Review: 2011 Mercedes-Benz GLK350

Michael Karesh
by Michael Karesh

To highlight the “BMW difference,” the marque traveled from dealer to dealer with not only the redesigned X3 but a few competing compact crossovers as well. Among the bunch, one stuck out as not like the others. But it was the Mercedes-Benz GLK350, not the BMW. Different in a good way? Well, that depends on what you’re looking for.

First off, styling. Unlike other compact crossovers, the Mercedes GLK350 makes no attempt to look sleek or even conventionally attractive. Instead, it’s for those who want the chunky look of the classic G-Wagen, without the six-figure price tag or horrendous fuel economy. Sure, there’s an aesthetic similarity to the related C-Class, as this model was introduced only a couple of years ago (as an early 2010), but with an upright, square profile that’s all truck. (Or all late model Subaru Forester, if we’re being less charitable.)

Inside, the GLK350 is similarly much more trucky than competitors. There’s hardly a curve to be seen, and the overall ambiance one of durability and functionality rather than luxury (despite plentiful wood trim). The MB-Tex upholstery should last much longer than leather—while fooling many who don’t suspect vinyl in a $46,000 car. As in other Mercedes, the cruise control lever is easily mistaken for the turn signals.

The GLK’s windshield is upright in the traditional SUV idiom. The instrument panel is tall—all but the tallest drivers will want to raise the seat. The pillars all around are thinner than most these days. The seats are firm. In back, there’s less rear legroom than in the revised X3 despite the GLK’s upright packaging. Shins can uncomfortably contact the lower edge of the front seatback. In terms of cargo space, the GLK joins the Audi Q5 and BMW X3 at the low end of the segment’s range.

Like many other Mercedes, the GLK350’s powertrain is a 268-horsepower 3.5-liter V6 paired with a manually-shiftable seven-speed automatic. The numbers are competitive, but subjectively this powertrain feels somewhat sluggish compared to the Audi, the BMW, and even the Lexus. There’s enough power here to move the GLK350 4Matic’s 4,200 pounds, but the throttle and transmission programming prioritize something other than on-road responsiveness. Unlike in the BMW, rear-wheel-drive is available, but most buyers will no doubt opt for the 4Matic all-wheel-drive system, which channels torque to the rear wheels until they slip. Despite the trucky looks, there are no fancy off-road-oriented features, or even a low-range. The GLK should do fine in light off-roading, but so will many more car-like competitors. The larger ML might be a little more capable, but is no longer offered with a low-range in the U.S.—no doubt because there was little demand for the option.

The GLK350 handles with commendable balance—the rear-wheel-drive platform pays some dividends—but leans considerably more than the Audi Q5 and BMW X3 in turns. Change lanes quickly at high speeds, and the tail wags in a way it doesn’t in the others. The Mercedes-Benz’s steering is light, with a little slop on center. Here as well the GLK makes little attempt to pass as a car, much less a driver’s car, despite standard low-profile 235/50R19 tires (even larger 20s are optional). On the other hand, the ride is smoother than in the Audi and BMW. Even so, the GLK doesn’t quite have a premium feel to go with its premium price.

The tested 2011 GLK350, with the Premium and Multimedia Packages and heated seats, lists for $46,045. A similarly-equipped Audi Q5 lists for about $800 more, but according to TrueDelta’s car price comparison tool includes about $2,100 in additional features—including leather upholstery and xenon headlights. The X3 xDrive28i with similar features and the $1,550 Sport Activity Package (to get 18-inch wheels, 19s are only available with the xdrive35i) lists for $1,690 more but includes about $2,400 in additional features. Bottom line: once you adjust for feature differences (or spec the GLK up to the same level as the others) the Mercedes is the most expensive of the three, but not by a large enough margin that many people are going to pick one over the others based on sticker prices.

With the exception of BMW, the Germans (and Swedes, for that matter) arrived very late to the compact SUV party. With the Q5, Audi offers the segment’s most car-like entry, and the redesigned BMW X3 shifts in the same direction. Mercedes-Benz, perhaps consciously opting to take a different tack than everyone else, perhaps simply not paying attention to industry trends, went in the opposite direction. The GLK350 is the segment’s most truck-like entry—even the Land Rover LR2 looks, sits, and drives more like a car. As a result, the GLK is far from the best choice for driving enthusiasts. But few buyers in this segment are driving enthusiasts. In what has recently become a very crowded field, it helps to stand apart from the crowd. The GLK350 achieves this. Want some traditional SUV flavor in your premium compact SUV, but care more about the badge or German engineering than luxurious appointments? Then the GLK350 has that space largely to itself.

BMW provided the vehicle for this review at a ride-and-drive event for BMW owners.

Michael Karesh operates TrueDelta, an online source of automotive pricing and reliability data.




Michael Karesh
Michael Karesh

Michael Karesh lives in West Bloomfield, Michigan, with his wife and three children. In 2003 he received a Ph.D. from the University of Chicago. While in Chicago he worked at the National Opinion Research Center, a leader in the field of survey research. For his doctoral thesis, he spent a year-and-a-half inside an automaker studying how and how well it understood consumers when developing new products. While pursuing the degree he taught consumer behavior and product development at Oakland University. Since 1999, he has contributed auto reviews to Epinions, where he is currently one of two people in charge of the autos section. Since earning the degree he has continued to care for his children (school, gymnastics, tae-kwan-do...) and write reviews for Epinions and, more recently, The Truth About Cars while developing TrueDelta, a vehicle reliability and price comparison site.

More by Michael Karesh

Comments
Join the conversation
3 of 54 comments
  • Revolver1978 Revolver1978 on Jul 18, 2011

    Something not mentioned but possibly significant for buyers - this vehicle has abysmal fuel economy. 16/18/21. That's a hair less than a V6 Grand Cherokee.

    • Glad2own1 Glad2own1 on Sep 07, 2012

      I purchased one for my wife a 2012 fully loaded, I wrote a check for 37,900. She got hit in the rear by Nissan Pathfinder (new) at a red light. Nissan totaled, my wife fine. I bought it for just this reason and I am pleased.

  • Asiafish Asiafish on Oct 23, 2012

    Bought one for my wife. 4Matic, heated seats and Nav+4 iPod interface are only options. Sticker was $40,000 and after USAA discount and rebates paid $36,000. Its not a fancy car and doesn't ooze luxury, but it is, perhaps, the best car we've ever owned. In a blizzard over Northern California's Donner Pass the GLK was effortless to drive despite the ice and snow. On a 600 mile day the car remained comfortable with absolutely no annoyances. While the interior is rather spartan, it is of extremely high quality, which I prefer. I hated SUVs in past years. I liked my wife's 2009 BMW X3 and LOVE our 2012 GLK350.

  • Scott Le Mans - Steve McQueen. It's an oldy and cult only but those who saw it know who's cars were featured.
  • Sobhuza Trooper Gas powered generators? The Wretched Past. UGH!!!! Battery powered generators? The Glorious FUTURE. YEA!!!!! Let California Californicate the World!!!!
  • Yuda Power grid is already failing with the few chargers there are This is just gonna make things worse for normal people
  • Yuda EVs in general are a scam LMAO I'm not surprised
  • Lou_BC "In 2007, 85% of Americans drove themselves to work and 6% rode with someone else. But by 2018, while the 6% of Americans who carpool has remained constant, there has been a decrease in the percentage of those who drive themselves to work, edging down to 77%." .................. If people can't recharge at home, it would be logical to set up charging infrastructure at workplace parking lots. That would cover 77% of the population. An 8 hour workday should be adequate to keep an EV charged.
Next