Mercedes-Benz ML 2005 Review

What we liked
>> Old ML woes banished
>> More room, less weight
>> V6 drivetrain top notch

Not so much
>> Steering lifeless
>> V8 feels busy
>> No full-size spare... Yet

OVERVIEW
Back then, the ML turned a whole new generation of buyers on to the benefits (and pitfalls?) of a high-riding urban SUV. It arrived with pricing that made similarly-equipped Mercedes wagons and saloons look embarrassingly overpriced. It was an unbridled sales success. For a while...

Though over 600,000 found their way into owners' hands worldwide (13,000 Down Under), it didn't take long for canny buyers and drivers to see through the bang-for-bucks veil. Decidedly old tech in chassis refinement and down market in build quality and finish, even the kindest critic would agree the original ML range did little to enhance the 'Benz brand. BMW's launch of the X5 in 1999 put the M-Class in its place in terms of dynamic ability and critical opinion.

The new ML is more than just a SUV seven-year-itch. Born of a revitalized Benz and the product of a massively updated and upgraded US production facility (Benz has spent $US600m upgrading its Tuscaloosa (Alabama) plant to build the new M, R and G-Class), the new car is bigger, better and bolder than the car it replaces. It is also lighter, safer and undoubtedly better to drive.

And in contrast to most other prestige offroaders, Benz is getting serious regards the cross-country ability of its new SUV. While the standard version is optimized for all-road work, the maker will offer a serious Off-Road Pro engineering (ORP) pack on the new ML.

Shamefully, at this point in time no full-size spare is available even as part of the ORP. At least Mercedes-Benz has seen the light and announced it will fit a proper emergency hoop to all ML, though not until later in 2006. For the moment Australian ML customers will have to make do with a (fully inflated) space-saver spare or opt for the yet-to-be-released external spare wheel carrier.

FEATURES
Though its aggressive, angular and handsome styling masks it well, the new M-Class is, almost literally, a size up on the old car - a fact confirmed when Mercedes parked an old ML among the new models at its Tasmanian local launch. Wheelbase has been stretched 95mm to 2915mm (X5 is 2820) and the car is 150mm longer overall. Width has also been increased --over 70mm wider, the new car is, however, 5mm lower (now 1815mm with roof rails) than its predecessor and a handy 50-70kg lighter.

Three models will be offered Down Under: two petrol cars and a yet-to-arrive turbo-diesel version. Until the arrival of the AMG-fettled uber-M-Class models, the top of the range is the ML500. Delivered in Luxury trim with standard leather, full electric seats and timber cockpit accents, the 500 has a 225kW/460Nm V8 under the bonnet and rolls on an updated off-road version of Benz's AIRMATIC air suspension. Specification level is high, as you'd expect given the car's $116,900 pricetag.

The second petrol model is the ML350 which kicks off the range at $79,900. Powered by the same 200kW V6 that graces E, C and S-Class models, the 350 eschews the 500's air-sprung underpinnings and rides on good old fashioned steel coils. Though down some from the one-with-the-lot 500, the 350's standard equipment list includes aircon, cruise, windows, six-CD audio system and mobile phone pre-installation. It is anything but Spartan.

The ML320 CDI is the sole diesel model offered in Oz (there's a ML280 CDI on the books in Europe) and shares its all-new V6 common-rail turbo-diesel with the recently released Grand Cherokee CRD. Priced at $82,900, the 165kW/510Nm CDI is matched to the 350 in terms of equipment levels.

The most talked about option offered on the new ML range is undoubtedly the ORP pack noted above. Designed to give the ML serious cross-country ability, the pack includes a two-speed transfer case with low-range, manual centre and rear differential locks, stainless steel underbody protection, transmission changes and an upgraded version of AIRMATIC with more ground clearance. There's also a compass!

The price is not for the feint hearted, however. As the kit requires the fitment of AIRMATIC, it's a hefty $10,150 on six-cylinder models, and $4,900 on the V8. It must be ordered ex-factory and Mercedes-Benz Australia anticipates less than 10 per cent of the 3000 MLs expected to find owners locally will feature the upgrade.

Other option packs offered to ML buyers include an off-road styling package, chrome pack (standard on the 500) and bitumen-biased sports package complete with 19-inch wheels.

COMFORT
Room, glorious room -- the new ML has transferred its bigger exterior dimensions into a substantial boost to interior space. By way of example, the pitch between the front and rear seats is 15mm more than that in the outgoing model. Meantime rear passengers get 35mm more knee room and 32mm more width. Never short on headroom, the new car has room to spare for top-hatters!

There's been a substantial upgrade in interior fit and finish. C and E-Class drivers will be familiar with the centre console look and feel, while the large (and quite high) dash and scuttle now have better quality plastics.

Seats offer a wide range of adjustment with electric height, cushion angle and rake standard on the V6 cars. The V8 gets sports seats with electric fore and aft adjustment plus memory and a multi-contour backrest. Alas the control for this multi-adjustable pew sits on the inside front edge of each seat and comes in contact with the back of your leg -- annoying to say the least.

The cushions and backrests of the rear seats are split 60:40 and fold flat without the need to remove the headrests. Once folded, there's 2050lt of load space in which to romp around. Benz's EASY-PACK system can be optioned as can an electrically operated tailgate. No third row seating is offered and a vertical luggage net is also optional -- unlike the likes of Audi's Avant and BMW's X5 and 530i Touring.

Six-cylinder MLs get THERMATIC dual-zone climate control air as standard equipment, while four-zone THERMOTRONIC air is fitted to the V8. There's the usual compliment of audio-visual entertainment options with the V8 getting Benz's top of the line COMAND APS and Harman Kardon LOGIC7 sound system.

SAFETY
Gone is the old ML's body-on-frame construction. The new car features a conventional car-like monocoque which Mercedes says brings benefits both in terms of refinement and safety. Designed to feature large deformation zones in the front and rear ends, the ML's body structure features high-strength steel alloys and is stronger both in bending and torsion than the outgoing ML's chassis.

According to Benz, the new ML demonstrates passenger car levels of safety. The frontal structure absorbs low speed (15km/h) collisions. The chassis design incorporates a safety cell that like its car equivalents disperses energy to better protect occupants in range of collisions.

Like Mercedes' saloons, the ML's safety suite is extensive and includes adaptive, two-stage airbags for the driver and front passenger, front sidebags and windowbags, as well as belt tensioners and belt force limiters for all seats. NECK-PRO crash-responsive head restraints provide additional protection for the driver and front passenger in the case of a rear-end collision.

The ML is the first Mercedes released Down Under to feature PRE-SAFE as standard equipment. This pre-emptive technology senses critical driving situations and prepares the car and its occupants for an impending collision by tightening the driver and front passenger seat belts, moving the front passenger seat to an airbag-friendly position and closing the sunroof. The system is linked to the car's anti-lock braking system (ABS), Brake Assist and the Electronic Stability Program (ESP). Many of these driver aids have been optimised for the ML's off-road roll.

According to M-B, bi-xenon headlamps with the Active Light System and the cornering light function enhance driving safety during the hours of darkness. As a hefty $4250 option we'd make do with the standard halogen units.

Well-known to Mercedes fans the ML range's petrol engines need little introduction. The 3.5lt V6 of the ML350 produces 200KW and 350Nm of torque but according to M-B delivers fuel economy 10.4 per cent better than the outgoing ML350. Euro IV emission compliant, the engine powers the 350 to 100km/h in 8.4sec. Maximum speed is 215km/h.

The ML500's 4966cc V8 is transplanted straight from the E500 and delivers more than 400Nm from as low as 2000rpm. Maximum torque of 460Nm is available from 2700-4750rpm. A proven powerplant, the V8 is 10kW up on the engine it replaces. Its performance potential is evidenced by the ML500's 6.9sec time to 100km/h and top speed of 240km/h.

The pick of the engines could well be the all-new, all-alloy V6 diesel. We've sampled the common rail oiler under the bonnet of the latest Jeep Grand Cherokee and it's very impressive. This new generation engine features Bosch's latest high-pressure direct fuel-injection, variable geometry turbocharger and four-valves per cylinder. It already complies with Euro 4 emissions standards and while claimed power is just 165kW (5kW up on its Jeep counterpart), there's an impressive 510Nm available from 1600-2800rpm.

Though we are yet to drive the new ML diesel (stay tuned for our drive in conjunction with Benz's ORP package) the 3.0lt diesel logs a rapid 100km/h time of 8.6sec (just 0.2sec slower than the 350 petrol) on paper. Thanks to the Benz's seven-speed autobox overtaking performance should be effortless too.

Like the 320 CDI, the petrol engines are mated to Mercedes' much lauded 7G-TRONIC seven-speed automatic transmission. In ML duty the 7G-TRONIC features Mercedes' DIRECT SELECT. This sees the conventional centre console shift lever replaced by a selector stalk on the steering column. A shift-by-wire set-up, P-R-N and D are selected with a nudge of the fingertip. Wheel-mounted toggles allow gears to be selected manually.

Drive is directed 50:50 front and rear via a conventional mechanical transfer case that is mated direct to the 7G trannie. In full off-road guise the transfer case contains a second ratio. The reduction (2.93:1) is not super 'deep' but should deliver serious climbing ability when coupled with locking centre and rear diffs. Unlike the last ML, changing to low range is also possible when on the move, as long as the vehicle speed is not above 40km/h (and the automatic gearshift lever is in the N position). The maximum speed for shifting from the low to high range is 70km/h.

The 'standard' ML features M-B's Electronic Traction System 4ETS. This controls power to the wheels by means of individual wheel braking. In addition, the driver is able to adapt the traction control to more arduous off-road conditions by activating an 'Off-road' setting on the centre console. Once pressed, this reduces response of the fly-by-wire throttle, alters the shift points of the automatic transmission (so that the vehicle remains in the relevant gear longer), modifies the acceleration skid control (ASR) program and activates Off-road ABS. Ironically, Off-road ABS allows front wheels to lock to dig into loose surfaces providing better braking in true off-road conditions.

The ML also features Downhill Speed Regulation (tunable via the cruise control stalk) and Start-Off Assist. Known by some makers as a 'hill holder,' this prevents the vehicle from rolling backwards when the driver releases the brake before moving off.

The ML features four-wheel independent suspension with both front (double wishbone) and rear (four-link) set-up mounted on subframes isolated from the main structure for better noise and vibration control. The steel sprung versions feature conventional single-tube gas-pressure shock absorbers while the AIRMATIC suspended cars use Adaptive Damping System (ADS). ADS shocks use solenoid valves which enable the rebound and compression damping characteristic of the shocks to be altered from a switch on the centre console and via the car's own smarts, eg: the two front wheels can be damped more heavily than the rear wheels to reduce the tendency of the body to dive when braking.

The standard AIRMATIC (as fitted to the ML500) set up gives a range of manual and automatic ride-height choices. In on-road operation software automatically lowers the suspension by 15mm at high speeds (over 140km/h). For off-road driving the system enables the ground clearance to be increased by 80mm at the touch of a button. In the Off-Road Pro package, the AIRMATIC system enables the vehicle level to be raised in three stages by 30, 80 and 110mm. This gives the new M-Class its maximum ground clearance of 291mm and fording depth of 600mm (500mm standard).

The new M-Class rides on lightweight alloy wheels and wide 235/65 R 17 (V6 models) or 255/55 R 18 (ML500) tyres. The SUV features upgraded four-wheel disc brakes. In the six-cylinder models the ventilated front discs have a diameter of 330mm - 27mm bigger than before. The top-of-the-line ML500 gets 350mm front stoppers. At the rear, the solid 330mm discs are 45mm bigger than the units they replace.

COMPETITORS
Well-known to Mercedes fans the ML range's petrol engines need little introduction. The 3.5lt V6 of the ML350 produces 200KW and 350Nm of torque but according to M-B delivers fuel economy 10.4 per cent better than the outgoing ML350. Euro IV emission compliant, the engine powers the 350 to 100km/h in 8.4sec. Maximum speed is 215km/h.

The ML500's 4966cc V8 is transplanted straight from the E500 and delivers more than 400Nm from as low as 2000rpm. Maximum torque of 460Nm is available from 2700-4750rpm. A proven powerplant, the V8 is 10kW up on the engine it replaces. Its performance potential is evidenced by the ML500's 6.9sec time to 100km/h and top speed of 240km/h.

The pick of the engines could well be the all-new, all-alloy V6 diesel. We've sampled the common rail oiler under the bonnet of the latest Jeep Grand Cherokee and it's very impressive. This new generation engine features Bosch's latest high-pressure direct fuel-injection, variable geometry turbocharger and four-valves per cylinder. It already complies with Euro 4 emissions standards and while claimed power is just 165kW (5kW up on its Jeep counterpart), there's an impressive 510Nm available from 1600-2800rpm.

Though we are yet to drive the new ML diesel (stay tuned for our drive in conjunction with Benz's ORP package) the 3.0lt diesel logs a rapid 100km/h time of 8.6sec (just 0.2sec slower than the 350 petrol) on paper. Thanks to the Benz's seven-speed autobox overtaking performance should be effortless too.

Like the 320 CDI, the petrol engines are mated to Mercedes' much lauded 7G-TRONIC seven-speed automatic transmission. In ML duty the 7G-TRONIC features Mercedes' DIRECT SELECT. This sees the conventional centre console shift lever replaced by a selector stalk on the steering column. A shift-by-wire set-up, P-R-N and D are selected with a nudge of the fingertip. Wheel-mounted toggles allow gears to be selected manually.

Drive is directed 50:50 front and rear via a conventional mechanical transfer case that is mated direct to the 7G trannie. In full off-road guise the transfer case contains a second ratio. The reduction (2.93:1) is not super 'deep' but should deliver serious climbing ability when coupled with locking centre and rear diffs. Unlike the last ML, changing to low range is also possible when on the move, as long as the vehicle speed is not above 40km/h (and the automatic gearshift lever is in the N position). The maximum speed for shifting from the low to high range is 70km/h.

The 'standard' ML features M-B's Electronic Traction System 4ETS. This controls power to the wheels by means of individual wheel braking. In addition, the driver is able to adapt the traction control to more arduous off-road conditions by activating an 'Off-road' setting on the centre console. Once pressed, this reduces response of the fly-by-wire throttle, alters the shift points of the automatic transmission (so that the vehicle remains in the relevant gear longer), modifies the acceleration skid control (ASR) program and activates Off-road ABS. Ironically, Off-road ABS allows front wheels to lock to dig into loose surfaces providing better braking in true off-road conditions.

The ML also features Downhill Speed Regulation (tunable via the cruise control stalk) and Start-Off Assist. Known by some makers as a 'hill holder,' this prevents the vehicle from rolling backwards when the driver releases the brake before moving off.

The ML features four-wheel independent suspension with both front (double wishbone) and rear (four-link) set-up mounted on subframes isolated from the main structure for better noise and vibration control. The steel sprung versions feature conventional single-tube gas-pressure shock absorbers while the AIRMATIC suspended cars use Adaptive Damping System (ADS). ADS shocks use solenoid valves which enable the rebound and compression damping characteristic of the shocks to be altered from a switch on the centre console and via the car's own smarts, eg: the two front wheels can be damped more heavily than the rear wheels to reduce the tendency of the body to dive when braking.

The standard AIRMATIC (as fitted to the ML500) set up gives a range of manual and automatic ride-height choices. In on-road operation software automatically lowers the suspension by 15mm at high speeds (over 140km/h). For off-road driving the system enables the ground clearance to be increased by 80mm at the touch of a button. In the Off-Road Pro package, the AIRMATIC system enables the vehicle level to be raised in three stages by 30, 80 and 110mm. This gives the new M-Class its maximum ground clearance of 291mm and fording depth of 600mm (500mm standard).

The new M-Class rides on lightweight alloy wheels and wide 235/65 R 17 (V6 models) or 255/55 R 18 (ML500) tyres. The SUV features upgraded four-wheel disc brakes. In the six-cylinder models the ventilated front discs have a diameter of 330mm - 27mm bigger than before. The top-of-the-line ML500 gets 350mm front stoppers. At the rear, the solid 330mm discs are 45mm bigger than the units they replace.

There's only one competitor that counts and there's no prizes for guessing which all-wheel-drive it is... Mercedes has priced and specced its V6 and V8 MLs to square up against BMW's X5s. Indeed, this is arguably the most hotly contested face-off at the big-end of town.

BMW's auto-equipped 3.0, 3.0d and 4.4 V8 are priced at $82,500, $84,300 and $110,000 respectively. You can bet once the spec sheets are aligned, however, pricing will be separated by a gnat's knacker. Be warned, options are exorbitantly priced on both sides of the fence.

While the ML has improved dynamically (see our 'On the Road' section below) there's still some doubt in our mind if it has the full measure of its Bavarian adversary. The ML wins out in the space race, however.

At the entry level the ML350 (and X5 3.0) face competition from the revitalized Jeep Grand Cherokee, all-new Land Rover Discovery, Volkswagen's Touareg and Volvo's XC90 -- all of which have varying off-road ability and reasonable pace. All these cars are a size above the likes of the RX330 -- Honda's MDX slots in somewhere in the middle.

ON THE ROAD

As is often the case, the entry-level ML is the pick of the bunch. Least that's the conclusion we've come to after sampling the cars over a range of Tasmania's roads. Equipped with the 200kW 3.5lt V6, the ML350 is a willing and refined package. The conventional steel springs and dampers have been well fettled and car has a more settled and less ponderous feel than its air-sprung stablemate.

Part of the equation could be the 45kg (or so) less weight over the front wheels - certainly the ML350's steering effort is lower and the car is generally more eager to follow your chosen line on both sealed and loose surfaces. Worth noting too is that the higher profile rubber of the 17-inch shod 350 gives it an advantage over the 18-inch equipped 500 on choppier surfaces.

Indeed, while the AIRMATIC equipped 500 offers a more luxurious, but floaty ride around town, but you pay the price when the roads get more interesting. Body roll is very well controlled but the car is less eager to change direction and at times feels remote. Though even the 350's steering feel is not up to car-like qualities of BMW's X5, the 500's tiller is all but lifeless. At times it's hard to know where the wheel is at, let alone what's going on at the tyre-road interface.

And surprisingly, the V8 always feels a little busier than the V6. The free-spinning refined nature of the V6 has a lot to do with this - even at 5000rpm this engine feels like its doing little work. In contrast the V8 always lets you know where it is in the rev range.

Save for the annoying additional control pod on the (optional) multi-adjustable seats fitted to the 500 we drove, it's easy to get comfortable behind the wheel of the new ML. This is a large car, an impression that's multiplied when the seats are dropped to the floor and the full extent of the high, wide and handsome dash is encountered. So positioned, it's nigh on impossible to see the corners of the car - never fear, there's plenty of height adjustment available and shorties can you the electric pews to easily adopt the conventional elevated SUV driving position.

The single DIRECT SELECT gear lever is column mounted (on the right) and takes a little getting used to but frees up the centre console for storage. The steering wheel-mounted Geartronic rockers aren't our cup of tea. They are not intuitive and requiring a decent finger stretch to get to the 'downchange' side of the toggles. These are hard to use even if you have big hands -- petite piano players will have real trouble. Fortunately, the 7GTRONIC is a box often best left to its own devices. Someday all autos will be like this one.

Most marked is the improvement in overall refinement of the new MLs. While the old car was rarely free of creaks and groans, the new ML is well built and very quiet. Though there's a touch of wind roar at the base of the windscreen (least that's where it seems to come from) overall even at high speeds it's a very serene and peaceful place to be. On dirt roads road and tyre noise is well controlledEven the doors close with a satisfying S-Class style thunk!

Despite the at times remote response of the big SUV (and mark our words, it's bigger than it looks), the ML was nonetheless an enjoyable drive over the range of Tasmanian roads the launch traversed. Alas an errant rock brought our enjoyment to a premature end damaging a sidewall and the alloy rim. We were thankful that at least Mercedes-Benz Australia has managed to convince the Fatherland to supply a fully-inflated space-saver spare. Less convincing, however, was the jack supplied to make the change. On a well formed dirt road it took several tries to safely raise the vehicle and effect the change.

While the space saver will be replaced by a full-size spare towards the end of 2006, it would pay ML buyers to consider upgrading the jacking hardware.