2024 Mercedes-AMG GLC 43 review

Mercedes-AMG has found much success in its mid-tier performance products in recent years.

Take the AMG GLC 43, for example. Since debut it’s offered six-cylinder performance and mini-me AMG GLC 63 looks at a more attainable price for premium buyers.

The original’s singing turbocharged V6 was a peach, and offered a distinct sound that to my ear was more appealing than even the thunderous 4.0-litre bi-turbo V8 in the previous AMG GLC 63.

But that’s all changing. The 2024 Mercedes-AMG GLC 43 4MATIC is moving to mild-hybrid four-cylinder power, while the GLC 63 4MATIC+ is going to be a four-cylinder plug-in hybrid (PHEV) like the C 63 S E Performance.

That’s a pretty big departure compared to what current owners have come to know and love – is it a mistake?

Mercedes-Benz Australia tells us GLC buyers have perhaps been less polarised by the idea of a four-cylinder in AMG products as C-Class buyers, and the new four-pot GLC 43 is claimed to be quicker and more efficient than the old one.

Does that make up for the (lack of) big-block noise commonly associated with AMGs? Read on to find out.

How much does the Mercedes-AMG GLC 43 cost?

The price of the AMG GLC 43 SUV has increased by $1930 for the new generation, though the Coupe hasn’t changed.

Prices exclude on-road costs.

To see how the AMG GLC 43 lines up against the competition, check out our comparison tool

What is the Mercedes-AMG GLC 43 like on the inside?

The AMG treatment is less obvious inside, though there are some specific bits that stand out.

It’s likely also to be the first thing you touch, given the seats and steering wheel are key elements distinguishing the AMG GLC from the GLC 300 with AMG Line accoutrement.

The standard AMG sports front seats are comfy with better bolstering than the GLC 300’s front pews, and offer full electric adjustment including lumbar, as well as memory function.

While they’re comfortable for everyday driving I found the standard seats a little lacking compared to the optional AMG Performance units in dynamic driving.

The skinny upper sections don’t keep your shoulders in place, and the added side bolstering of the AMG Performance chairs are far better at keeping you held in on windy roads – something to consider if you’re a keen driver.

The 12.3-inch digital instrument cluster and 11.9-inch MBUX touchscreen are likewise largely carried from the GLC 300 with some subtle enhancements.

You get AMG-specific performance cluster layouts and extended content in the infotainment system to tailor vehicle elements like drivetrain, suspension, and exhaust sound intensity.

The AMG Performance steering wheel is lovely, with its fat perforated Nappa rim and AMG rotary controls on either side of the lower spoke – one for selecting the drive mode, the other configurable for a range of controls.

I liked having the configurable one set to manual mode and the exhaust mode, which are the buttons you’d rather have easy access to on the fly.

As we’ve noted in new Benz reviews, the new software interface is great and goes to some effort to not feel convoluted like other touch-heavy interiors.

Mercedes’s zero layer interface means you only need to press one or two virtual buttons to find what you need, and everything is pretty thoughtfully labelled.

Wireless Apple CarPlay and Android Auto are standard, and work well in our experience. You also get connected navigation with augmented reality (AR) functionality, as well as access to a range of online services.

There are some gripes around quality and finish. The optional red leather combination upholstery and carbon-fibre trim pieces are nice, but the gloss black on the centre console and steering wheel are magnets for fingerprints and smudges – as is the touchscreen.

I’m also not a fan of the cheap-feeling seat adjustment controls, which appear to be physical toggles but have a really short travel. The capacitive steering spoke controls can also be frustratingly inaccurate and inconsistent in response.

The second row is a GLC strong point in its second generation, largely thanks to the 15mm increase in wheelbase.

At 6’1 I can sit behind my preferred driving position reasonably comfortably in both body variants, though my hair will brush the headliner in the more rakish GLC Coupe.

It’s also puzzling that at a $140,000 Mercedes product near the top of its lineup only offers directional air vents and not a separate set of climate controls – this is a family car, after all.

A fold-down armrest with cupholders features though, as do ISOFIX child seat anchor points and top-tether mounts across the rear seat backs; while the centre seat back also folds individually if you need to stow a longer item.

Boot space is a quoted 620 litres for the GLC SUV and 545 litres for the Coupe.

These respective measurements are a handy 40L and 45L up on their predecessors. Not bad.

What’s under the bonnet?

The AMG GLC 43 is the first AMG-badged GLC to feature a four-cylinder powertrain.

Our as-tested indicated fuel figure was achieved over an 83km performance drive loop with a more spirited approach, encompassing winding B-roads and high-speed country highways. Not quite indicative of combined use.

To see how the AMG GLC 43 lines up against the competition, check out our comparison tool

How does the Mercedes-AMG GLC 43 drive?

Our dynamic press launch had us start from Marnong Estate in Melbourne’s far north, and drive out to Mount Disappointment and back via a winding and scenic drive route.

Having done the international press drive of the related AMG C 43 4Matic Sedan and Estate, I sort of knew what to expect from the powertrain – though was interested to see how it translates to the larger, heavier SUV body.

Mercedes-AMG’s Real Performance Sound system aims to bring some added drama to the four-cylinder soundtrack by piping real exhaust sound through cabin speakers. It’s not some synthesised soundtrack of what Mercedes thinks you want to hear, it’s an augmented experience based on the real thing coming out the back.

I immediately flicked the AMG GLC 43 into its loud setting via the steering-mounted rotary control. You have to pop it into Sport+ to get the full whack of noise, but it actually ain’t half bad.

Give it some beans in its sportier settings and the GLC 43 offers a gravelly four-cylinder bark akin to the AMG A 45 hyper hatch, and cracks hard on upshifts which caught me off guard the first time I heard it. There’s even some pops and bangs on overrun in Sport and Sport+, which add to the drama.

There’s a fair bit of grunt on offer but it feels less effortless than the old six, even if AMG claims this new four-pot is quicker. Keep in mind the AMG GLC 43 has piled on 53kg in SUV guise and 94kg in Coupe form.

Driving the two body styles back to back, it was the SUV that felt like the better match for my tastes, though the Coupe had a more aggressive sound to my ear – small differences, but I didn’t feel the Coupe is anywhere near $10,000 better off.

AMG’s M139L 2.0-litre turbo differs from the old 3.0-litre V6 in that it does its best work performance-wise right up in the rev range. It’s almost naturally aspirated in the feel of its free-revving nature and top end, with peak torque coming in at 5000rpm and peak power right up at 6750rpm.

It adds a bit of character, but in fairness I wouldn’t say that the GLC 43 offers anything tangibly ‘better’ in audible appeal than four-cylinder performance SUVs like the Volkswagen Tiguan R, which is cheaper and only marginally slower to triple figures.

The smaller Audi RSQ3 also comes to mind as a benchmark for performance SUV sound, thanks to its distinctive five-cylinder soundtrack. Closer to home for the AMG, the BMW X3 M40i’s silky smooth inline six offers more natural and fuller sound, while also offering more effortless straight-line punch.

From a handling perspective the AMG GLC offers quick steering response but is on the lighter side for feel. It also feels a bit heavy in the tighter stuff, noting its near-2.0t tare mass.

It feels heavier on its feet than the aforementioned BMW, partly down to the Bimmer’s circa-100kg weight advantage. The AMG feels hunkered down and solid, but not super keen to change direction at times.

The GLC 43 picks up standard rear-axle steering – a first for the GLC – which turns the rear wheels up to 2.5 degrees opposite to the fronts at low speed to aid manoeuvrability, or 0.7 degrees in the same direction as the fronts to increase stability at higher speeds.

I definitely felt a difference at low speeds when negotiating car parks or tight streets, but less so at higher speeds.

What was impressive was the AMG’s touring ability. This will happily sit at 100-110km/h in Comfort mode and do its best job imitating a Benz-branded GLC with a mostly compliant ride and good insulation from the outside world.

Some sharper edges will be felt in the cabin through the 20-inch wheels and low-profile performance tyres, but it feels pretty well sorted for family touring.

That said, patchier sections of country road we encountered with low-impact, high-frequency imperfections or undulations caused the GLC 43 to get a little busy in the ride department – but some will find that endearing and sporty.

Some of these poorer road surfaces would also send some pretty unattractive vibrations into the cabin, to the point where some of the interior trims would vibrate and even elicit some rattly tones.

Nothing came loose or stuck around, but it’s almost too stiff if you frequent the poorly surfaced roads commonplace around Melbourne and Sydney, as examples.

As for driver assistance systems, the touring ability of the AMG GLC 43 is bolstered by the full suite of assists the GLC offers in Australia.

Adaptive cruise and lane centring functions lend semi-autonomous highway driving capability, and certainly help take the load off longer stints thanks to their progressive and intuitive operation.

Blind-spot monitoring and rear cross-traffic alert come in particularly handy in the GLC Coupe, due to the sloping roofline’s impact on over-the-shoulder visibility.

The GLC’s standard 360-degree camera also means there’s no excuse for scuffed bumpers or wheels.

What do you get?

The AMG GLC 43 picks up usually optional equipment from the GLC 300 and adds AMG-specific content.

Mercedes-AMG GLC 43 standard equipment:

• 20-inch multispoke alloy wheels – bicolour
• Adaptive LED headlights
• AMG Night Package
• AMG Real Performance Sound
• AMG Styling Package
• Black exterior highlights
• Aluminium roof rails – SUV only
• AMG sports seats
• Driver Assistance Package Plus
• Nappa leather steering wheel
• Leather upholstery
• Instrument panel and side edges in Artico leatherette
• Heated and power-adjustable front seats with memory
• 11.9-inch MBUX touchscreen infotainment system
• Apple CarPlay and Android Auto – wireless
• Fingerprint scanner
• Head-up display
• Wireless charger
• Augmented Reality (AR) navigation system
• Burmester ‘3D’ sound system
• Panoramic sunroof
• Adaptive damping
• Active roll stabilisation
• Rear-axle steering
• Stolen vehicle tracking

Options

One main option package is offered.

Performance Ergonomic Package: $6900

• AMG Performance front seats
• Multi-contour front seats
• AMG Performance steering wheel in Nappa leather, Microcut suede
• AMG Track Pace

Is the Mercedes-AMG GLC 43 safe?

The Mercedes-Benz GLC lineup wears a five-star ANCAP safety rating.

Standard safety features include:

• Adaptive cruise control
• Autonomous emergency braking (AEB)
• Blind-spot assist
• Lane keep assist
• Parking sensors front, rear
• Rear cross-traffic assist
• Semi-autonomous parking assist
• Speed sign recognition
• 360-degree cameras
• Tyre pressure monitoring

Driving Assistance Package Plus adds:

• Adaptive cruise control
  • Active Speed Limit Assist
  • Active stop-and-go assist
  • Route-based speed adaptation
• Active Steering Assist
  • Active Lane Change Assist
  • Active Emergency Stop Assist
  • Emergency corridor function
  • Lane centring

How much does the Mercedes-AMG GLC 43 cost to run?

All Mercedes-AMG models in Australia are covered by a five-year, unlimited-kilometre warranty.

CarExpert’s Take on the Mercedes-AMG GLC 43

Like the Benz-badged GLC the AMG 43 versions are objectively pretty good, if dulled by their premium positioning, some chintzy interior elements, and lack of real standout powertrains.

Despite being dearer than an Audi SQ5 or BMW X3 M40i, the GLC loses cylinders, sound, and arguably focuses more on glossy bits of tech rather than a more traditional luxury performance experience.

For some people, this is great. They’ll enjoy the free-revving nature of the four-pot turbo, others will appreciate the huge screens and flashy infotainment. Plus, the AMG and Three-Pointed Star badges hold more prestige for some buyers.

In some ways it feels like a big hot hatch, and in others its a pretty practical premium family SUV. It offers all the hallmarks of the new GLC, injected with some AMG spice.

For me, the cheaper SUV is my choice – and part of the $10,000 saving can go towards the $6900 Performance Ergonomic Package to get those sexy AMG Performance buckets.

By my gripes with the new Benz range still remain. The focus on tech seems to come at the expense of material quality and build. Some finishes don’t feel up to scratch for the price point.

I also don’t believe the AMG GLC 43 is good enough to justify the $10,000-$15,000 price gap between it, the SQ5 and X3 M40i. Both rivals feel more traditional and solid in their approach to premium performance and will also save you a pretty penny.

AMG’s servicing costs are also very high – $6245 over five years is more than double what you’ll pay at BMW and almost twice what you’ll pay at Audi.

But as noted earlier, the new AMG GLC 43 should play to the areas that existing AMG and Benz buyers hold important. And for that, it nails its target demographic pretty well. Bring on the GLC 63 S E Performance next…

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