The Mercedes-Benz GLK crossover is impeccable

Only this way can one understand why the company so stubbornly sticks to conservative solutions that are so dear to its loyal customers.

AND THE CUSTOMERS OBJECT
During the presentation of the Mercedes GLK in Germany, I finally got to ask the person responsible for the interior at Daimler AG. "Why don't you get rid of the inconvenient and overloaded stalk under the steering wheel that controls the lights and wipers?" — "We wanted to, but the customers who are already used to it are against it." — "Do you have anyone who works on the control buttons to make them more convenient and not force the driver to look for them? You know how Chrysler did blind control of the stereo?" — "We work for brand enthusiasts, they don't need it."


They've settled in comfortably. Not a dusty job. But a newcomer who gets into a Mercedes GLK for the first time has to bend under the steering wheel to turn on the turn signal with the washer, but still often hits the cruise control or, at best, the steering wheel adjustment for height and reach.

DELIGHT FOR EVERYONE
So what is the GLK? First of all, it's an angular body. The Germans spoke with great enthusiasm about the merits of the new design. "Our customers don't want anything round. They like that the new model resembles the Geländewagen. The protruding 'chin', the muscular rear – this delights not only women..." – that's how the words of GLK product manager Markus Rubenbauer were translated into Russian at the press conference before the test drive.


Angularity is a winning theme for an all-wheel-drive vehicle. That's just a side note; let the shapes be discussed in women's magazines. We're more interested to know that the approach/departure angles of this body are not the worst among crossover classmates – 23/25 degrees. The ground clearance is also decent – 201 mm. Only the wading depth is small – just 300 mm. Maybe a crossover doesn't need more, but, by the way, the direct competitor, the BMW X3, has 500 mm.

Three engines are offered for the GLK. Two petrol 3.5 L and 3 L, plus a 3-liter diesel. I immediately got into the GLK 350, since the diesel 320 is promised only next year, and for now only petrol versions will be available.


IT SAYS NOTHING
So I get behind the wheel of the new model, drive out onto the road leading from Düsseldorf to the suburbs, and gradually realize that writing this article easily won't work. It's hard to test a Mercedes on German roads. You can cross the entire country and remain without impressions. Germans don't play cops and robbers on their roads, don't start fights. They don't flash their high beams at each other's rear ends, don't get offended if overtaken. They forgive mistakes. They drive on smooth multi-lane asphalt with a median barrier that prevents crossing into oncoming traffic. It resembles a ride where you're put in a cabin and it moves along rails... How can you evaluate suspension settings here, especially since for our market there are two – sport and base? How would I look amid German calm if I suddenly started a hard game of checkers?

Perhaps it's not just the smooth roads. The new crossover drives beautifully, solidly, without excessive body roll, but somehow too evenly. Get into a Mitsubishi Outlander XL – and you'll feel how it communicates with you. Start a BMW X3 – and it will fulfill your requests before you even think, while the Mercedes GLK silently and flawlessly delivers you to point B. Pleasant, of course, but still a bit unsettling. Years of culture. Like in beer production. They preserved the breed. And they succeeded. The Mercedes is above all comfortable, quiet, and doesn't bother the driver. It drives with dignity. The steering and suspension are adaptive, changing characteristics depending on speed and road surface. The car maintains a small distance from the driver, but only to avoid disturbing them. I'm afraid that's the main thing that can be said about the new crossover; otherwise, I'd have to dissect the design of the adaptive shock absorbers, which were not just moved here from the C-Class but also had their volume increased so the oil doesn't boil during prolonged driving on poor surfaces.


EFFECTIVE AND ROUGH
On the second day of the test drive, we were invited to refined German off-road. To test the traction control system, hill descent assist, and the 'off-road button', which when pressed makes the GLK loosen the shock absorbers, lighten the steering, soften the accelerator pedal, and activates off-road ABS and ESP modes.

I press the magic button and head for the obstacles. The Germans offered several climbs and sections with uneven terrain for diagonal articulation. The ground, as usual at presentations, was dry and therefore uninteresting. But the GLK wasn't afraid of the lifted wheels. It drove through all sections. True, before the test, all cars were fitted with AT-class tires. A clever move.

All-wheel drive combined with the traction control system works effectively. But roughly. First, the system chokes the engine. Then it thinks. Gathers information from sensors. Having figured it out, it releases the revs. Movement begins, the 'anti-slip' comes into play, braking the hanging wheels. Jerking, the car escapes captivity.

The design of the GLK's center differential was shown to us in cross-section. Traditional 4-matic from the C-Class sedan, with a dual-disc clutch responsible for the degree of torque transfer. Don't throw stones at me, but it seems that the 'smart' all-wheel drive in tandem with the traction control system on the BMW X3 works more confidently, predictably, more precisely, and at the same time softer. In the 'diagonal articulation' exercise, the GLK resembles more the Mazda CX-7, which, by the way, is also not the latest representative of the crossover army.

OLEG, GO!
Although the diesel version of the Mercedes GLK with the 3-liter engine can't be bought yet, I still couldn't resist. Switching from the petrol GLK 350 to the 320, you get a thrill from a more vigorous start. The accelerator pedal seems to come alive. And at high speeds, which are still prohibited for us, the diesel sours during overtaking, and you remember the petrol again.


Whichever version you prefer, you should take it with the off-road package. Besides 17-inch wheels, you'll get off-road ABS, differently tuned suspension, the 'off-road button', and admirable underbody protection: a steel sheet covers the oil pan, and thick composite plastic covers other important components. At the press conference, they offered a demonstration model of this protection that you could hit with a hammer. Many journalists from different countries tried before us – without result. But then a Russian came up to the stand, called a friend with a camera ("Oleg, shoot!") and smashed that protection along with the stand. It was fun, but credit where due – the plastic is still very strong.