Mercedes-Benz provided flights from Washington, DC, to Las Vegas and accommodation so Ars could drive the prototype GLC. Ars does not accept paid editorial content.
LAS VEGAS—About 100 miles from Las Vegas, at the northern end of the Mojave Desert, you’ll find a pretty large pile of sand. The Dumont Dunes formed thousands of years ago as sand from recently dried-up lakes blew in on the wind through gaps in the mountains. We’re talking real Lawrence of Arabia stuff—some dunes hundreds of feet high, and a large amount of it is run as a recreational area by the Bureau of Land Management for activities that include a bit of off-roading.
Which is why we found a trailer full of Mercedes-Benz engineers and some preproduction prototype electric GLCs at work out there. When we last saw the next GLC, it was earlier this year at a German test track, wearing one of those black-and-white digital camouflage wraps that obscure the finer details of a new design. The automaker is dealing with the finishing touches ahead of the model going into production next year. The hardware is signed off on, but there’s plenty of code to tweak and calibrations to perform, including making sure that even when the terrain gets loose, the handling won’t.
While I’m sure that the vast majority of GLC customers’ experience with rough surfaces won’t extend past the odd, particularly bad pothole, the car is being engineered to cope with much more. When fitted with the optional air suspension, the ground clearance can increase to up to 8.1 inches (206 mm) at low speed and 7.2 inches (183 mm) even up to highway speed, as long as the car is in the more extreme of the two Terrain modes. That allows for approach and departure angles as much as 21.4 degrees (approach) and 22.6 degrees (departure).
Mercedes-Benz In addition to testing on the sand in the Dumont Dunes, Mercedes has also been working on the GLC's handling on snow in the Arctic Circle. The engineers need less sunscreen on that assignment. In addition to testing on the sand in the Dumont Dunes, Mercedes has also been working on the GLC's handling on snow in the Arctic Circle. The engineers need less sunscreen on that assignment. Mercedes-Benz Mercedes-Benz It should take as little as 22 minutes to charge the GLC's battery from 10 to 80 percent, charging at up to 330 kW. It should take as little as 22 minutes to charge the GLC's battery from 10 to 80 percent, charging at up to 330 kW. Mercedes-Benz Jonathan Gitlin I wasn't kidding; these dunes were huge. We remembered to walk with irregular footsteps. I wasn't kidding; these dunes were huge. We remembered to walk with irregular footsteps. Jonathan Gitlin It should take as little as 22 minutes to charge the GLC's battery from 10 to 80 percent, charging at up to 330 kW. Mercedes-Benz I wasn't kidding; these dunes were huge. We remembered to walk with irregular footsteps. Jonathan Gitlin
Unlike a conventionally powered 4×4, the front and rear axles here are not connected by anything other than the GLC’s electronic network. But the absence of a center differential is no bad thing here. Sensors constantly monitor each wheel, determining how much traction is available at each corner, apportioning torque from the front and rear permanently excited electric motors as needed, much faster than an off-roader with an internal combustion engine could. (While the car can decouple its front motor for better efficiency on the road, it’s always engaged in Terrain modes.)