A glance at the Mercedes-Benz website reveals 28 separate United States offerings; it's an alphabet soup of A's, B's, C's, E's, G's, S's and more. Driving Impressions will focus on the Mercedes GLC or midsize line, which includes both coupe and SUV. They ride on similar chassis; the differences in appearance and interior capacities are obvious. Base models of both receive a 300 designation. They're powered by a 255 hp in-line four. A Hybrid version of the SUV or 350 employs a 90 kW electric motor to boost it to 315 hp.

AMG adds spice to the GLC line. There's a '43' coupe and '43' SUV. A 385 hp Bi-Turbo V6 powers both to an impressive 0 to 60 time of 4.7 seconds. A four-liter 469 hp Bi-Turbo V8 powers the '63' line and cuts that acceleration time to 60 mph to 3.8 seconds.

Tested was the top-of-the-line AMG 63 S coupe. It was a surprise that there was no corresponding SUV in this top trim. The coupe has a unique tallish stance. From the rear, the design is reminiscent of Honda's short-lived Crosstour. I like the front much better. Referencing Mercedes long term racing commitment, the AMG GLC models present with a grill similar to that of the early 1950s 300 SL racers. Illustrated below is a pair of the W194s at the 1952 German Grand Prix. North Americans may remember the grill from Karl Kling's winning run in 1952 Carrera Panamericana Mexico.

The interior is everything you would expect in a high-end luxury car. Seats are comfortable, supportive and multi-adjustable. There's excellent head and foot room in the front. And that sloped roof in the back should accommodate a six-footer. And in 2020, Mercedes high tech MBUX system is available throughout the GLC line – even in the 2 wheel-drive 300 model.

Access is through a touchscreen, a console-mounted touchpad, and a micro touchpad (one of two) on the steering wheel. Most impressive is the voice response; employing artificial intelligence, it is rapid and intuitive. You don't have to say 'set the temperature to 62°'; 'Hey Mercedes, I'm hot' elicits the desired response.

The 10.25-inch touch screen is located high on the dashboard making it easy to visualize without one's eyes wandering too far from the highway. Three functions can be displayed simultaneously.

The tech extends to the multi-programmable gauge screen and heads up display. There's more than one individual can possibly master in a week; I was impressed that one could time acceleration runs as well as conjure up nearby race track diagrams and record lap times on the corresponding circuits.

The comprehensive tech extends to the drive. Multiple modes including Sport, Sport Plus and Race mode alter suspension dynamics, steering, shift points, throttle mapping and exhaust note. It's not surprising that there are multiple ways to enter this system including unique buttons on the lower half of the Alcantara covered steering wheel as well as console toggles and buttons and the touchscreen. One can apply an almost infinite combination of adjustments. Whether I was in a performance mode or comfort or slippery condition modes, I enjoyed having the separate button to enhance the symphonic exhaust note.

The performance is blistering. From a dead stop or anywhere along the range the acceleration is impressive. Never a stumble. It's mostly electronics that boost the horsepower (503) and torque (516 ft-lb) in the S as compared to the AMG 63 but the results are noticeable. 60 mph is easily reached in 3.6 seconds. The top speed is in excess of 174 miles per hour and is limited by further electronics.

Mercedes employs dynamic engine mounts to lessen the transmission of vibration to the steering and the cabin. But you still should expect to experience more road noise and a firmer ride than you might in a luxo cruiser. In return, a driver gains confidence. The Mercedes feels incredibly stable at speed whether in slippery conditions or on curvy roads. Body lean is minimal despite its tall stance and 6.4 inches of ground clearance (when maximally loaded). The AMG 63 S's limits can rarely be found on public roads. No complaints with the nine-speed shifter either.

Mercedes continues with the use of its 4Matic torque distribution system but there are a few new twists here. Air shocks allow adjustment of height and there's an electronically controlled differential lock. When one first starts out and differential fluid is cold and thick, it feels as if you were turning a dirt track stock car with welded spider gears (locked rear end). This goes away quickly. Also aiding handling is an engine placed lower in the chassis than it would be without its dry-sump system or its midline place dual turbos.

Not all the optional features are necessary for full enjoyment of the AMG coupe. One might forgo ParkTronic (though linked with surround view), carbon fiber trim, brushed aluminum running boards, and the 21-inch wheels. The features of the Driver Assistance package which includes active lane keeping and lane change assist are attractive. They are accompanied by active speed limit assist. On three occasions on a trip down I-95 the system perceived the necessity for speed reduction to 40 mph with no cars in the vicinity and no signage changes. I never worked out the cause.

I certainly would go with the optional heads up display and the exterior light package. Front lighting adjusts to curves, conditions, and changes in speed. Activated, the adaptive high beams seem to come in from the side. The operation takes just milliseconds. It felt like the curtain was rising on an important event.

The AMG GLC S gets high marks and seems to set a high watermark for high performance crossover coupes under six figures. And I would opt for it unless a Mercedes AMG GLC 63 S SUV was on the horizon.