Mercedes-Benz M-Class 1999 Review

What we liked
>> A relative Benz bargain
>> All engines are impressive
>> Strong resale values

Not so much
>> Roly poly ride
>> Feels and looks dated
>> Heavy doors

OVERVIEW
The Mercedes-Benz M-class luxury 4WD (or Sport Utility Vehicle) first shot to fame in the 1997 hit film Jurassic Park, The Lost World -- some 12 months ahead of the actual vehicle's launch in Australia. Since then the German-designed, North American-built four-wheel drive has entrenched itself in the minds of the buying public. Mercedes-Benz Australia sells more M-class wagons than any other model.

Mercedes-Benz updated the M-class in 2003, and chief among the changes was an extensive visual facelift inside and out, more safety features and two new engines. The range, however, stays at four engine variants, as the 3.7-litre V6 (ML350) replaces the ML320, and the 5.0-litre V8 (ML500) replaces the ML430.

In a nutshell, the Mercedes-Benz M-class range consists of a diesel-powered ML270 CDi, the aforementioned 3.7-litre ML350, the top of the range 5.0-litre V8 ML500 and an AMG-fettled, super aggressive 5.4-litre ML55 AMG. Pricing at the time of writing stretched from $65,900 for the diesel to $139,900 for the AMG model.

FEATURES
All M-class Benzes are built on the same basic 5-door 4WD wagon architecture, which dimensionally plonks the off-roader in the mid to large 4WD category. It's 4.63m tip to toe (a Commodore is 4.87m), roughly 1.84m wide and 1.82m high, and weighs around 2175kg, depending on the model and equipment fitted.

There's plenty of features and equipment, even on the base model, as you'd expect from the three-pointed star. All models have 17inch alloy wheels -- the ML55 AMG gets 18s -- tinted glass and colour-coded bumpers.

Changes to the headlights, now covered with clear glass, increase their effectiveness, while car-spotters will notice the relocation of the turn indicator repeaters to the wing mirrors. Fuel tank capacity increased with the mid-life facelift, up 10 litres to 83 litres in all but the AMG model, which gets a 93 litre tank.

All models take electric windows and mirrors for granted, along with remote central locking, cruise control, CD stereo and climate control air conditioning. Mercedes' variable speed limiter comes in for special mention, allowing you to actively set a speed limit and drive normally without fear of exceeding it. We found it a Godsend for ensuring no overzealous speed camera operator took our photo without permission.

Step up to the ML500 and the equipment level increases accordingly, most notably with the Burr Walnut and leather interior. Power and heated front seats, a trip computer, anti-theft alarm system, Bose sound system and anti-dazzle rear-view mirror are all added.

The ML55 AMG again raises the bar with satnav, glass sunroof, CD stacker and high intensity Bi-Xenon headlights and sports seats, along with a substantial AMG visual and performance makeover.

COMFORT
The big Benz provides seating for five adults with plenty of headroom and good rear legroom. A third row of seats (2) is optional, but should be designated kids only for longer journeys. Boot space is in abundance, and should cope with most people's everyday needs.

Driver comfort is good, without being great. The seat adjusts for distance, height and tilt, and the backrest reclines. The steering wheel is tilt adjustable but does not adjust telescopically, which did place restrictions on our preferred driving position -- in essence, the steering wheel felt too far away when our legs were in a comfortable driving position.

Quasi-dual zone climate control is fitted to all M-class models, and while it doesn't allow rear seat passengers to dial up a different temperature to their front row compatriots, it does come with a separate blower and additional rear vents to aid airflow.

SAFETY
The M-class active safety list includes 4-ETS (electronic traction system) four-wheel drive, antilock brakes with brake assist and an electronic stability program.

Passive safety features include dual front airbags, side airbags and curtain airbags in the front. Rear side airbags are only fitted standard to the ML55. All five seats have a lap sash seatbelt, only the outer four have force-limiting pretensioners.

The M-class does have head restraints in all five seating positions, but the middle rear does hamper the rearward view of the driver. Child locks are fitted to the rear doors, and the cargo area has a cover and anchor points for secure loading.

MECHANICAL
There are three petrol models and one diesel in the face-lifted M-class range. All models are equipped with independent suspension and Mercedes-Benz's 4-ETS four-wheel drive system, which uses the brakes to reduce wheel-spin. It's an electronic system in place of the more traditional mechanical diff locking systems, and its biggest weakness is in mud or soft sand where wheel-spin is often needed to get forward motion. That said, it's perfectly suited to on-road use and related low traction situations like snow or rain. Light to medium duty offroad work is also within its repertoire.

A five speed automatic transmission with 'touchshift' sequential shifting is standard on all models, as is a foot-actuated park brake.

ML270 CDi -- a 2.7-litre, inline five-cylinder engine with 120kW and 400Nm is the surprise performer of the M-class range, and a real bargain at sub-$70k prices. It can accelerate from rest to 100km/h in under 12 seconds, and sips 9.4litres/100km, which means 900km on a single tank should be possible on interstate trips.

ML350 -- powered by a 3.7-litre V6 engine, which produces 173kW of power, it can accelerate from rest to 100km/h in a respectable 9.1 seconds. Mercedes-Benz claims 13.4litres/100km fuel economy.

ML500 -- its 5.0-litre V8 engine pumps out 215kW and 440Nm of torque, hustling the SUV from rest to 100km/h in a spritely 7.7 seconds, but fuel consumption drops to 14.6litres/100km.

ML55 AMG -- the performance powerhouse of the M-class range, the ML55's 5.4-litre V8 produces 255kW of power and an impressive 510Nm of torque. It'll haul ass from rest to 100km/h in 6.8 seconds, and has a claimed fuel economy of 14.8litres/100km.

All models have four-wheel disc brakes equipped with ABS, and 'All Season Tyres' which reduces road roar compared to the more coarsely treaded tyres on the previous model. Offroad traction is likely to suffer slightly because of this, however.

Mercedes-Benz reports that the more affordable V6 petrol and five-cylinder turbodiesel models are most popular with buyers, accounting for around 85 per cent of M-class sales to date.

COMPETITORS
Rivalry in this marketplace has exploded in the 2002/2003 timeframe. Initially, Mercedes-Benz and BMW's X5 had the segment to themselves, with offerings from Audi (Allroad) and perhaps Subaru (Outback) -- though in a much more passenger-wagon derived body.

LandRover's Discovery is intended for more serious offroad use, and can't match the on-road manners of the Benz, unlike the more expensive Range Rover which is more than a match both on and off the blacktop.

In 2003, a plethora of prestige four-wheel drives arrived DownUnder, including Volkswagen Touareg, Volvo XC90, Lexus RX330, Honda MDX and even Porsche Cayenne. We recommend looking at the Honda and Volkswagen before the others.

BOTTOM LINE: New engine breathes life into a 4WD that's showing its age

For some reason we missed out on getting behind the wheel of an M-class when they launched in 1998, so we were doubly keen to sample this trendsetter, even more so with the new 3.7-litre V6 engine. And it's amazing how far behind the pack five years can put you.

When Mercedes-Benz engineers started working on a prestige SUV in 1995, they had little to compare it with. When it launched in 1997-98 it was streets ahead of the competition, and played a big part in the prestige SUV glut we're experiencing today. There's no denying the M-class is a solid, sound vehicle; it's simply looking tired against a fresh faced competition, being led strongly by Volkswagen's Touareg and the Honda MDX.

Taken on its own, the M-class is a very nice vehicle to drive. It rides acceptably for such a big, heavy beast, and handles most bumps with confidence, though initial compression can be a bit jolty over speed bumps for example.

The M-class's steering is slow to respond, and lacks cohesion with the road, especially just of dead centre, but the car never suffers from wandering ways. The body does roll around into corners and tends to pitch and dive under brakes or hard acceleration.

Mechanically the ML350 is sound; the new 3.7-litre V6 engine's a ripper of a heart and really does breath new life into an ageing chassis. It gets up and boogies with the best of them, endowing the ML with impressive amounts of acceleration that's readily available throughout the rev range. The five speed automatic transmission's well suited to this engine, shifting smoothly, though noticeably, between the cogs.

The ML350's cabin was well equipped and thoughtfully laid out. We especially like the speed limiter / cruise control function which we used extensively. The doors, however, are quite heavy and require a committed push or pull to close them properly. We managed an annoying 'half-close', on average, one out of every two times.

To sum up, the ML350 is a solid, dependable SUV that benefits no end from its new heart, and is certainly one of the best value for money vehicles to carry a Benz badge. It is, however, suffering unfairly at the hands of the flashy newcomers, which make it look very tired indeed.

BOTTOM LINE: Solid first attempt with a few quality niggles

Of course, Mercedes builds the military-bred 4x4 Gelandewagen that stops occasionally for fuel and nothing else. On its solid steel butt it wears the motto 'all terrain is all too easy'. The constant all-wheel drive ML320 isn't as rough and tumble, but plenty good off-road. A fair dinkum 4WD in comparison with Range Rover, LandCruiser (Lexus) and Patrol, the 3.2 litre V6 ML is smaller and lighter. Its effect on other luxury 4WD wagons will nevertheless be huge. The ML introduces four-wheel independent suspension, on-road handling, near on C-class comfort and off-road, its capabilities are Gelandewagen-oriented. Further disruption arrives mid this year with the introduction of the 4.3 litre V8 in ML430 and a 3.0 litre turbo-diesel. Neither Range Rover nor Lexus offer diesel engines locally

ML's price, however, may ruin Lexus' poor-selling and over-priced LX470 and the ML, at well under Range Rover price, is better equipped. Safety, always a Mercedes quality, is upheld with two forward and two side airbags and extensive crash energy absorption through a series of front crumple zones. Similar to the competition, the ML bodyshell rests on an independent chassis locating suspension and drivetrain. A feature of its 1935kg mass, the ML's rack and pinion steering response

Model tested:

BOTTOM LINE: Majestically impressive and quite novel -- a super-fast 4WD -- but too heavy nonetheless

There's just no accounting for taste. Can you believe the ML55 is the most popular AMG in the world? That around the globe, the go-fast 4WD outsells the E55 and the CLK55 combined?

Taken at face value, the ML55 appears to be a bargain. It has, after all, one of the most charismatic high performance V8's ever created. And at $139,900 it's a much less expensive way to obtain 5.4 litres of AMG magic than either sedan or coupe. Both these are up in $200K territory. Really serious money. The ML55's price, on the other hand, is only $10,000 more than a Lexus LX470.

The ML55's engine isn't exactly the same as in the E55 and CLK55. With 255kW, maximum power is five fewer -- an inevitable consequence of the reshaping of the engine's torque curve. According to the specification sheet, maximum torque falls by 20N to 510N, but this quantity is available anywhere between 2800 and 4500rpm.

Weight is the obvious reason for the engine alterations. The ML, with its separate ladder-frame chassis and steel body, is a chubby thing even before it's stuffed with all the comfort; safety and impress-the-neighbours stuff expected in something that wears a $140 000 price tag. Monstrous tyres also contribute a hefty number of kilograms to a kerb weight that's well beyond two tonnes.

The consequences of mass are inescapable. In the E55, AMG's V8 feels invincibly effective. Its thrusts the car towards the horizon with irresistible force. The several hundred additional kilos of the ML55 make a big difference. Absurdly fast for a 4WD, yes. But awesome it isn't.

Check out our acceleration figures. The ML55 takes fully two seconds longer to reach 100km/h than the last E55 tested by this magazine. The difference in the 400-metre run is almost as great.

The ML55's acceleration is undramatic for other reasons, too. The ML is a full time 4WD. This in combination with the ML55's massive Dunlops, mean there's next to no chance of breaking traction during straight-ahead, wide-open throttle acceleration on dry road.

But drive the ML55 with anything like exuberance and you begin to wonder about the wisdom of endowing a 4WD with this much performance. AMG's expertise in making cars handle, steer and brake is considerable. But doing the business on a 4WD appears to be beyond their ability.

Even with the whopper Dunlops doing their best, the ML55 doesn't respond to the steering with anything gratifying immediacy. There's a fair amount of understeer as the rubber struggles to pursuade two tonnes to alter course. Further understeer is almost certain if a speedy exit is sought from tight corners. In this situation, the ML55's standard electronic stability system will seek to prevent things deteriorating. But while the ESP operates with commendable subtlety in the similarly equipped E55, its activity in the ML55 is annoyingly jerky as it seeks to curb understeer by cutting the production of torque. It operates with all of the finesse of a cab driver. None.

The ML55's brakes are impressive. There's a lot of room inside the 18in wheels, and in this case, its pretty much filled with slow-down hardware.

Anyone who expects a driving experience from the ML55 that's truly special is sure to be disappointed. That said, there's something both majestically impressive and quite novel about a 4WD that can do what the ML55 does. But a fast, above average agile hippopotamus remains a hippo, no matter what.

What's amazing is that there are many people who find such a creature to their taste.