Mercedes-Benz GLK compact crossover is timely

BRIAN EARLY FOR THE TORONTO STAR

The GLK will likely steal a good portion of M-Class sales, says Brian Early, as it is expected to start at roughly $10,000 less than the 2008 ML350's $59,900 entry price.

Brian Early

SPECIAL TO THE STAR

Dusseldorf, Germany–Mercedes-Benz's new compact crossover, the GLK, just might be the worst thing to ever happen to the company's larger M-Class SUV.

I expect the GLK, which will come to Canada in early January 2009 as a 2010 model, to steal a good portion of M-Class sales, as it shares similarly handsome (but ultimately conservative) styling, offers essentially the same five-passenger seating capacity, and is expected to start at roughly $10,000 less than the 2008 ML350's $59,900 entry price.

So what's the sacrifice? I'd guess very little. Having spent time both on- and off-road in the GLK, I can report that it is a thoroughly competent vehicle in its own regard.

At least to begin with, Canadian GLK's will be offered with only one of the four engine choices that are to be available elsewhere, in this case the same 272 hp 3.5-litre gasoline V6 that is found in the ML350.

Mated to a seven-speed automatic transmission that's quick to provide an appropriate downshift, it provides plenty of power – and, if the trip computer in my tester is to be believed, reasonable fuel economy, averaging 10 L to 14 L/100 km during my widely mixed drive route.

It certainly feels to be among the strongest in the GLK's premium compact crossover class (surely we're running out of niches in this segment, aren't we?), a group that currently includes the Acura RDX, BMW X3, Land Rover LR2, and possibly the new Volkswagen Tiguan. Mercedes predicts a rather fleet 6.7-second run to 100 km/h.

If there's a downside to this engine, it's that it gets pretty coarse when revved over 2500 rpm. My guess is that this is due in part to it sharing the 90-degree V-angle of the V8 engine family it is derived from – sixes prefer a 60-degree V.

The two GLKs that I spent time in were both equipped with an "off-road engineering package" that we Canadians strangely will not be offered. Even with that model's softer, higher-profile 17-inch wheel and tire package (ours will be shod with either 19- or 20-inch rubber), my GLK350 tester exhibited excellent on-road manners, proving just as happy strafing the autobahn at 140-plus km/h as it was negotiating the delightfully twisty asphalt goat paths that pass for secondary roads in parts of the German countryside.

Part of the credit has to go to Mercedes's Agility Control shocks, which the automaker claims vary their damping mechanically to improve ride comfort while providing good response. It appears to work.

Steering feel – not always a Benz strength – was commendably good, if a bit over-assisted at times.

I found the brakes a bit grabby until I got used to them, but can't complain about their strength, as they hauled the 1800 kg GLK down effortlessly from highway speed several times in a row without fade. At lower speeds, the automatic transmission will also provide off-throttle engine braking.

My off-road testing was done in a stock GLK320 CDI – a GLK fitted with the same, excellent 224 hp, 3.0-litre turbodiesel V6 that currently powers at least three out of every five vehicles sold among Mercedes Canada's M, R, and GL-Class models. In the U.S., diesels power perhaps one in five of these models.

This diesel engine is so refined that it took me several minutes to realize that the GLK that I was driving actually was a diesel.

I would venture that the GLK can perform off-road far in excess of what any sane, payment-making owner would ever ask of it, even without having low-range or mechanically locking differentials (the 4Matic all-wheel drive system's traction control has special calibrations for off-road use, and it functions much like multiple limited-slip diffs in those conditions, varying from its normal 45:55 front/rear split as necessary).

The off-road package's Downhill Speed Regulation system is pretty neat too, easily adjustable from between four and 18 km/h.

One particular obstacle saw my GLK traversing a series of watery pits into which an alternating wheel would plunge, ungraciously hoisting its diagonal opposite into the air.

Beyond looking pretty cool, it displayed the robustness of the GLK's unibody structure, which didn't evince so much as a peep from interior panels or doors shifting in openings as the vehicle teeter-tottered between holes.

That we don't get the off-road package doesn't make this exercise irrelevant; this type of solidity pays dividends in on-road handling, comfort, durability and, ultimately, safety.

It's a greater pity that we're not currently slated to get either of the GLK's optional diesels (the aforementioned 3.0-litre V6 or a new 2.2-litre inline four) – to the frustration of Mercedes Canada, our product mix is said to be determined by the U.S. market, and they're simply not as diesel savvy.

It might also be because offering the diesel in the GLK would kick the other leg out from beneath the M-Class. That's just speculation, of course...

What we do get is a fair amount of content; all Canadian GLK's come with the "exterior sports package" and the two-piece panoramic glass sunroof that are optional elsewhere, in addition to the well-laden standard equipment list.

Should you desire, you can add further electric actuation and memory to the seats and the tilting/telescoping steering, "steerable" xenon headlights, navigation, and 20-inch wheels.

As with the M-Class before it (which has sold about 950,000 units to date), this C-Class-based compact crossover is an important product for Mercedes, and with the combination of explosive growth in this segment (the Audi Q5, Cadillac BRX, Saab 9-4X and Volvo XC60 are imminent) and the recent, considerable increase in fuel prices, the timing seems ideal.

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