise the engine bay images of BMW’s new M135i xDrive and the issue becomes apparent: this is now a transverse architecture and none of the contemporary BMW 6-cylinder engines is compatible with that layout. BMW’s only option is to use the largest engine that its F40-series platform has been designed for, a 2.0-litre, and make it more powerful. A lot more powerful.
It's clear that the new 1 Series engine bay only works with a transverse engine layout.
The question is: how close could BMW get to AMG’s M139? And is this a priority for the ‘Werke?
In the past, BMW has appeared unbothered at the notion of besting AMG’s 2.0-litre cars in a comparable conflict of peak engine outputs. Even when the 1 Series could still accept an in-line 6-cylinder engine, the most powerful 140i ever marketed was a 250 kW car, when its rival A45 was good for 280 kW – despite having a litre less engine capacity and 2 fewer cylinders.
BMW’s influential 3.0-litre in-line 6 has shown tremendous adaptability to turbocharging. The latest version (375 kW) powers the new BMW X3 M and shifts that output to all 4 wheels. Problem is, it needs to be longitudinally mounted and the new 1 Series is a transverse-engine platform.
Will VW enter the fray?
Before its role in America’s diesel emissions scandal curtailed the brand’s performance-car ambitions and redirected R&D resources to electric vehicle development, Volkswagen was readying a rival to the Mercedes-AMG A45.
The Golf R400 concept was projected to produce 298 kW (its name referencing 400 horsepower), but after being revealed in 2015, it was never put into production. With the pending introduction of Golf8, there are rumours that a high-output Golf R could finally make good on VW’s ambition to have its own near-300 kW hot hatch. It would put Golf R in direct competition with Mercedes-AMG’s A45 and leave BMW out of the running.
VW had thoughts about entering the hyper hatch market with the R400.
With AMG in an inarguable position of 2.0-litre hot hatch supremacy, has BMW been lured into shadowing a market segment it has limited interest in, but has now been baited into pursuing by the A45? Is there real urgency at BMW to produce a 300 kW hot hatchback with only 4-cylinders?
The Munich-based company’s engineers have always prided themselves at being master engine builders and they can draw on the marque's rich tradition of high-performance 4-cylinders.
Of all the German brands, BMW incubated the compact 4-cylinder turbocharged performance car (with its original 2002 Ti turbo), back in 1973. The first (E30-generation) M3 was also powered by a legendary 4-cylinder engine. BMW will need to channel the inspiration of its 2002 Ti and E30 M3 heritage to respectfully close the gap between its 1 Series hot hatch derivatives and those of bitter rivals, AMG.
Mercedes-AMG GLC 63 S Coupe (2019) International Launch Review
Mercedes-Benz has updated its GLC Coupe to keep it fighting fit in the face of fresh competition from BMW (and other marques in its segment). We’ve been to Frankfurt to find out whether the 380-kW 4.0-litre V8-engined 63 S version of Benz's hunchbacked executive SUV coupe still feels as good to drive as an AMG should…
How can an SUV be a coupe, anyway?
The GLC coupe looks lower and less like an SUV than the pre-facelift version.
Well, that’s a good question, and there’s no getting away from the fact that (a) this updated Mercedes-AMG looks rather awkward as a "Coupe" (quotation marks are the author’s own) and that (b) the Three-pointed Star has really, really ripped off the BMW X4 in the styling department… it has a similar-looking abbreviated glasshouse and, like its Bavarian rival, looks slightly too chunky below the beltline.
Still, in AMG guise, the GLC Coupe looks a lot better. Quite apart from the bulging body kit, which bristles with more intricate bits of carbon-fibre than an F1 pitlane, there are the visual updates for this mid-life facelift of the executive SUV coupe range. That means you get new headlights and tail-lights (LEDs all-round this time, using a slimmer, slightly neater design); a new grille that is now wider at the bottom than the top, and, in AMG guise, uses a series of chunky vertical slats, meant to remind you of the classic SL racers that took on the Carrera Panamericana race in the Fifties. There are also new alloy wheels (now up to 21-inches in diameter), new exhaust-end trims and a new colour option — graphite grey.
Facelifted GLC Coupe isn't equipped with the new MBUX design as seen in A and CLA.
Inside, the GLC Coupe (in standard form as well as this AMG version) gets new digital screens, lifted more or less directly from the C-Class sedan. There’s a big 12-inch display in front of the driver, with multiple configurations and Avengers: Endgame levels of animation, complemented by a bigger central infotainment screen, which utilises the MBUX operating system. As with the C-Class, the separated displays don’t look as instantly impressive nor as neat as those in the A-Class, CLA, nor GLE, but the system that runs on them is fundamentally impressive, not least the brilliant augmented-reality satnav, which paints a big blue arrow onto a live feed taken from the front-facing parking camera.
The AMG-fettled GLC Coupe also gets the same upgrades to safety and driver assistance systems as the rest of the GLC range (short version: smarter automated emergency braking and steering avoidance gizmos), but you want to know about the juicy AMG-specific stuff, right?
If an SUV can be a coupe, can it also be a sportscar?
With enough power and big V8 lump up front, has AMG made a real sportscar out of its SUV?
Well, it’s going to have a darned good try! The 4.0-litre V8 twin-turbo engine (with both turbos mounted between the cylinders in a "hot-vee" formation) is basically carried over. Which is no bad thing — in S form it pumps out 380 kW and 700 Nm of torque. Combined with the 9G-Tronic 9-speed automatic transmission and 4Matic all-wheel drive (both come as standard) that’s enough to post a 0-100 kph run of just 3.8 seconds. And then do it again. And again.
Indeed, the GLC 63 S Coupe's performance is of the sensory overload variety. Plant the throttle pedal hard and the juggernaut Benz leaps forward with venomous intent, squirrelling the back wheels with a touch of squeak and squeal if you’re really aggressive. The new AMG-specific steering wheel — a multi-function device that’s had a full set of buttons and touch-pads blunderbussed at it — contains a Porsche-style rotary switch for the Dynamic Select functions. These give you access to the usual Comfort and Sport modes, but also a Sport + setting and, better still, a Race mode.
You’re probably not supposed to engage Race mode on the public road, but we did anyway and the effect is dramatic. In Comfort, Sport, or Sport + the 63 S feels insanely fast, agile and chuckable. In the Race setting, it doesn’t feel quicker – but a heap more aggressive. The sports exhaust opens up all its taps and begins to spit unused fuel down the pipes for optimal rumble. The gearchanges become snappier and the rear end feels a touch more mobile, thanks to the remapping of the software controlling the standard electronic rear locking differential. This car is not a drift tool in the manner of the C63 sedan or coupe (with their rear-drive-only layout), but more playful than you’d assume of a big four-wheel-drive SUV.
The new driving mode adjuster has moved to the steering wheel.
The adaptive air suspension is, obviously, pretty firm at all times (especially with the bigger wheels fitted), but tolerably comfortable in Comfort mode. Don’t opt for Sport+ and Race modes unless the road-rollers have recently passed by, but you can tweak the individual settings if you dive into the various menus and buttons to have all the engine power and noise, but with softer damping.
Handling is similarly switchable, but never less than poised. Ideally, we’d like to see a little more feel and feedback from the electric power steering (it’s not as addictively sharp as that of the Alfa Romeo Stelvio Quadrifoglio’s, for example), but given the boundaries of the class, it’s pretty good. The chassis is pliable and biddable, but with the tenacious levels of grip and traction, you do sense that if you ever get it wrong, it will be at very high speeds, ones at which I can pretty much guarantee that you won't enjoy what happens next! There’s a sense of large mass on the move when the flagship GLC Coupe starts to wiggle its posterior, and at that point, backing off seems like a decent enough idea.
It’s an Autobahn monster, though, easily romping up to 250 kph when the traffic clears and seemingly easily capable of hitting its official v-max of 280 kph (if only a pesky Skoda Superb hadn’t pulled into the outside lane). Fuel economy? Emissions? Probably best not to ask. You may find that a claimed consumption figure of 12.4 L/100 km causes offence… and if you drive it with gay abandon, you'll struggle to achieve anything near that.
Anything else?
Alcantara, braided leather and faux carbon fibre, all the necessary equipment for a performance SUV.
If you can stomach the bills (and speeding fines), this is still a pretty practical car. The chop in the roofline comes above the limit for the load bay, so that’s still got 500 litres of luggage space with the rear seats in place. Space in the back is good, albeit with a little less headroom than you get with the standard GLC (and you can have the AMG in that guise too, of course). Up front, the big, high-backed bucket seats are far more cosseting than they look, overall quality is excellent and, once you stop playing silly buggers with the throttle, it’s a refined and comfortable long-haul cruiser.
Coupe or regular?
Compare the coupe to this, regular GLC 63 S… decisions, decisions.
If it were us, we’d go for the regular, high-back bodyshell. The style of these SUV-coupes has never held universal appeal, and the standard GLC is a pretty handsome vehicle, to begin with. That said, if you must have the GLC as a Coupe, then the AMG 63 S is the one to have, from a style point of view — the pumped-up body and extra spoilers give much needed visual focus to a shape that can otherwise look blobby and indistinct.
Summary
No-one needs a family-friendly SUV that can obliterate all other traffic in the outside lane, and do a tolerable impression of a supercar on stilts when the road turns. No-one actually needs that, but even so, we’re glad this 1 exists. The GLC AMG 63 S Coupe is profligate in price and consumption, and a bit daft if you think about it seriously, but massively good fun, and suitably rip-roaring, all the same.
Interested in buying a Mercedes-Benz GLC/GLC Coupe?
Part 2 of the Corolla hatch heritage video sees Ernest drive the RunX, Auris and the latest generation, Corolla Hatch.
In the second and final part of our Toyota Hatch review, Ernest Page drives South Africa's favourite Toyota hatchbacks to find out how much they have in common with each other and the recently-launched 2019 Toyota Corolla hatch.
