How to heel toe downshift

Source: T.M.O.F via Wikimedia Commons CC BY-SA 2.0

Hang around car enthusiasts and your ear is bound to catch fancy sounding motoring jargon that will make you just glaze your eyes. Today, I am going to throw another fancy motoring terms that will make anyone who lives and breathes cars weak in the knees - the heel toe downshift.

Is it some kind of dance move I hear you say? Well, pretty much, just not the heel toe flick you see in hip hop dance. Rather, it's a driving technique applicable on manual transmission cars that involve your right foot covering the brake pedal with the toe and your heel blipping (a quick and sharp jab) the throttle without releasing the brake as your left foot dip the clutch as usual during a braking and downshifting scenario. This is usually applied as you approach a corner.

Sounds like a lot is going on within a short time frame. It may sound intimidating, but with practice it should be natural enough that you can do it in your sleep. Before we get on with step-by-step tutorial, let's start with the why behind its application. 

Why Heel Toe Downshift? 

Heel toe downshift saw the light of day due to the working principle of a manual transmission. Observe the tachometer as you dip the clutch and you will notice the rpm drops to idling speed. Select a lower gear and let the clutch out, notice the rpm suddenly spikes up from idle to whatever rpm it should be for the lower gear. Due to the abrupt manner the engine picks up speed, the car will jolt and gives off a sensation like you just slam on the brake hard.

The resultant jerky motion is due to the mismatch between the engine speed and road speed relative to the selected gear. Let me give you a simple scenario.

Say you're cruising down a highway at 60 kph in 4th gear at 2000 rpm. Then, you dip the brake slowing the car down to 40 kph, downshift to 3rd gear (engine speed drops to idle at this point) and let the clutch out. The engine immediately jumps to roughly 3000 rpm as the clutch engages, followed by that all-familiar head bobbing.

This can be explained by the physics that take place inside the transmission when you execute the downshift, as succinctly explained by Jason Fenske of Engineering Explained below:

Basically, as long as you're off the clutch driving as normal, everything from the engine to the clutch plate to the input shaft and finally to the output shaft spins together.

The moment you depress the clutch, you separate the clutch plate from the flywheel (a spinning metal that spins with the engine), causing the latter to slow down. As 4th gear is still engaged, the clutch plate continues to spin at 4th gear speed. Shift the shifter into 3rd and everything in the transmission including the clutch plate speeds up. 

Going back to the scenario I had given above, the clutch plate will rotate at 3000 rpm while the engine, since it's no longer connected to the transmission, drops to idling speed (maybe around 1500 rpm). Mate the clutch plate that spins at 3000 rpm with the flywheel rotating at 1500 rpm, the fast spinning clutch will force the engine to speed up to match the clutch plate's rotational speed. As the transition is abrupt, a 'braking-like' thrust is felt, identifiable from the unpleasant jerky motion.

There's where heel toe comes in. Before you release the clutch pedal, give the throttle a blip while maintaining brake pressure to raise the rpm to match the speed of the clutch plate. If the speed match, you have a nice, smooth, jerk-free downshift.

Before I move on to the steps, a few tidbits is in the card. Heel toe is a misnomer in modern context. I've seen many different variations that don't coincide with the namesake due to varying pedal spacing and the size of individual foot. For instance, some people with big feet blip the throttle by rolling the 'half' side of their foot instead of their heel. My advice is do some experimentation until you find your most comfortable variation.

How to Heel Toe?

1) Apply the brake. In my case, I am using my toe.

2) Clutch in.

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3) While maintaining brake pressure, pivot your right foot over the throttle pedal. Depending on individual and pedal layout, the throttle blip can be done either with the traditional heel on throttle, or the modern 'side of the foot' method. In my case here, I sort of use the latter method. Nonetheless, use whatever variation you're comfortable with, which comes with experimentation.

4) Engage new lower gear.

5) Let the clutch out and continue braking until safe speed has been established. How to know if you've matched the revs? Let the clutch out fast. Yep, don't release slowly as taught by your driving school as that will only mask the effect. You have to let the clutch out as rapid as you can. If there's little to no jerking, you've successfully match the revs. If the car jolts violently, your blip is off.

The good news is your blip doesn't have to be perfect. In fact, don't stress yourself out trying to hit the exact 'magic' number. It's okay if you're off by a small margin like being off by 200 or 300 rpm.

Also, if you're just starting to learn to heel toe, practice the coordination with the car stationary. Once you're comfortable, find a stretch of road sparse of traffic or even better an empty parking lot and put the foot coordination into practice. Throw downshifting into the equation so your body will acclimatise to the hand and foot coordination and to the sound of the engine. 

This will take practice so don't throw in the towel if you don't get it right from day one. With practice, the coordination will become second nature and your ear will just 'know' when the revs match. 

Benefits

1) The most oft-cited upside is arguably the reduction in wear and tear on the clutch as it will experience less slippage (hence less heat production) from the reduction in speed differential between the engine and transmission. However, I believe this depends on the driver skill as a poorly executed heel toe can potentially inflict more damage to the moving parts. 

2) A well-executed heel toe downshift makes for a smoother ride as you and your passenger will endure less head bobbing from a poor downshift.

3) It's damn fun when you get it right!

Should you learn to Heel Toe?

Some skills are nice to have but not essential. Heel toe falls in that category. It's not a requirement for a safe and efficient A to B drive, but there's no harm if you're interested in giving it a shot.

Once you do get it down, it can admittedly be addictive!  

  

What are all these autonomous car levels?

Source: Dllu via Wikipedia CC BY-SA 4.0

With increasing demands for automation, autonomous cars will inevitably clog the road system in the next few decades. Marques such as Audi and Tesla have rolled out their respective self-driving machines, which had been labelled as Traffic Jam Pilot for the former and Autopilot for the latter.

If you've been following the development of autonomous cars, you will surely have come across phrases such as Level 2, 3 and 4 autonomous levels. What do these categories tell the consumers?

Autonomous Levels

In a bid to dispel confusion over a car's level of self-driving capability, SAE International has drawn up its standard in categorising driving automation of on-road vehicles.

In SAE's standard, 6 levels of automation level ranging from 0-5 tells consumers the range of autonomous ability from no automation to full automation. Compiled below is the lists of defined sets of SAE standards in classifying driving automation:

Level 0: This is obviously a car that requires a driver's full control at all times, the kind of cars we're all familiar with and learn to drive in. Drivers are responsible for handling every aspects of driving dynamics, even when equipped with warning systems. Say your car has reverse sensor fitted. It merely warns you audibly you're reversing into an obstacle but the onus is entirely on you to avert collision. The car won't save you if you bungle.

Level 1: Assistance from driver assist systems that either automates steering or acceleration/deceleration aspects, but not both simultaneously, using information about the driving environment. Drivers are still responsible for handling all remaining aspects of driving dynamics. Cars equipped with, but not limited to, adaptive cruise control and lane keep assist fall in this level.

Level 2: This basically means a car can handle both steering and acceleration/deceleration aspects simultaneously. These cars have the ability to stay within lane marking and even apply the brakes for you. However, this only works in certain conditions and drivers still need to remain fully alert. 

Level 3: Conditional automation to use SAE International's terminology. Drivers can hand over control fully to the car, but must be prepared to take control when requested by the car once the factors enabling it to function ceases. As an example, Audi's Traffic Jam Pilot, introduced on the A8, only works during nose-to-tail traffic congestion, at speed of 60 kph (37 mph) and below, and presence of physical barrier separating opposite lane. As long these conditions are met, drivers can relax and let the car handle the rest. Outside the stipulated conditions and the driver must resume responsibility.

Level 4: Ahh the gate towards full automation. In this level, driving dynamics is handled by the car in most conditions. Whether drivers are still required to take the wheel if the car exceeds its operational design domain or the car can automatically stop if drivers fail to interact is up for debate. Some publications, such as Clean Technica and The Drive, believe it's the former, while Autoweek and The Washington Post believe in the latter notion. I would agree with Clean Technica and The Drive viewpoint as it wouldn't be Level 4 if the car can handle everything independent from the driver, which segues to the next and final category of driving automation.

Level 5: Well, to sum this level up, "Dude, your car can drive itself. Throw the steering and pedals away!". Yeah, the car can handle itself in all conditions without needing any help from the drivers. Just get your ass in the car, tell it where to go and whatsapp your GF while the car speeds down the freeway by itself. 

BMW M3 over the years

After 32 years, the hallow badge that breathes motorsport performance into the 3 Series badge continues to intrigue enthusiasts worldwide. In production since 1985, BMW M3 has been setting the asphalt on fire with its substantially more powerful engine, sturdier suspension, lightweight, and menacing looks that dwarf standard 3 Series models.

With all said and done, lets flip through the history book of the BMW M3 shall we?

E30 

Source: Rudolf Stricker via Wikipedia

Started production in 1985, the first generation M3 was based on the 1986 model year 3 Series. Body style was available only in coupe and convertible styling.

The E30 M3 received its source of propulsion from the venerable S14 engine, a straight 4 DOHC with an M10-based block and M88-based head.

This particular generation spawned two "Evolution" models, christened "EVO2" and "EVO3" respectively.  The former was juiced by the S14B23 2.3 litre engine that made 220 PS; the latter, on the other hand, was motivated by a more powerful and larger S14B25 2.5 litre engine that made 238 PS.

The engine was paired to a 5 speed dogleg manual transmission. All of the S14 grunt flowed to the rear wheels. Clutch-type limited-slip differential with 25% lockup was standard across the board, with the US models getting a shorter 4.10:1 final-drive ratio, whereas the European models settled with a taller 3.15:1 final-drive ratio.

Changes from the standard 3 Series encompassed the body and suspension aspect. The former saw a "box flared" wheel arches front and rear to accommodate wider track width and wider tyres along with 12 unique body panels to improve aerodynamic; the latter brought along increased caster angle, solid rubber offset control arm bushings and aluminium control arms.

E36

                                        

                                                                                  Source: OSX via Wikipedia

The second generation M3 debuted in 1992 and was already in dealer's showroom in November 1992. Initially, only coupe body styling was available before convertible and saloon styling appeared in the 1994 iteration.

Engine wise, it was a stark departure from the outgoing E36, becoming the first M3 model to receive the brand's iconic straight 6 engine, coded the S50B30. It displaced 3.0 litre and churned out 282 hp for the European models, with the North American models only making 240 hp. Both the European and North American engines were married to a 5 speed transmission.

It had 86 mm bore and 86 mm stroke respectively, essentially making it a square engine. The engine had 10.8:1 compression ratio and equipped with individual throttle body, Single VANOS, Motronic M3.3 engine management and redesigned intake and exhaust systems.

In September and November 1995, the coupe and saloon model received a much more powerful S50B32 3.2 litre straight 6 (1996-1999 North American models received the less potent S52B32 engine) which saw output figure bumped up to 321 hp. The engine was mated to a 6 speed manual transmission (the North American models still had a 5 speed manual instead), with first generation SMG (sequential manual gearbox) becoming an option in 1997.

The increased displacement was brought about by a longer 91 mm stroke and a slightly larger 86.4 mm bore. Double VANOS and 3 knock sensors were added to the S50B32 engine and compression ratio had been raised to 11.3:1. 

The E36 generation featured reinforced subframe, stiffer front spring, aggressive caster and camber due to top hat design and lower control arm bushings.

In 1994, a limited edition M3 GT was produced as a homologation special to fulfill entry requirement into the  FIA GT class II, IMSA GT and international long distance races. The E36 M3 GT played host to an upgraded S50B30 engine which saw power bumped up to 291 hp. Only 356 examples were ever built.

E46

                                         

                                                                                  Source: Alexk64 via Wikipedia

In October 2000, Munich rolled out the third generation E46 M3 from the assembly line, featuring a new M-tuned cast iron block S54B32 3.2 litre straight 6 engine. The engine dished out 338 hp for European models, whereas the North American models were slightly detuned to 333 hp. The E46 was only available either as a coupe or convertible.

The S54 carried over the individual throttle body from the S50, but boasting several changes to set it apart from the latter. The changes include 87 mm bore, revised camshafts, 11.5:1 compression ratio, electronic throttle body and scavenging oil pump.

The power of the S54B32 engine was massaged by either a standard 6 speed Getrag manual transmission or the optional second generation 6 speed SMG II Drivelogic.  

This particular generation saw the introduction of the M3 CSL (Coupe Sport Lightweight), a limited edition M3 seeing only 1400 examples produced and never offered to the North American market.

The M3 CSL emphasised weight reduction, with large proportions of sound insulation, electric seats and navigation systems removed. Also, air conditioning and stereo weren't available as standard, but can be retrofitted free of charge. Other weight reduction regime included carbon fibre reinforced polymer body pieces, glass reinforced plastics for strengthening certain structural points and thinner rear window. This trimmed the weight down to 1385 kg, 110 kg lighter than regular M3.

Handling had been given a boost thanks to specially developed racing springs and dampers, and tightened steering ratio (14.5 vs 15.4 over the regular M3). The Dynamic Stability Control (DSC) was endowed with "M track mode" that opened the window to push the car to its absolute limits.

Braking power was augmented by larger front rotors and larger rear caliper pistons. The front caliper carrier was also larger than standard M3 giving provision for the larger rotor.

In the engine room, the M3 CSL received an upgraded S54 engine, christened S54B32HP. This fine tuning saw a carbon fibre intake, sharper profile camshafts, a MAP sensor in place of MAF sensor, and lightweight straight path exhaust manifold. This revision saw an increase of 17 hp and 5 Nm over the European M3. Unlike the standard M3, the M3 CSL only came with the 6 speed SMG II transmission with more advanced drivelogic software package that unlocked its ability to shift in staggering 0.08 seconds.

E90/E92/E93

                                        

                                              Source: Alexandre Prevot via Wikipedia CC BY-SA 2.0

Onto the E9x generation. The fourth generation M3, launched as a BMW M3 Concept in the 2007 Geneva Motor Show, spawned 3 body styling - E90 saloon, E92 coupe and E93 convertible. 

The fourth generation model saw the first M3 to receive V8 engine, coded the S65. A derivative of the S85 V10 found in the E60 M5, the basic architecture and aluminium construction had been carried over to the S65.

The S65 shared identical 92 mm bore and 75.2 mm stroke as on the S85, essentially making it an M5 V10 with 2 cylinders lopped off. Being based on the S85 by extension, the S65 also featured individual throttle body, ionic current knock sensing which detects misfire and knock simultaneously by passing a low voltage across the spark plugs immediately after ignition spark, Double VANOS and 12:1 compression ratio.

Interestingly, the battery only recharged under braking, as the alternator decoupled from the engine under acceleration to reduce power loss. BMW calls it Brake Energy Regeneration.

The lubrication system was taken care of by wet sump system with two electronic scavenging pumps and a main oil pump which replaced the three-pump wet sump system on the S85.

Owing to the aluminium construction, the S65 tips the scale at 202 kg, 15 kg lighter than its cast iron block predecessor, the S54 straight 6 found in the E46 M3.

                                         

                                                                          Source: OSX via Wikipedia

The standard E90/E92/E93 M3 was motivated by the S65B40 4.0 litre V8 which produced 414 hp and propelled the rear wheels via a standard 6 speed manual transmission. By April 2008, a more advanced 7 speed Getrag M-DCT dual clutch automatic was offered as an option, shortening the 0-62 mph sprint by 0.2 seconds vs. the manual. 

The E92 M3 coupe was outfitted with carbon fibre roof, making it 10 kg lighter than the E90 M3 saloon. The E93 M3 convertible was equipped with power retractable hardtop which added 200 kg to the car's overall weight. This certainly took a toll on its performance, as underscored by its slower 0-62 mph acceleration time (4.9 s M-DCT and 5.1 s manual) relative to its E90 and E92 counterpart (4.5 s M-DCT and 4.7 s manual).

                                           

                                                   Source: The Car Spy via Wikipedia CC BY 2.0

The E9x generation also saw the production of limited edition models such as the E92 M3 GTS and E90 M3 CRT. Both were powered by a larger, 444 hp S65B44 4.4 litre V8 thanks to a much longer stroke of 82 mm and slapped on lightweight titanium exhaust. They were also lighter than the standard M3 thanks to various weight reduction regime.

The E92 M3 GTS was limited to 135 examples, whereas the E90 M3 CRT was available for 67 lucky customers.

F80

                                           

                                                  Source: Alexandre Prevot via Wikipedia CC BY-SA 2.0

Finally in 2014, the fifth generation F80 M3 made its premiere at the 2014 North American International Auto Show in Detroit. The F80 M3 is currently available only in a saloon body style, as per BMW's plan to split off the coupe/convertible 4 Series from the 3 Series. 

The F80 heralds a new generation M3 that breathes on turbochargers and also a return to straight 6 engine, resulting in the 425 hp S55B30T0 3.0 litre twin turbo straight 6. The new engine powers both the F80 M3 and its F82/F83 M4 coupe and convertible sibling.

The S55 features a closed-deck block, lightweight crankshaft, stronger pistons, different valve material, twin fuel pumps and revised intercoolers.

Transmission option is between the 7 speed M-DCT dual clutch automatic and 6 speed manual. The former accelerates the F80 M3 from 0-62 mph in just 4.1 seconds, whereas the latter is 0.2 seconds slower, recorded at 4.3 seconds.

The F80 M3 is adorned with carbon fibre roof just like the outgoing E92 M3 coupe. The bonnet and doors however are made of aluminium. Steel forms the backbone of its platform structure.

In February 2016, the M3/M4 Competition Package has been included in Munich's product catalog. The package entails an increase in power, up from 425 hp to 444 hp. It also brings improvement on handling front, with new springs, dampers and anti roll bars complementing the Adaptive M Suspension, along with retuned electronic differential and Dynamic Stability Control (DSC). 

Equipped with Competition Package, the F80 saloon completed the 0- 62 mph sprint in 4.0 seconds, an identical time with its F82 M4 coupe counterpart, whereas the F83 M4 convertible took 4.2 seconds to achieve the same feat. All acceleration times were timed with the M-DCT variant.

The Competition Package graces the interior with lightweight sport seats and M-striped seat belts. On the exterior front, it tacks on M Sport exhaust with black chrome tailpipes and high gloss Shadow Line exterior trim.     

                                      

   

Review: X253 Mercedes GLC 200 Exclusive - worth the saving?

This picture was taken at KLCC few months back

It was a pleasant Saturday afternoon at Desa ParkCity. The swanky property estate located in Kuala Lumpur played host to the recent Mercedes Benz Gallery which gave visitors opportunity to test drive a range of new tri-star models which include the X253 GLC 200 Exclusive, X156 GLA 250 4Matic AMG Line, W213 E350e AMG Line and W205 C200. A fitting backdrop to test drive cars from the premium brand.

I tested the GLC, GLA and E350e respectively, as each person was limited to just 3 cars. As per the article title, this piece will be a test drive review of the X253 GLC 200 Exclusive.

Stuttgart's compact SUV, formerly known as GLK before the company's introduction of the new nomenclature where the base name (GL- in this instance) is followed by the model hierarchy (A, B, C, E and S Class), was initially introduced in Boleh Land under the guise of the locally-assembled GLC 250 4Matic AMG Line. 

Then this August, the entry level locally-assembled GLC 200 Exclusive was unveiled to Malaysian public. Chief differences between the GLC 200 and GLC 250 4Matic is of course the former excludes the 4Matic all-wheel drive and deletion of AMG Line package. The exclusion marks the GLC 200 as a cheaper variant of the GLC range, retailing at RM288,888 (OTR without insurance). That translates to saving of RM37k from the higher spec GLC 250 4Matic AMG Line.

With that money, what do you get? More importantly, is it worth the saving from depriving it of the GLC 250's bells and whistles? Keep reading to find out.

Technical Specs

Lurking under the bonnet is the same M274 DE 20 2.0 litre turbocharged 4 cylinder petrol as found in the GLC 250, albeit with lower output figure in contrast to the latter. The GLC 200 makes 184 hp and 300 Nm of torque in comparison to the 211 hp and 350 Nm churns out by the GLC 250. Just like the GLC 250, the grunt is mediated by 9G-Tronic 9 speed automatic transmission, but unlike the GLC 250 which propels all four wheels, the GLC 200 sends all the engine's thrust to the rear wheels only. 

On paper, the lower output does impact its performance. The GLC 200 takes 8.7 seconds to sprint from 0-100 kph and tops out at 210 kph. The GLC 250, on the other hand, only takes 7.3 seconds to complete the century sprint and boasts a higher top speed of 222 kph. On the hindsight, this doesn't matter much as it's not build for outright performance. If all out performance is what you're looking for, the GLC 43 AMG 4Matic is in the crosshair.  

Without the AMG Line package, the GLC 200 now rides higher than the GLC 250, thanks to the fitment of Off-Road suspension. It still retains the Agility Control passive selective shock absorber though, as found on the updated GLC 250 (prior to the update, the latter had AMG sports suspension). 

Also, the SUV now rolls on 235/55 series run-flat tyres (which can cost RM2000 per piece!) wrapped around 19-inch 5-spoke wheels, as opposed to the GLC 250's 255/45 series rubber with a larger 20-inch multi-spoke AMG rim. As you can see from the photo above, the GLC 200 lost out on perforated disc brakes as fitted on the GLC 250, settling instead with solid disc brakes.

Exterior

The GLC 200 Exclusive is dressed in Off-Road exterior kit. Visual cues include the absence of the twin horizontal slat on the lower side air intake. Another visible cue is the chrome surround for the lower central air intake, chrome underguard and side steps. Lighting wise, out goes the Intelligent Light System and in goes the LED high performance headlight instead. 

At the back, the thicker chrome surround for the rear apron sets the GLC 200 Exclusive apart from the more upscale AMG Line GLC 250, whose rear apron is decked out by thinner chrome strip. 

Interior

Step inside the GLC 200 Exclusive, a round three-spoke multi-function steering wheel sits between the driver seat and instrument cluster instead of the AMG Line flat-bottomed steering wheel as found on the more expensive GLC 250. You'll also make do with lighter wood trim and rubber pedals over the AMG Line's darker wood trim and sports pedals.

The lighter wood trim also extends to the door panel, in place of darker wood found on the AMG Line GLC 250.

Despite the deletion of the AMG Line package, the Audio 20 CD infotainment system and 7-inch freestanding central display are still retained on the cheaper GLC, but without a 13-speaker 590 W sound system.

The entry level GLC 200 still comes with keyless start just like on the GLC 250. The start-stop button had been removed on the test car which gave this writer an exposure to the clever fail-safe mechanism in the event the start-stop button malfunctions. There are two ways to start the engine; either you hit the button as usual, or pull the button out and insert a conventional key fob. The latter can come in handy if the start-stop button is out of commission. Having a manual backup can save the day!

Buyers of the GLC 200 do miss out on features such as panoramic sunroof, surround view camera and keyless entry though.

Electronic Parking Brake can be disengaged automatically by the car after you have locked the car in either Reverse or Drive. Put the car in Park and the Parking Brake will engage by itself. This is unlike on majority of newer cars with Electronic Parking Brake that still requires the driver to manually pull the Parking Brake switch to engage and disengage it. 

More importantly, in an event of system fault, a manual Parking Brake switch is available as pictured above. The switch is located closer to the door and below the light switch. 

Standard features include brown, black or white man-made Artico leather upholstery, leather dashboard with three contrast topstitching colours, reverse camera, Thermotronic 3-zone automatic climate control, rear air-con vents, Parking Pilot with Parktronic, powered tailgate and powered adjustable front seats with lumbar support sans memory function.

Safety

In terms of safety features, much remains identical to the GLC 250, which includes seven airbags (including one for the driver's knee), Collision Prevention Assist Plus, Hill Hold Assist, Attention Assist, Pre-Safe system and ISOFIX rear child seat mounting.

Driving Experience

So, how does the on the budget GLC 200 feel behind the wheel? Does the shortage of kits neuter its talent? Well, since it's no fire breathing AMG, it isn't really an adrenaline pumping practice, but neither is it a boring piece of jacked up C Class-based SUV. I would say it hits the middle ground with appropriate dispatch.

Utilising the Dynamic Select - which lets you choose between Eco, Comfort, Sport, Sport+ and Individual - enables me to distinguish the SUV's behaviour. I started off in Comfort mode and it doesn't really blunt engine response in any way. Pick up is brisk from idling speed. There's no hint of turbo lag, which translates to a linear, smooth engine response and in turn, an unflagging turn of speed.

Sport mode turns up the ante, sharpening the turbo 4 cylinder for greater forward thrust. However, the party officially begins in Sport+ though. Flick the Dynamic Select switch to Sport+ and every light prod of the throttle pedal is translated into a shoved-back-to-the-seat thrust. Further cranking up the powertrain proceedings, Sport+ holds onto the lower gear longer for even more potent acceleration.

I didn't try out Individual mode, but it basically lets you personalise the car's performance characteristics to tailor to your driving style. I didn't try out Eco mode, but as befitting the namesake, it turns down engine response to keep you from being a regular patron of gas station.

The 9G-Tronic transmission impeccably swaps through the 9 forward ratios with aplomb. There's no hesitation before it grabs the next ratio. Shifting with the paddles doesn't really make much difference to be honest, as the transmission's control unit does a superb job in ensuring a clean and timely gear change. I would personally let the computer takes care of the shifting duty.

Steering feel is not the GLC 200 forte; the Electronic Power Steering did a perfect job in blocking out the road texture from the thumb, endowing the steering with lighter effort, but numb feel. 

The SUV's suspension is well setup to absorb surface imperfection. I don't ever recall feeling unsettled as the compact SUV traversed the bump-riddled road. Seems like the Agility Control suspension is up to the task. The smaller 19-inch rim and higher profile sidewall may play a part in ensuring a jolt-free ride over the wave of bumps thrown in your path.

The boot space is decent at best, which can be further enlarged thanks to the 40:20:40 split rear seat. The setup, in this writer's humble opinion, creates a versatile boot space where Ikea shopping is concerned. If you're shopping for long-length furniture and still need at least 2 people sitting in the back in relative comfort, just fold up the two outer rear seats, but fold down the central seat and the long-length furniture easily slips through without compromising rear seating.

There's also a snap-in partitioning bracket which you can easily position along the outer edges of the luggage compartment, as illustrated in the picture above. 

If you need more boot space, but without having to fully fold down the rear seats, this rear seat stopper pictured above can take care of your needs.

Located underneath the rear seat latch to the extreme side of the boot, it will come into view after you have unlatched the rear seats. It is as simple as pulling up the latch until it's parallel with the seat latch.

With the stopper in the way, the rear seats will rest against the stopper instead of fully catching the seat latch. This will make the rear seats lean slightly forward instead of all the way back, netting an extra space for luggage while still allowing rear passengers to be seated comfortably. A clever trick indeed by Mercedes.

Conclusion

Should you put your money down on the GLC 200 Exclusive? In my humble opinion, you have nothing to lose despite the pared down equipment lists. Despite lacking the bells and whistles of the higher spec GLC 250 4Matic AMG Line, it's in no way a deal breaker.

From my initial impression of the short test drive, the lower power output doesn't adversely affect daily usable performance. Ride quality is also friendly to your back. Plus, its clever implementation of boot spacing gives you a flexible approach in managing your luggage needs. 

This writer believes the removal of equipment found on the GLC 250 is a welcomed compromise in this trying economic environment where netizens wrestle with the skyrocketing cost of living. Overall, the GLC 200 Exclusive ticks all the right boxes.