The Grandiose Lifestyle's great enabler. The steering in the all-new 2013 Mercedes-Benz GL three-row, seven-seat SUV feels light to the touch and loose on center. This shortcoming is not attributable to any flaw in the electrically assisted rack-and-pinion gear or lapse on the part of the engineers who fret over chassis tuning. Instead, blame 50 clinic participants—Southern Californians owning either a current Mercedes ute or a competitive SUV—who drove GL prototypes and said that light and loose is how steering should be. Shortly after it was introduced six years ago, the GL mounted the throne in the luxury-SUV castle with a C/D comparison-test win. It not only impressed us with room and comfort, it scored high in steering, handling, ride, and fun-to-drive categories. In two-plus-ton trucks, such virtues are as rare as bud vases. Mercedes resisted fiddling with the basic formula that made the original GL the most popular large luxury SUV, even at the end of its six-year life span. Changes to the outside dimensions, chassis layout, and exterior design are modest. Thanks to more extensive use of aluminum (hood, front fenders, suspension components), magnesium (dash support structure), and reinforced plastic (engine mounts), curb-weight bloat is kept to a minimal 50 pounds. All-wheel drive, an air-spring suspension, French-stitched leather, and wood trim are standard. To keep demanding customers in the fold and to thwart competitors, Mercedes heaped in its best technology. Three new engines—a 3.0-liter turbo-diesel V-6 and a pair of twin-turbo 4.7-liter gas V-8s—bring more power and torque, quicker acceleration, and mileage improved by 1 to 3 mpg. The enhanced seven-speed automatic now has paddle shifters; instruments curious enough, in this application, to suggest an attempt by Mercedes engineers to keep in some of what the focus group took out. As an antidote to ever-thicker roof pillars, there’s an optional camera system providing a bird’s-eye view of the immediate surroundings. A new On/Off-Road package includes a low-range transfer case, a center-diff lock, and ride-height adjustment. Optional adaptive dampers and anti-roll bars check body motion. New available safety aids forestall rear-end collisions, lane changes caused by crosswinds, and nodding off at the wheel. For those who napped during driver’s ed, automatic parking can be had. New electrical architecture powers a 4.5-inch instrument-cluster display, a seven-inch center screen, and a smarter COMAND infotainment system. An ingenious second-row seat is the GL’s must-have option. The major improvements over the previous generation are third-row access from both sides and power operation. To provide easy entry, the rear doors are long without feeling ungainly. Touch a button, and the second-row backrest folds and a portion of the 60/40 split bench flips forward to clear a path to the peanut gallery. When the mission is hauling freight instead of a soccer team, the center row’s bottom cushions flip—followed by the middle and rear backrests—yielding a nearly level load floor and 94 cubic feet of cargo space. Due to limited third-row kneeroom and a second-row center-seat position equipped with a fold-down armrest/cup holder, the GL is no seven-passenger limo, but it can nicely accommodate four adults, three kids, and 16 cubic feet of luggage. The three GL engines hum the same basic tune, raising their voices only in response to jabs of the accelerator. All suffer from turbo lag. The $63,305 GL350 welcomes newbies to the diesel fan club with smart off-the-mark acceleration and 500-mile runs between fuel stops. Those who tow boats and climb mountains would be wise to step up to the $64,805 GL450; what its direct-injection V-8 loses in torque versus the GL350’s diesel V-6, it more than makes up in power, rev range, and passing acceleration (all three are rated to tow 7500 pounds). The GL550, which starts at a hurtful $87,805, is the performance and equipment king; adjustable dampers and 21-inch wheels and tires are standard here. Tuning the steering according to clinic results was a bad idea, but once a GL exceeds around-town velocities, effort at the wheel builds and on-center slack becomes less of an issue. During New Mexico test drives, we found cruising comportment inversely proportional to tire/wheel diameter. The 19-inchers standard on the GL350 and GL450 require the least amount of minding to maintain a straight path. Stepping up through the optional 20s and 21s, we noticed increasing amounts of ride jiggle and road wander. Switching the adaptive dampers from “comfort” to “sport” also diminished the GL’s ability to lock on to a straight path. Be advised. We whined persistently about the previous GL’s squishy brakes. Pedal travel remains longer than it should be, but once the slack is taken up, there’s a firm feeling underfoot this time around. Mercedes-Benz’s grand luxe trump card arrives early next year: a GL63 AMG energized by a 550-hp, 5.5-liter twin-turbo V-8. Pray the clinic crowd never gets their paws on that one. http://www.caranddriver.com/reviews/2013-mercedes-benz-gl350-diesel-gl450-gl550-first-drive-review This is going to be a winner for MB big time. Is it ever gorgeous. M
2013 Mercedes-Benz GL450 First Drive Honing The Arrow's Luxury Leviathan It's a wonder luxury SUVs survived the mass extinction event of the 2007-2009 recession at all. As investment accounts withered on the vine and fuel prices comfortably boiled past the underside of $5.00 per gallon in some places, chicken-little minded Cadillac Escalade and Lincoln Navigator owners couldn't have tossed their keys any quicker if you'd told them the fobs were hewn from chunks of raw BPA by pro-choice Iraqi gay-rights activists. Those shining symbols of status and accomplishment transmuted into social millstones overnight, and used car lots quickly piled up with row after row of models boasting 22-inch wheels and seating for seven. But the full-size luxury SUV and its brethren didn't vanish from the face of the Earth. Far from it. Clever product planners and marketing managers quickly worked to repackage everything buyers loved about their oil-field-sucking family haulers into new, modestly more efficient and socially acceptable packages. Thus began the reign of the crossover. Mercedes-Benz became something of an artisan in this field, and its efforts have been well rewarded. Last year, the company sold more light trucks alone than it did all of its models combined in 2005. At the top of that high-riding food chain is the GL-Class. The mammoth utility services the company's youngest average buyer at 48 years old and recently eclipsed the aforementioned Escalade as the most popular full-size luxury SUV in the States. For 2013, the GL has grown in every measurable dimension, offers subtly more fuel-efficient drivetrain options and a rash of standard and available technology, all supported by a miracle-working air-ride suspension. The changes are enough to put the GL that much farther ahead of the ancient Cadillac, but the recipe isn't perfect. According to Mercedes-Benz, the GL450 soaks up a full 60 percent of total GL-Class purchases, with the remainder divvied equally between the GL350 Bluetec and GL550. As such, we spent the majority of our time with the volume bruiser. All told, engineers stretched the second-generation SUV by one inch fore and aft as well as side to side. The 2013 model also sits half an inch taller than its predecessor, though designers have done a smart job of disguising the machine's considerable heft. Up front, the GL450 wears a familiar interpretation of the automaker's vertical front fascia. The two-bar grille is dominated by a Silver Arrow emblem roughly large enough to signal neighboring galaxies, and a mesh lower grille and chrome faux skid plate treatment help break up the front valance nicely. LED daytime running lights are tucked into the lower bumper while projector-beam headlamp arrays sweep discretely into the front fenders. Step to the vehicle's side and the 2013 GL-Class serves up additional design elements lifted from siblings like the ever-attractive CLS. With a bold body line situated just below the door handles and an aggressive up-kick in the rear flank, the GL avoids any threat of being slab-sided. Blacked-out B and C pillars give the SUV's greenhouse a flying canopy, while a forward-canted D pillar offers up a few sharp angles juxtaposed to the hauler's otherwise organic lines. Splashes of chrome from the roof rails and window trim help add a little flare, as do the brushed-metal of the running boards. The 2013 GL does lose a bit of its design precision toward the rear, however. While the LED taillamps are attractive enough, the bulging bumper cover gives the model a distinctly crossover profile. Down low, the integrated exhaust tips are well executed and help break up the plastic. If the GL conveys its size anywhere, it's viewed from the stern. With a tall, frameless rear window, the model can't help but look monolithic. If anything, that's a comment on how excellently designers have managed to proportion the SUV's exterior. On the road, the GL simply doesn't look as big as it is, despite boasting a 121.1-inch wheelbase. That's 5.6 inches more space between the wheels than the Cadillac Escalade, despite the fact that the Cadillac is over an inch longer from stem to stern. That stretched wheelbase, wider body and taller roof translates into a cavernous cabin. All told, the GL delivers 143.6 cubic feet of cabin volume, with up to 93.8 cubes of cargo area with both rear seat rows stowed. Speaking of sending the back seats packing, the second and third rows are now mechanized, which means getting the second-row buckets to stow is as simple as mashing a button. The same goes for the way-back bench as well. Escalade buyers will enjoy an additional 15.9 cubic feet of cargo area, but only without the third-row option. Throw the back bench into the mix, and the chrome-plated Caddy sees its figures fall to Mercedes-Benz territory. Step away from the numbers a bit, however, and the 2013 GL450 easily outclasses its competition inside. With an upholstered dash that boasts fine double stitching, attractive leather options and absurdly adjustable front bucket seats, the GL-Class is a few millennia ahead of its ancient American rival indoors. That's not to say all is well in the Silver Arrow kingdom. We found the front seats to be a bit too stiff for long stints in the saddle, and the COMAND infotainment interface is starting to show some grey hairs. The seven-inch LCD screen lacks a touch interface, and the old console-mounted dial-and-button system can be clunky and distracting. Menu options are far from intuitive and the navigation renderings look lifted straight from 2005. Compared to the Audi MMI or Cadillac CUE systems, COMAND is beginning to look more than a little rusty. That said, the Escalade still soldiers on with GM's last-generation navigation at the moment, though the next chapter in the SUV's evolution is right around the corner. Buyers will likely see the top-tier Escalade bow with CUE next year for the all-new 2014 model. When that happens, Mercedes-Benz should be worried. The 2013 GL-Class comes with 4Matic all-wheel drive as standard equipment, though buyers can choose from three engine options. Mercedes-Benz says the vast majority of buyers will wind up going home with twin-turbocharged, direct-injection 4.6-liter V8 in the GL450. The engine delivers 362 horsepower and 406 pound-feet of torque, which is more than adequate enough to kick the ridiculously heavy SUV down the highway. Official estimates put the run to 60 miles per hour in the 6.2-second range thanks in part to the seven-speed automatic transmission. The Environmental Protection Agency hasn't released official mileage figures just yet, though Mercedes-Benz estimates the combination is good for 14 miles per gallon city and 19 mpg highway. Those numbers aren't outstanding, but they aren't horrible for a vehicle that tips the scales at 5,401 pounds. Engineers have worked hard to mask the machine's mass, but outstanding acceleration aside, the seven-passenger behemoth feels heavy from behind the wheel. Each GL comes standard with the Mercedes-Benz Airmatic air ride suspension, which does an excellent job of mitigating body roll and soaking up imperfections in the road surface. Our test route took us down a heavily washboarded dirt road, and the GL450 absorbed the worst of the undulations at speeds up to 50 mph. The design also allows the driver to select a ride height for any given situation, and the optional $2,800 off-road package lets the Airmatic system increase ground clearance by a staggering four inches. Expect to find additional skid plates and two locking differentials as part of the kit. Like most modern SUVs, the 2013 GL is equipped with an arsenal of driver aids designed to keep the machine on course in any situation. Engineers rolled in a new crosswind stabilization system that senses strong gusts and uses brake application to countersteer the vehicle without driver input. Buyers may also opt for a $2,800 Driver Assistance package that includes a pre-collision warning system and active braking to slow the GL before an accident occurs. In addition, the pack rolls in Blind Spot Assist and Active Lane Keeping Assist. While we've found the latter system to be novel on other Mercedes-Benz products, it feels heavy-handed on the GL. Get too close to the lines on the road, and the SUV will nosedive as the brakes coerce the machine back on course. Speaking of brakes, the GL has some impressive stoppers on hand. On GL450 and GL550 models, 14.8-inch ventilated and perforated rotors handle dissipating heat, while 13.6-inch pieces pull similar duty out back. Even so, the pedal lacks a positive bite on first application, requiring the driver to dig deeper to come to a full halt. From behind the wheel, the GL can't help but feel like a big crossover, thanks largely to the fact that more than any other "SUV" on the road, this beast cozies up the line between the two segments. With a unibody chassis borrowed from the Mercedes-Benz S-Class, the machine's off-road pretentions are the only thing standing between it and full-on crossoverdom. That impression is underscored by the vehicle's electro-mechanical power steering system. As in other applications, the setup is speed sensitive, offering single-finger steering at low speeds and firming up once the GL gathers its momentum. Even at a highway clip, inputs feel on the numb side, though we doubt buyers in this class will care. Those looking for a luxury SUV are likely to be more content with all the dynamics of a soft-driving crossover backed by the muscular V8 under the GL450's hood. The current-generation GL has fought tooth and nail to best the Escalade at its own game on its home court. Mercedes-Benz reports the company managed to sell 25,139 GL-Class units last year, thereby becoming the most popular luxury SUV in the U.S. in the process. This new generation will only coax more buyers behind the wheel, and that's saying something given the leviathan's price tag. Technically, Mercedes-Benz will ask $63,900 for the GL450, plus a $950 destination fee. That cash will buy you standard equipment like heated eight-way power adjustable seats, dual-zone climate control, Attention Assist and Collision Prevention Assist on top of a slew of other mechanical and comfort equipment. It's worth noting, however, that Collision Prevention Assist won't actually engage the brakes to avoid an impact without the $2,800 Driver Assistance package. And here's where the story turns unfortunate for the 2013 GL-Class. Our tester came loaded with $25,225 worth of options for a final as-tested price of $90,030 with destination. Keep in mind, this isn't the powerful GL550 or the fire-breathing GL63 AMG. While the base GL450 is nicely equipped, taking advantage of three-zone climate control, the expansive available technology, special exterior colors and interior options will quickly swell the bottom line. While this is nothing new when it comes to German manufacturers, it certainly puts the GL at a disadvantage against the Jurassic Escalade it just dethroned. Buyers can slide $82,495 across the table for a top-trim four-wheel-drive Escalade Platinum. Make no mistake, the 2013 Mercedes-Benz GL-Class is built to coddle, and it does so with more interior room than ever before, genuinely attractive exterior styling and a drivetrain that's only exceeded in refinement by the SUV's suspension. Buyers who found lots to love in the previous generation will discover this newest iteration a welcome sight so long as the crossover specter doesn't scare them off. http://www.autoblog.com/2012/07/25/2013-mercedes-benz-gl450-first-drive-review-video/
OMG what misinformation. The GL/R/ML is all the same chassis, specific to those vehicles. The GL isn't based on no S-Class chassis. M
GL-Class aeroacoustic in S-Class quality now. http://www.emercedesbenz.com/autos/...edes-gl-class-is-more-than-a-luxury-city-suv/
Blogger Jens Stratmann drove the GL. http://translate.google.com/transla.../mercedes-benz-gl-2012-grosse-klasse/&act=url
The S-Class of SUVs? http://busy-mommy.com/2012/07/mercedes-benz-gl-class-press-drive.html http://www.4wheelsnews.com/mercedes-benz-executives-expect-2013-gl-to-surpass-2007-peak-sales/
All Autoexpress reviews. ML63 AMG Verdict The Mercedes ML63 AMG is an impressive example of a performance SUV, which matches the performance and handling of a car that's much smaller and lighter. But, it’s missing the involvement that drivers will get from a Porsche Cayenne and that’s a crucial ingredient for creating a super-SUV. If you really are after an M-Class, the sensible money would go on a ML350 CDI, which is not only almost as quick in-gear but will be far cheaper to buy and run, too. If you’re after Porsche 911-rivalling acceleration, with a bit of off-road ability and SUV practicality, then the choice available is surprisingly broad. There’s the Porsche Cayenne Turbo, BMW X5M and Jeep Grand Cherokee SRT8 to consider - and now the Mercedes ML63 AMG has joined the pack, too. It’s the ultimate version of the M-Class, powered by AMG’s new 5.5-litre twin-turbo V8, which produces 518bhp (549bhp with the optional performance pack) and it feels every bit the performance flagship. Ferocious acceleration off the line launches the ML63 from 0-62mph in just 4.8 seconds and on to a top speed of 155mph. Unfortunately the seven-speed automatic gearbox is occasionally slow to react, especially when changing down through multiple gears. An AMG model needs a few visual tweaks and if you thought the deeper front bumper, larger alloys and more aggressive bodykit were subtle enough to let you slip by unnoticed, the roar from the AMG exhausts will soon put an end to that. Floor the throttle and the volume is turned up to anti-social levels. The air suspension can be switched between Comfort, Sport and Sport+ modes, robbing the ML of a bit of comfort but improving the handling slightly with each step. In Sport+ mode there’s little body roll and huge amounts of grip, but the ML still feels like a large vehicle. The steering is simply too vague and uncommunicative to ever let you feel truly comfortable at high speeds. As it stands the standard ML is just about as much fun as the ML63 AMG in the corners and if you opt for the V6 diesel-powered ML350, there’s even a similar amount of mid-range punch. Going the diesel route would save you a fair bit of fuel money, too, as the ML63’s official fuel economy figure of 23.9mpg is optimistic to say the least. Plus, CO2 emissions of 276g/km will mean a £1,030 road tax bill in the first year. But then those who can afford £82,995 won’t be too concerned about fuel bills. They may however be concerned about driving thrills and comfort, and the ML63 AMG doesn’t top the class in either. General Review The latest Mercedes M-Class brings with it a four-cylinder diesel engine for the first time, adding low running costs to a practical, comfortable and relaxing package. A rival to models like the BMW X5, the M-Class places a focus on comfort over handling, but it does a great job of it. The suspension is soft and the cabin is isolated from wind, road and engine noise, making even high-speed motorway journeys incredibly relaxing. With a good range of safety systems and the biggest boot in the class, the M-Class has plenty of other things going for it, too. Our pick: Mercedes ML 250 BlueTec Sport Styling: 4.2 Sharply creased bodywork and elegant LED headlights mean the Mercedes M-Class doesn't look like a rugged off-roader. There's a choice of three sizes of alloy wheels too ranging from 18-inch units to 21-inch wheels. The cabin is a very special place to be with leather covering the dash and a range of inserts like an unvarnished wood making it feel worth the high price-tag. Driving: 3.9 The Mercedes M-Class is available with a 3.0-litre V6 diesel or an entry-level 2.1-litre four-cylinder diesel. The latter is quiet, smooth and punchy enough for a 0-62mph time of 9.0 seconds but for the ultimate in refinement and easy driving the V6 is the one to go far. The M's real talent is its comfortable, relaxing drive. Motorway journeys pass quickly because of the whisper-quiet cabin and extremely supple suspension. Handling isn't as sharp as a BMW X5 but off-road ability is surprisingly good. Safety & reliability: 4.5 Mercedes has pioneered many important safety technologies throughout the years so each of its cars is destined to be incredibly safe. The new M-Class is fitted with Pre-Safe to help minimise collision damage as well as ESP, ABS and a whole host of airbags. Optional systems like automatic braking, lane-keep assist and blind spot assist will all help keep you out of trouble. The new M-Class is too new to assess its reliability but its rare for a new Mercedes to prove unreliable. Practicality: 4.3 Space in the cabin won’t be a problem, with huge amounts of room in the back seats for even the tallest of adults. The boot can swallow 610 litres of luggage with the rear seats up, or 2,010 litres with them down and there's a host of handy hooks and storage trays to keep things from moving around too. Mercedes doesn't currently offer a third row of seats so larger families will have to look elsewhere. Running costs: 3.9 A big four-wheel drive off-roader should cost the earth to run, but Mercedes has done a great job of ensuring that's not exactly the case. The 2.1-litre four-cylinder diesel claims 44.8mpg, while the V6 model has a figure of 39.2mpg. CO2 emissions – and therefore road tax – depends on the size of alloy wheel you choose. The tax bracket itself isn't too high but going for larger wheels on the entry-level diesel can push you up an extra bracket meaning you'll have to shell out an additional £100 in the first year. And a group test with it pitted against the Porsche Cayenne and LR Discovery 4. New Merc M-Class promises better efficiency, plus luxury and off-road ability. Can it beat Land Rover and Porsche? Since making its debut in 1997, the Mercedes M-Class has alwaysbeen a desirable choice in the large SUV class. The MkIII version of the rugged off-roader promises to be even more attractive, thanks to a boost in efficiency and slashed CO2 emissions. There’s a choice of four and six-cylinder BlueTEC diesel engines, while UK models are only available in a single trim level: Sport. We test the ML 350 CDI model – and it faces Porsche’s Cayenne Diesel. The MkII car looks sleeker than the original and has a cleaner engine. It sets the benchmark for driver appeal and interior quality. The other contender is our current large SUV favourite: the Land Rover Discovery 4. Refined, practical and unbeatable off-road, it’s a talented all-rounder that’s recently benefited from a host of updates, including a new eight-speed automatic gearbox. So, will the brand new Mercedes sail to a simple victory in its first road test? Or will it endure a rough ride at the hands of a pair of tough rivals? Verdict Since making its debut in 1997, the Mercedes M-Class has always been a desirable choice in the large SUV class. The MkIII version of the rugged off-roader promises to be even more attractive, thanks to a boost in efficiency and slashed CO2 emissions. There’s a choice of four and six-cylinder BlueTEC diesel engines, while UK models are only available in a single trim level: Sport. We test the ML 350 CDI model – and it faces Porsche’s Cayenne Diesel. The MkII car looks sleeker than the original and has a cleaner engine. It sets the benchmark for driver appeal and interior quality. The other contender is our current large SUV favourite: the Land Rover Discovery 4. Refined, practical and unbeatable off-road, it’s a talented all-rounder that’s recently benefited from a host of updates, including a new eight-speed automatic gearbox. So, will the brand new Mercedes sail to a simple victory in its first road test? Or will it endure a rough ride at the hands of a pair of tough rivals? Winner Land Rover Discovery 4 ★★★★ Despite recent improvements, the Discovery isn’t as clean as its rivals, but standard equipment is generous and residuals are strong. The Land Rover’s unique blend of utilitarian functionality and upmarket class still stands out, plus it’s hugely comfortable, spacious and very relaxing to drive. 2nd Porsche Cayenne ★★★★ Porsche has combined a high-class interior with agile handling and a superb diesel engine. The Cayenne strikes the best balance between sporty dynamics and luxury, and edges the Mercedes into third. It’s the choice for those who don’t need the Land Rover’s off-road prowess and space. 3rd Mercedes M-class ★★★★ Third place seems harsh for the new M-Class, because in reality it doesn’t do a lot wrong. It just lacks the all-round versatility of the Land Rover, while it’s no cleaner than the Porsche and doesn’t ride any better. Crucially, the Mercedes isn’t as engaging to drive, plus it’s more expensive.
MotorTrend – 2013 Mercedes-Benz GL First Test The Most American Mercedes Ever What makes a car significant in its market segment? Is it sales volume? Or the contribution the car makes to the rest of the industry in terms of technology and design? The 2013 Mercedes-Benz GL-Class hits both criteria square on the head. It's already the best-selling three-row luxury SUV in the U.S., and with the latest generation model, it's now the unquestioned technological leader in its class. The GL goes head-to-head with vehicles such as the Cadillac Escalade, Audi Q7, Lincoln Navigator, and Infiniti QX56. Mercedes sold 25,139 GLs last year in the U.S., its number-one market. Cadillac sold 23,467 2WD and AWD Escalades combined. Audi sold 8998 Q7s; Lincoln moved 8018 Navigators; and Infiniti sold 13,428 QX56s. The new big Benz is also bursting with electronics that the competition can't match, which mind everything from handling to safety to comfort. The available 360-degree view parking assistant package is impressive tech that will enable GL drivers to better navigate the giant family hauler in even the smallest of organic grocery store parking lots. The GL will help drivers see at night, activate the brakes if the driver isn't paying attention, and even keep itself in a lane and compensate for crown in the road. The seats will not only heat and cool your backside, but offer a choice of four massages as well. At the test track, the GL turned into a mobile Motor Trend lounge for all the editors escaping the Fontana heat. In between runs in other cars, it was nice to jump into the cooled seats and three-zone climate controlled interior. When not coddling automotive journalists, the family of GLs wowed us with impressive numbers for vehicles this big and heavy. The GL550 is the lightest of the bunch and weighs in at a ground-pounding 5720 pounds. The entry-level GL350 is powered by a 240-horsepower, 455 lb-ft of torque 3.0-liter turbodiesel V-6. The oil-sipper ran from 0-60 mph in a mere 7.5 seconds, a full 1.1 seconds faster than an Audi Q7 TDI also powered by a 3.0-liter turbodiesel. In the quarter mile, the GL350 ran a 15.7 at 85.5 mph. The Q7 did the same in 16.5 seconds at 82.3 mph. The Mercedes diesel has smooth and linear power delivery, maybe more important it's quiet, and the lower frequency NVH from the diesel is less noticeable in the cabin. It didn't feel slow at all until we got in the other two GLs. The mid-range GL450 will account for nearly 60 percent of the model's sales, according to Mercedes. The volume-seller is powered by a 4.7-liter, direct-injection twin-turbo V-8 cranking out a relatively modest 362 horsepower and 406 lb-ft of torque. Even though the Mercedes comes in 41 horsepower and 11 lb-ft of torque shy of the Cadillac Escalade, the Mercedes is still half a second faster to 60 mph and in the quarter-mile at 6.0 seconds flat and 14.5 seconds respectively. The GL450 is also traveling almost 3 mph faster at the end of the dragstrip at 96.6 mph compared to the Cadillac's 93.7 mph. As other first tests have proven in the past, it is more about power density than peak numbers. The two relatively small turbos on the Mercedes spool up fast, making peak torque by 1500 RPM and delivering it all the way to 4000 RPM. The GL550 proves once again that a name is merely a name and has nothing to do with engine size. The topline GL (until the AMG version bows later this year) is also powered by a 4.7-liter direct injection twin turbo V-8, this time producing 449 horsepower and a whopping 516 lb-ft of torque. Those gargantuan numbers are good for a sports-car-like 5.1-second 0-60 mph time, and a -- wait for it -- quarter-mile time of 13.6 seconds at 102.6 mph. To put that into perspective, we just tested a BMW 335i that was a full ton lighter and ran the same quarter mile in 13.3 seconds at 103.9 mph. The only other SUV that touches it is the Infiniti QX56 with a 0-to-60 mph time of 6.1 seconds and a quarter-mile time of 14.8 seconds at 93.9 mph. The GL550 isn't just faster than the competition -- it takes three-row SUV acceleration to a new level of bonkers. I am a bit scared of what soccer moms will be able to do in the upcoming 550-horsepower, 560-lb-ft GL63 AMG. It isn't just the acceleration numbers that are impressive. On MT's figure eight, the GLs put in times of 28.7 seconds, 28.5 seconds, and 27.7 seconds from least to most horsepower. The real magic, though -- one that can't be expressed in numbers -- is the ride and handling mix. All three of our testers were equipped with Mercedes active suspension, which includes constantly variable damping, air springs, and an Active Roll Cornering System that utilizes a hydraulic coupling in both front and rear anti-roll bars to control roll stiffness. In Comfort mode, the big GLs are one of the best-riding SUVs on the road, with a ride very similar to the S-Class. The refinement and isolation puts most other large SUVs and a good number of sedans to shame. It absorbs impacts and larger irregularities with ease. In Sport mode, the GL tightens up to near-sport-sedan responsiveness. By increasing roll resistance in both damping and anti-roll bar, steering response is sharpened with a quicker yaw movement from an equal amount of steering input. The electric power steering gets less assist for a hefty feel and the balance of the GL is shifted for a more eager front end. When pushed hard, it's still obvious the GL is a 5700-plus-pound SUV that's more than 200 inches long. Even in Sport Mode, understeer comes on fairly quick. Mercedes' stability control system likes to intervene with even the slightest hint of trouble, clamping down on the appropriate brake caliper to either get the vehicle turning in a tighter line, or tame the back end. Unfortunately for vehicle testers, but fortunately for parents who loan their GLs to young drivers, the stability control can't be fully defeated. Around our figure eight, we had to drive right up to the limits set by the computer, even though the SUV was capable of more. Throttle is fed in slowly to get just the slightest amount of slip out of the tires right up until the point the computer plays fun police and puts the squeeze on a brake rotor and backs off the throttle for you. On the upside, even if you way overcook a corner, the GL's silicon guardian angel will work the brakes to keep the SUV turning in the arc dialed in on the wheel. Sacrificing a little bit of fun for safety is probably acceptable to anyone looking at a GL. What should those GL shoppers expect to pay? The base price of a GL350 is $63,305 with destination. Let's look at the competition. The base price for an all-wheel drive Cadillac Escalade is $66,715, and let's be honest, the GL makes the Cadillac look like a covered wagon in terms of build and material quality. You might say, but that's the base diesel GL, and the Cadillac burns good ol' gasoline. Well, the GL450 has a base price of $64,805. Our tester was loaded to its panoramic roof with features including the On and Off Road Package, which adds locking diffs, under-vehicle protection, and six drive settings. It also sports Designo Interior trim, which outfits your GL's interior with more leather than Freddy Mercury's closet and offers a luxury living space not available from Cadillac at any price. It also had every electronic gadget you can imagine and raised the as tested price to $94,265, or just over $5600 dollars more than the last Cadillac Escalade Platinum we drove. The GL550 with a base price of $87,805 we tested was also optioned generously to an as tested price of $108,310. A Mercedes GL may not be for everyone, but apparently was right for some 25,000 Americans last year. With this new refresh, Mercedes expects to sell even more this year. Every GL for the entire world is built in Alabama, which is probably good since the U.S. buy more than half of all GLs built. If everyone could swing the 70 grand for a family hauler, Mercedes might need to build a whole lot more of these things. http://www.motortrend.com/roadtests/suvs/1208_2013_mercedes_benz_gl_first_test/#ixzz23q4fQxjM
That is such a gorgeous, complete truck. Only the RR is any better, and even then only in a few precious ways is it better. The GL63 AMG is going to be a 125K truck. M
The AMG Package looks insanely aggressive. I can't imagine how they can make the real AMG have that much more of an aggressive appearance on the roads.
