Are you sure about that? The MLs whole history is based on substandard materials and cost sutting. The ML has a lot more cost cutting areas than the Cayenne by far. At least on the first two generations. And I would say more so than the X5 as well. Under the black plastic there is still a metal. I think this is more a design element as you only see it in the SUVs.
GLE [First drives] 2012 ML First Drives/Reviews Thread
- Thread starter Shining Star
- Start date
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- Tags
- mercedes-benz
The Mercedes-Benz GLE, formerly Mercedes-Benz M-Class (designated with the "ML" nomenclature), is a mid-size luxury SUV produced by the German manufacturer Mercedes-Benz since 1997. In terms of size, it is slotted in between the smaller GLC and the larger GLS, the latter with which it shares platforms.
PHYBENZ
G-Class Explorer
It's actually a cheaper way to produce the cars, yes. Volvo uses it as well. Instead of it looking unfinished like this which is much cheaper to produce:
It's actually the same type of production but hidden because there is the black plastic trim.
Yes MB cut many corners mostly on the inside in the previous MLs and the first ML was a disaster in terms of build quality on the outside with misaligned bumpers, hatches etc. You can see how the Alabama plant has progressed considering MB now has enough faith in the production to make the rear taillight expand across the body and tailgate, something they could have never done in the first generation because everything would have been obviously misaligned.
It's actually the same type of production but hidden because there is the black plastic trim.
Yes MB cut many corners mostly on the inside in the previous MLs and the first ML was a disaster in terms of build quality on the outside with misaligned bumpers, hatches etc. You can see how the Alabama plant has progressed considering MB now has enough faith in the production to make the rear taillight expand across the body and tailgate, something they could have never done in the first generation because everything would have been obviously misaligned.
Shining Star
Chicane Challenger
Autoblog: Mercedes-Benz ML350 BlueTec First Drive
It's getting harder and harder to hate SUVs these days. As manufacturers continue to walk down their own personal Green Mile toward stiffer CAFE standards, engineers have been working double-time to come up with creative ways to increase fuel economy without putting drivability or power on the sacrificial altar. As a result, the once-lumbering sport utilities of old have matured into smooth-riding, even-keeled unibody machines with the manners of significantly smaller models. Few vehicles embody that change quite as poignantly as the 2012 Mercedes-Benz ML350 BlueTec.
The M-Class has entered into its third generation of production, and the new model now comes equipped with more power and efficiency while maintaining last year's MSRP. Designers have also taken the time to iron some of the awkward out of the SUV's design with an improved front fascia and other tweaks, and there's more standard technology onboard than ever before. Continue reading to find out why the 2012 ML350 BlueTec 4Matic is the best reason we've seen yet to quit worrying and love the SUV.
The 2012 model has come a long way from the rolling-ski-boot aesthetics of its forebearers thanks in part to a few massaged exterior dimensions. Though the ML350 continues to ride on the same 114.7-inch wheelbase as last year, the vehicle is now a full inch longer from bow to stern. It also rides three-quarters of an inch lower and has grown an additional half-inch in width. Those are small adjustments, to be sure, but they help give the vehicle a more planted presence in the flesh. Designers incorporated a new nose to match the vehicle's measurements, and the front fascia now incorporates the vertical corporate Mercedes-Benz grille and dish plate-sized Silver Arrow emblem.
Integrated LED daytime running lights are tucked into lower-fascia air inlets, and a new chrome treatment trims out the lower bumper. Mercedes-Benz calls the flashy plastic a skid plate, but don't be fooled into thinking the piece will do anything other than roll over and cry at the thought of an impact. It's an awful lot of shiny on an otherwise restrained design and we aren't entirely thrilled with the addition. New headlights are also part of the package, and for a little extra coin, buyers can opt for adaptive bi-xenon units with corner illuminating lights. Engineers claim that the high-tech high beams can improve cornering visibility by as much as 90 percent.
Along the side, the 2012 M-Class maintains the high belt line and swept C-pillar of the previous generation, and new 19-inch wheels are standard equipment. Chrome roof rails are now standard as well, as are attractive running boards and side-view mirrors with integrated turning indicators.
The rear of the SUV continues to carry its wrapped rear glass and faux D-pillarless appearance, though a new roof-mounted spoiler is standard and the rear fascia has been significantly reworked. Designers opted to remove the integrated exhaust for the first time in favor of a wing-design chrome treatment that Mercedes-Benz once again calls a skid plate. We're beginning to think those words do not mean what they think they mean. Even so, we like the detail work better than front treatment. Instead of allowing the pipes to exit through the rear fascia, they're now downturned and hidden behind the bumper.
While the interior of the 2012 Mercedes-Benz M-Class continues to offer high-quality leather seats, excellent wood trim and a stylish four-spoke steering wheel, Mercedes-Benz has executed a few significant changes designed to make the cabin more user-friendly. Those start with the fact that the seat controls have been moved from down below the bottom cushion to the upper door panel. That means occupants no longer have to fumble with hidden switches to accurately position the eight-way power adjustable buckets.
In addition, interior designers finally moved the cruise control lever from above the turn indicator stalk to below it. One of the age-old gripes with the Mercedes cruise interface was that it was too easy to confuse the stalks while trying to change lanes. The new configuration easily takes care of that ail, and we're told to expect to see the improvement spread across the company's other models.
The gauge cluster incorporates analog speedometer and tachometer dials with a new 4.5-inch LCD screen mounted between the two. The screen can be manipulated by a five-way switch on the top left spoke of the steering wheel to display everything from fuel economy and distance traveled to GPS directions. Speaking of navigation, Mercedes-Benz has also scrapped the old color LCD screen mounted on the dash for a new standard 7-inch display that handles infotainment duties via the Command system control mounted on the center console. The interface now includes two programmable favorite buttons that can instantly call up directions home or any other number of functions.
Behind the rear hatch, the cargo area includes cutouts to allow a full set of golf clubs to be stored without having to place them diagonally across the space, and the rear seats can now be adjusted vertically as well as fold down for added passenger comfort and functionality. Speaking of the rear seats, back passengers can enjoy optional headrest-mounted iPad docking stations and Bluetooth streaming audio for movies and games. Our tester, however, wasn't laden with the Apple-friendly addition.
The SUV is also packed with safety gear, including nine standard airbags, attention assist, an adaptive brake system, electronic stability program and anti-slip regulation, among other features.
When the M-Class goes on sale later this year, buyers will be able to choose between a 3.5-liter direct-injection V6 and a 3.0-liter turbodiesel V6. The gasoline engine delivers 302 horsepower and 276 pound-feet of torque, representing 13 and 6 percent increases, respectively. Even so, The Environmental Protection Agency estimates that the six-cylinder will return 17 mpg city, 22 mpg highway and 19 mpg combined. For 2012, the city fuel economy has been increased by 13 percent.
We spent our time behind the wheel of the ML350 BlueTec 4Matic, which is powered by Benz's 3.0-liter turbodiesel V6 engine with 240 horsepower and 455 pound-feet of torque. The official EPA numbers on the oil burner haven't surfaced yet, but Mercedes-Benz estimates fuel economy in the neighborhood of 20 mpg city (an 11 percent increase over last year), 25 mpg highway and 22 mpg combined, and the engine still relies on the AdBlue urea injection system to keep particulate emissions in check. On the wide-open highways of Montana, we kept the cruise set at a steady 85 mph and were able to inch the fuel economy figures up to 24 mpg combined, so the manufacturer's figures may be a bit conservative.
The company's engineers have worked to diminish harsh vibrations generated by the diesel cycle. As a result, the engine features an internal balance shaft snugged between the cylinder banks. The piece counter-rotates at the same speed as the crankshaft and is driven by a double chain that operates the twin cams in each cylinder head. Additionally, the connecting rod journals are offset by 30 degrees to promote a smoother-running engine. It all translates into one of the creamiest, quietest diesel engines that we've ever had our hands on. We routinely found ourselves purposefully hunting for the familiar rumble and knock of the diesel engine from inside the cabin and coming up empty.
All M-Class models come equipped with a revised seven-speed automatic transmission that's seven-percent more efficient than the outgoing gearbox. Part of that efficiency comes from utilizing a special blue fluid with a lower viscosity, which in turn allows for lower hydraulic pressure. The transmission also features a lock-up torque converter that can lock in at any gear. New programming also allows the gearbox to skip up to four gears at a time to put the engine at the correct speed at the right time. The company's 4Matic all-wheel-drive system remains standard as well.
In addition to the new transmission, the ML350 is also available with Parktronic active parking assist thanks to a newly revised electro-mechanical power steering system. And while we typically wince at word that an automaker has abandoned traditional hydraulic power steering for electronic wizardry, this system handles itself well at a variety of speeds. Check out our Short Cut below for a look at how the active parking assist performs.
Mercedes-Benz also significantly revised the suspension on the 2012 M-Class by offering the optional Dynamic Handling Package. By using a unique split sway bar as a part of the Active Curve system, engineers managed to create a suspension that caters to drivers needs on an impressive level. The bars are separated into two halves with a hydraulic coupling in the middle. While driving in a straight line, the coupling is open, allowing each wheel to quickly react to changes in the road surface. Should the road turn twisty and the driver begin sawing on the wheel, however, the coupling closes, effectively creating a solid bar and increasing the vehicle's stability.
Unfortunately, our tester wasn't equipped with the swank new sway bars, but that doesn't mean that the base ML350 BlueTec 4Matic is a slouch on the road. The 455 lb-ft of torque comes on nearly instantaneously from just 1,600 rpm, allowing the seven-speed automatic transmission to hold gears without having to reach for multiple downshifts. With all of the torque we could want on hand and an incredibly smooth-running 3.0-liter engine out front, the diesel is a smart-driving cruiser that can soak up miles of interstate. Potholes and surface irregularities are absorbed by the excellent suspension without any drama, which typically means the vehicle will produce undue body roll under more athletic circumstances. Surprisingly enough, the tall-riding SUV maintains fairly flat, stable cornering. We have to wonder just how much those split stabilizer bars would add to the equation.
The new electro-mechanical power steering system varies the amount of assist on hand exponentially according to your speed. In parking lot maneuvers, it takes less than an asthmatic wheeze to spin the wheel to lock, but gain some speed and the controls weight themselves nicely. At an interstate clip, the steering feels incredibly solid. Still, we wouldn't mind seeing the assist toned down below 10 mph.
Unfortunately, brake feel on the 2012 M-Class still leaves something to be desired. Despite boasting large 13-inch rotors and floating calipers on all four corners, the pedal seems to sink by leaps and bounds before the vehicle loses any actual velocity. With its solid power, well-sorted suspension and speed-adaptive power steering, the brake system is the only missing ingredient in this otherwise impressive display.
Mercedes-Benz reckons that the 2012 M-Class represents a three-percent price value increase for its consumers. That figure is based on the fact that the new model now incorporates much more standard equipment and technology while still commanding the same $48,990 price tag as the 2011 model, sans the $875 delivery and destination fee it takes to get the vehicle into your neighborhood. Even better, Mercedes-Benz will only ask for an additional $1,500 should you decide you want to call the 3.0-liter diesel V6 your very own.
Mercedes-Benz has managed to turn the M-Class into an easy-driving vehicle that's about as far from its lumbering predecessors as it gets. With a stable ride, copious power and solid fuel economy when equipped with the diesel engine, this SUV could be an ambassador for the future of its kind. While the rest of the world is running to the crossover craze, the ML350 BlueTec 4Matic proves that there's still plenty of life left in the SUV game.
2012 Mercedes-Benz ML350 BlueTec 4Matic
I've been in the auto business for 15 years. How come this isn't used on cars, and only on SUVs? Not to question your claims, but is there some specific reason why alleged cost cutting method is exclusive to SUVs?
PHYBENZ
G-Class Explorer
Cars, no they don't have that, because it would look pretty damn silly on a car, but it is the equivalent type of construction and cost cutting design. All I'm saying is that the plastic thing is the same as the cars above. The plastic is added to add some sort of rugged look to the SUV, which would look silly on a car.
The best thing MB could have done on the cruise is put an on/off button on the end of the stalk. (much like the button on the end of the blinker stalk pictured here) That would have prevented people from accidentally engaging. The position is a big problem. i can attest from 13 years of test-drives. The last ML was the worst with the cruise being positioned at at about 9 o'clock.
Phy,
bro, appreciate your comments, but I honestly have no idea what you are referring to. I question whether we are even speaking about the same thing.
Phy,
bro, appreciate your comments, but I honestly have no idea what you are referring to. I question whether we are even speaking about the same thing.
Competitive again. That is one problem I have with some of the MB models. It seems as if the ML has just caught the market, not exceeded it. Which is what a premier luxury vehicle should do. It should surpass the competition. But as best I can tell, the ML isn't going to surpass the X5 or Cayenne. No question it is improved, particularly on the interior. But the exterior still has elements where I scratch my head and wonder, "Is that really the best they could do?" Just seems Mercedes holds on to the wrong things. The big C-pillar and hidden D-pillar. Is that really a trademark styling element? And how bought the bland grille? None of the other SUVs share it. The GL is by far the best SUV success for Mercedes. Most Mercedes people would prefer to forget the original ML. So, why hold on to pointless design elements that do nothing but remind us of an embarrassing moment in Mercedes storied history?
Don't get me wrong, it will sell. But, is Mercedes forward thinking enough to leave the past behind, and start from scratch? This ML tells me, no. Not saying they should neglect their heritage, but the ML DNA is morr of mutant strain in the genetics of Mercedes.
Don't get me wrong, it will sell. But, is Mercedes forward thinking enough to leave the past behind, and start from scratch? This ML tells me, no. Not saying they should neglect their heritage, but the ML DNA is morr of mutant strain in the genetics of Mercedes.
Wolfgang
Kraftwagen König
a review for car purists 
Tom Murphy prefers the diesel over the GAS V6; pic with new AdBlue filler neck location; good review
Even Car Purists Can Appreciate New M-Class
By Tom Murphy - WardsAuto.com
GREENOUGH, MT – Many years before the term “Carmageddon” warned of an epic traffic jam in southern California, it could have referred to a trend that was sweeping through the ranks of luxury auto makers.
Purists figured the end was near when BMW, Lexus, Audi, Lincoln, Cadillac, Volvo and later on Porsche decided their car-only portfolios needed something more in the way of utility and off-road capability.
It all started with Mercedes-Benz and the M-Class, which went on sale in September 1997 (codename W163) with great fanfare, produced in a shiny new plant outside Tuscaloosa, AL.
The market hasn’t been the same since.
Porsche, for instance, sells nearly as many Cayenne cross/utility vehicles as it sells cars – that’s 911, Cayman, Boxster and Panamera, combined. The X3 and X5 CUVs are among BMW’s four best-selling vehicles. The Cadillac SRX CUV is threatening the CTS for top-selling honors within the brand this year.
Car loyalists might consider luxury utes an affront to civilization, but CUVs and body-on-frame SUVs can be incredibly profitable (especially when produced domestically), and the suits can’t be blamed for wanting part of the action.
And Mercedes-Benz, the German giant that made it OK to capitalize on America’s emerging interest in spaciousness, versatility and a high seating position, arrives in September with an all-new M-Class destined to uphold both its legacy and place in the market.
What makes the new ML special are two new or significantly improved engines; advanced suspension controls to enhance ride and handling; upgraded interiors; and acute attention to chassis engineering.
The M-Class has never been a repository for warmed-over technology, and this latest generation carries on that tradition.
But at first glance, the ’12 ML350 and diesel ML350 BlueTEC don’t appear to be significantly different from their predecessors, based on the second-generation M-Class that arrived in 2005 (codename W164).
The new model (W166) picks up the identical design of the tapered C-pillar and applies a similar beltline that descends toward the front. The shape of the greenhouse and roofline and raking of the windshield and side windows appear to be unaltered.
Changes to the front end would be considered subtle, if not for the smoother 3-bar grille replacing three large perforated slats in the old ML. The new grille is slightly more shallow, but the tri-star emblem remains in the same location – smack in the middle.
The new “eagle-eye” headlamps also are more dramatic, narrow and angular and integrate stylish amber light bars. LED daytime running lamps are packaged within the bumper. The new wheel wells are smaller and less flared and hug the handsome standard 19-in. alloy wheels much more tightly than the previous body style.
From the back side, the ML looks completely new and much more sporty, thanks to a clever bumper design and brushed-aluminum skid plate that hide the dual exhaust. The backlight is angled more steeply, and the beltline flows neatly around the back.
The sheet metal on the liftgate is less bulbous and now is creased in just the right places to lend a clean, horizontal design that nicely frames LED taillamps that wrap tightly around the corners.
Under the hood, Mercedes offers two engines that perform admirably: an all-new 302-hp 3.5L direct-injection gasoline V-6 and 240-hp 3.0L BlueTEC turbodiesel, available in all 50 states.
No hybrid is in the plans, although the ML450 Hybrid was available previously. The potent 4.6L BiTurbo V-8 will be offered in 2012.
’12 Mercedes ML350 4Matic
Vehicle type Front-engine, AWD, 5-passenger CUV
Engine 3.5L 60-degree DOHC DI all-aluminum V-6
Power (SAE net) 302 hp @ 6,500 rpm
Torque 273 lb.-ft. (370 Nm) @ 3,500-5,250 rpm
Bore x stroke (mm) 92.9 x 86.1
Compression ratio 12.0:1
Transmission 7-speed automatic
Wheelbase 114.8 ins. (292 cm)
Overall length 189.1 ins. (480.3 cm)
Overall width w/ mirrors 84.3 ins. (214 cm)
Overall height 70.7 ins. (180 cm)
Curb weight 4,753 lbs. (2,156 kg)
Base price $48,990
Fuel economy 18/28 (13-8.3 L/100 km)
Competition BMW X5, Cadillac SRX, Lexus RX, Audi Q5, Lincoln MKX
Pros........................................Cons
Diesel’s way to go...................Gas V-6 short on torque
Wood trim makes impression...Dated HMI
Exterior styling right on............German engineering expensive
Both gas and diesel V-6s are more powerful and fuel-efficient than their predecessors and integrate new technology. So the question ultimately is: which is better? Whether accelerating hard on an uphill grade to pass a gravel hauler or cruising steadily along, both engines get the job done well. Both are amazingly smooth and quiet, yet responsive and emotive when pressed into service, and can sprint from 0-60 mph (97 km/h) in 7.3 seconds.
But having spent the majority of our time driving the diesel on highways and 2-lane roads that weaved through the Rocky Mountains and the Continental Divide, the diesel is better for four reasons:
With either engine, an excellent 7-speed automatic transmission (carried over from the previous ML) sends power seamlessly to all four corners via 4Matic all-wheel drive, which has been standard on all three generations of M-Class.
The transmission integrates a new torque converter with an advanced lock-up clutch and improved damper de-coupling for better fuel efficiency.
Understanding the 4-wheel independent suspension offerings requires total concentration, although the basic setup carries over: double-wishbone geometry up front and 4-arm multi-link at the rear.
Upgrading to the optional Dynamic Handling Package costs $5,150 and includes AirMatic air suspension, which uses air bladders instead of coil springs, as well as air springs, to lower the vehicle at high speeds for better handling.
Off-road, the suspension can be switched to raise the vehicle about 3 ins. (7.6 cm) for more ground clearance.
The package includes an adaptive damping system that can change compression and rebound damping every 0.05 seconds in adjusting to road conditions. The driver can switch between a “sport” setting for a firm ride and “comfort” for more compliance.
Another feature of the air-suspension package is the new Active Curve System, which uses electronic sensors, an engine-driven hydraulic pump and electronically controlled hydraulic valves to reduce body lean.
The stabilizer bars with this package are “split” in the center and connected to rotary hydraulic actuators that are inactive when the vehicle is traveling in a straight line.
In curves, the actuators are pressurized to counteract lateral pitching, reducing the natural tendency for the body to lean in curves.
With so much going on within the suspension, it’s hard to tell which feature is doing what, even while paying close attention. Suffice to say the ML stayed firmly planted during our highway jaunts, but we did not experience the base suspension.
An On & Off Road Package will be available next year that uses six transmission modes to optimize driving dynamics.
The M-Class also is the latest in a long list of newly launched vehicles to use electric power steering. The electro-mechanical rack-and-pinion unit integrates speed-dependent power assist and enables fuel savings by requiring electrical power only when the wheel is turned.
The steering feel is precise, firm and comfortable, whether on the highway or in parking maneuvers.
The interior of the M-Class reflects iterative rather than wholesale changes. There’s more real-wood trim (eucalyptus or burl walnut), colors are richer and the 7-in. (17.7-cm) central display screen has been moved up in between two air vents, rather than below them in the old model.
Cupholders have been reconfigured; seats offer better bolstering; and air vents now are square or rectangular instead of round.
But the overall layout of controls, switches and gauges is virtually identical to that of the outgoing model. Fit-and-finish in the pre-production models evaluated was excellent.
Three adults fit comfortably in the back seat, which folds flat to make room for loads of cargo.
The previous interior wasn’t so bad, and Mercedes was right not to rip it up.
What’s not to like about the new ML?
The Comand human-machine interface is not very reconfigurable and can’t display both audio and navigation information simultaneously. This HMI has been in Mercedes vehicles for several years now and feels dated at a time when consumer electronics change every month.
Adaptive cruise control is not standard, neither are cooled front seats or heated rear seats. Heck, the Hyundai Elantra is a third the price and offers rear heated seats.
Which brings us to pricing. The M-Class might be priced competitively against the X5, but the SRX and Lexus RX remain better values. The cheapest model at the media event here stickered at $56,825; the most expensive was $77,115.
Value-conscious buyers, even at this level, are paying attention. Through the first six months, the RX and SRX, respectively, are the best-selling vehicles in Ward’s Middle Luxury CUV segment.
No.3 is the X5, which received a facelift last year, followed closely by the M-Class. Not bad for a vehicle at the end of a 6-year cycle.
The X5 offers an optional third row, but M-Class does not – yet. It’s in the works, Mercedes says.
Job One in Alabama for the new M-Class, which is exported worldwide, was July 20, and Mercedes marked the occasion by announcing a $2 billion investment to expand for the launch of the next-generation GL CUV, as well as the C-Class sedan, which begins assembly in 2014.
Admittedly, the level of excitement about a new M-Class is a rung or two below that generated by a new Mercedes SLK roadster or CLS 550 4-door coupe.
But the M-Class is the third best-selling vehicle in the Mercedes stable and deserves recognition.
After all, in the world of luxury CUVs and traffic jams, “Carmageddon” hasn’t been all that bad.
Even Car Purists Can Appreciate New M-Class
Tom Murphy prefers the diesel over the GAS V6; pic with new AdBlue filler neck location; good review
Even Car Purists Can Appreciate New M-Class
By Tom Murphy - WardsAuto.com
GREENOUGH, MT – Many years before the term “Carmageddon” warned of an epic traffic jam in southern California, it could have referred to a trend that was sweeping through the ranks of luxury auto makers.
Purists figured the end was near when BMW, Lexus, Audi, Lincoln, Cadillac, Volvo and later on Porsche decided their car-only portfolios needed something more in the way of utility and off-road capability.
It all started with Mercedes-Benz and the M-Class, which went on sale in September 1997 (codename W163) with great fanfare, produced in a shiny new plant outside Tuscaloosa, AL.
The market hasn’t been the same since.
Porsche, for instance, sells nearly as many Cayenne cross/utility vehicles as it sells cars – that’s 911, Cayman, Boxster and Panamera, combined. The X3 and X5 CUVs are among BMW’s four best-selling vehicles. The Cadillac SRX CUV is threatening the CTS for top-selling honors within the brand this year.
Car loyalists might consider luxury utes an affront to civilization, but CUVs and body-on-frame SUVs can be incredibly profitable (especially when produced domestically), and the suits can’t be blamed for wanting part of the action.
And Mercedes-Benz, the German giant that made it OK to capitalize on America’s emerging interest in spaciousness, versatility and a high seating position, arrives in September with an all-new M-Class destined to uphold both its legacy and place in the market.
What makes the new ML special are two new or significantly improved engines; advanced suspension controls to enhance ride and handling; upgraded interiors; and acute attention to chassis engineering.
The M-Class has never been a repository for warmed-over technology, and this latest generation carries on that tradition.
But at first glance, the ’12 ML350 and diesel ML350 BlueTEC don’t appear to be significantly different from their predecessors, based on the second-generation M-Class that arrived in 2005 (codename W164).
The new model (W166) picks up the identical design of the tapered C-pillar and applies a similar beltline that descends toward the front. The shape of the greenhouse and roofline and raking of the windshield and side windows appear to be unaltered.
Changes to the front end would be considered subtle, if not for the smoother 3-bar grille replacing three large perforated slats in the old ML. The new grille is slightly more shallow, but the tri-star emblem remains in the same location – smack in the middle.
The new “eagle-eye” headlamps also are more dramatic, narrow and angular and integrate stylish amber light bars. LED daytime running lamps are packaged within the bumper. The new wheel wells are smaller and less flared and hug the handsome standard 19-in. alloy wheels much more tightly than the previous body style.
From the back side, the ML looks completely new and much more sporty, thanks to a clever bumper design and brushed-aluminum skid plate that hide the dual exhaust. The backlight is angled more steeply, and the beltline flows neatly around the back.
The sheet metal on the liftgate is less bulbous and now is creased in just the right places to lend a clean, horizontal design that nicely frames LED taillamps that wrap tightly around the corners.
Under the hood, Mercedes offers two engines that perform admirably: an all-new 302-hp 3.5L direct-injection gasoline V-6 and 240-hp 3.0L BlueTEC turbodiesel, available in all 50 states.
No hybrid is in the plans, although the ML450 Hybrid was available previously. The potent 4.6L BiTurbo V-8 will be offered in 2012.
’12 Mercedes ML350 4Matic
Vehicle type Front-engine, AWD, 5-passenger CUV
Engine 3.5L 60-degree DOHC DI all-aluminum V-6
Power (SAE net) 302 hp @ 6,500 rpm
Torque 273 lb.-ft. (370 Nm) @ 3,500-5,250 rpm
Bore x stroke (mm) 92.9 x 86.1
Compression ratio 12.0:1
Transmission 7-speed automatic
Wheelbase 114.8 ins. (292 cm)
Overall length 189.1 ins. (480.3 cm)
Overall width w/ mirrors 84.3 ins. (214 cm)
Overall height 70.7 ins. (180 cm)
Curb weight 4,753 lbs. (2,156 kg)
Base price $48,990
Fuel economy 18/28 (13-8.3 L/100 km)
Competition BMW X5, Cadillac SRX, Lexus RX, Audi Q5, Lincoln MKX
Pros........................................Cons
Diesel’s way to go...................Gas V-6 short on torque
Wood trim makes impression...Dated HMI
Exterior styling right on............German engineering expensive
Both gas and diesel V-6s are more powerful and fuel-efficient than their predecessors and integrate new technology. So the question ultimately is: which is better? Whether accelerating hard on an uphill grade to pass a gravel hauler or cruising steadily along, both engines get the job done well. Both are amazingly smooth and quiet, yet responsive and emotive when pressed into service, and can sprint from 0-60 mph (97 km/h) in 7.3 seconds.
But having spent the majority of our time driving the diesel on highways and 2-lane roads that weaved through the Rocky Mountains and the Continental Divide, the diesel is better for four reasons:
- It clobbers the gas engine nearly 2-to-1 in available torque, which is what matters most to drivers. Its 455 lb.-ft. (617 Nm) peak arrives early, at 1,600 rpm and holds on until 2,400 rpm. Dialing up 120 mph (193 km/h) on a remote Montana highway is no problem at all.
- The new gas engine is sophisticated and all, but the bottom-line output is not all that impressive on paper, at 302 hp. Engines of similar size in less-expensive vehicles made that much, or more, several years ago.
- Combined fuel economy comes in at 22.5 mpg (10.4 L/100 km) for the diesel and 19.5 mpg (12 L/100 km) for the gas V-6. During a 181-mile (291-km) loop, we averaged 23.5 mpg (10 L/100 km) with the diesel, according to the trip computer. It’s worth noting diesel fuel is priced currently in line with premium unleaded gasoline.
- If the ML truly is being used as Mercedes intended – for road trips and adventures and hauling lots of stuff, maybe even a small trailer – the diesel will handle the load more capably. As a low-miles grocery getter, the $1,500 premium for the diesel is probably wasted money, so the gas V-6 would be better.
With either engine, an excellent 7-speed automatic transmission (carried over from the previous ML) sends power seamlessly to all four corners via 4Matic all-wheel drive, which has been standard on all three generations of M-Class.
The transmission integrates a new torque converter with an advanced lock-up clutch and improved damper de-coupling for better fuel efficiency.
Understanding the 4-wheel independent suspension offerings requires total concentration, although the basic setup carries over: double-wishbone geometry up front and 4-arm multi-link at the rear.
Upgrading to the optional Dynamic Handling Package costs $5,150 and includes AirMatic air suspension, which uses air bladders instead of coil springs, as well as air springs, to lower the vehicle at high speeds for better handling.
Off-road, the suspension can be switched to raise the vehicle about 3 ins. (7.6 cm) for more ground clearance.
The package includes an adaptive damping system that can change compression and rebound damping every 0.05 seconds in adjusting to road conditions. The driver can switch between a “sport” setting for a firm ride and “comfort” for more compliance.
Another feature of the air-suspension package is the new Active Curve System, which uses electronic sensors, an engine-driven hydraulic pump and electronically controlled hydraulic valves to reduce body lean.
The stabilizer bars with this package are “split” in the center and connected to rotary hydraulic actuators that are inactive when the vehicle is traveling in a straight line.
In curves, the actuators are pressurized to counteract lateral pitching, reducing the natural tendency for the body to lean in curves.
With so much going on within the suspension, it’s hard to tell which feature is doing what, even while paying close attention. Suffice to say the ML stayed firmly planted during our highway jaunts, but we did not experience the base suspension.
An On & Off Road Package will be available next year that uses six transmission modes to optimize driving dynamics.
The M-Class also is the latest in a long list of newly launched vehicles to use electric power steering. The electro-mechanical rack-and-pinion unit integrates speed-dependent power assist and enables fuel savings by requiring electrical power only when the wheel is turned.
The steering feel is precise, firm and comfortable, whether on the highway or in parking maneuvers.
The interior of the M-Class reflects iterative rather than wholesale changes. There’s more real-wood trim (eucalyptus or burl walnut), colors are richer and the 7-in. (17.7-cm) central display screen has been moved up in between two air vents, rather than below them in the old model.
Cupholders have been reconfigured; seats offer better bolstering; and air vents now are square or rectangular instead of round.
But the overall layout of controls, switches and gauges is virtually identical to that of the outgoing model. Fit-and-finish in the pre-production models evaluated was excellent.
Three adults fit comfortably in the back seat, which folds flat to make room for loads of cargo.
The previous interior wasn’t so bad, and Mercedes was right not to rip it up.
What’s not to like about the new ML?
The Comand human-machine interface is not very reconfigurable and can’t display both audio and navigation information simultaneously. This HMI has been in Mercedes vehicles for several years now and feels dated at a time when consumer electronics change every month.
Adaptive cruise control is not standard, neither are cooled front seats or heated rear seats. Heck, the Hyundai Elantra is a third the price and offers rear heated seats.
Which brings us to pricing. The M-Class might be priced competitively against the X5, but the SRX and Lexus RX remain better values. The cheapest model at the media event here stickered at $56,825; the most expensive was $77,115.
Value-conscious buyers, even at this level, are paying attention. Through the first six months, the RX and SRX, respectively, are the best-selling vehicles in Ward’s Middle Luxury CUV segment.
No.3 is the X5, which received a facelift last year, followed closely by the M-Class. Not bad for a vehicle at the end of a 6-year cycle.
The X5 offers an optional third row, but M-Class does not – yet. It’s in the works, Mercedes says.
Job One in Alabama for the new M-Class, which is exported worldwide, was July 20, and Mercedes marked the occasion by announcing a $2 billion investment to expand for the launch of the next-generation GL CUV, as well as the C-Class sedan, which begins assembly in 2014.
Admittedly, the level of excitement about a new M-Class is a rung or two below that generated by a new Mercedes SLK roadster or CLS 550 4-door coupe.
But the M-Class is the third best-selling vehicle in the Mercedes stable and deserves recognition.
After all, in the world of luxury CUVs and traffic jams, “Carmageddon” hasn’t been all that bad.
Even Car Purists Can Appreciate New M-Class
Wolfgang
Kraftwagen König
Seyth Miersma prefers 3rd gen over 2nd gen. good review
Driven: 2012 Mercedes-Benz ML350 BlueTec
By Seyth Miersma — Missoula, Montana - We actually still have to pay the speeding ticket. That thought just occurred to us as we were putting on the finishing touches to this, our review of the all-new Mercedes-Benz ML350, and fondly remembering the storm-surge-like torque from the 3.0-liter BlueTec diesel-engined version. Delivering an unrepentant 455 pound-feet of torque up for the asking, it’s easy to understand how we found ourselves just a little bit north of the posted 75-mile-per-hour limit, through Anaconda Deer-Lodge County on the back end of our test drive. Considering that we were actually slowing down when the officer nailed us, that the limit was pretty high to begin with, and that Mercedes had enough foresight to hold its launch event in the laidback state of Montana (getting busted only cost us forty bucks), we feel lucky. Again.
We also feel pretty happy for the sure-to-be-copious numbers of buyers that will end up in this ML350—especially those that are trading in their last-generation MLs for the new one. For, while the second-gen SUV was comfortable, good looking, and relatively luxurious, it couldn’t hold a candle to this new third-generation ML in any dynamic sense. Nor, certainly, from the standpoint of overall refinement and comfort while driving or riding in the thing.
From our first grasp and turn of the steering wheel, we found the ‘12 ML to be a better steer than the SUV it replaces. That steering wheel is now electro-mechanically controlled—the old car made use of a hydraulic pump—and is able to offer what we consider to be proper weighting for an SUV at any road speed. That means that effort is feather-light in the Crate & Barrel parking lot (we occasionally need to restock our throw pillows—what of it?), and pleasantly weighty when doing a baker’s dozen over the posted limit outside of Butte. Feel from the road is still almost entirely filtered out of the experience, of course. And, while we’ve never been big fans of the half-wood treatment that’s a favorite of M-B steering wheel designers, we’ve also heard enough praise for the lavish application of fine wood and leathers to understand that we’re in the minority there.
Frankly, if you’re shopping for a luxury SUV, you’re going to love the cabin of this ML. Rivals BMW and Audi take a much more modern, and sleeker approach to interior decorating, but no one other automaker can replicate the wealth-and-good-breeding taste that Mercedes is able to bring consistently. Every touch point is constructed from either wood, or leather, or real metal. The seating surfaces are massively comfortable without being squishy, and offer a huge range of adjustability. Gauges are clear and bright, buttons are deployed sparingly and logically, and the new version of the Command one-controller infotainment system is a breeze to understand right away. Cross-shoppers will potentially feel a bit wounded by the lower-tech display options available via the centrally mounted display, but the M-B navigation system is still simple to interact with, even if it’s much less flashy than its X5 equivalent (for instance).
While underway, when we chose to turn down the excellent Harman/Kardon surround sound system, the ML’s sonic profile is low. Engine roar from the meaty diesel intrudes only ever so slightly, and only when you’ve throttled all the way down. Wind rush off of the large side-view mirrors is louder than would be found in, say, an S-Class, but it hardly registers in the larger world of NVH. On that front, and when pointed dead ahead, especially, the utterly calm ride is downright relaxing—even at speeds that will get you pinched. Being that the last ML offered somewhat sketchy high-speed stability in our last few encounters with it, we were happy to find that this model had rectified the problem.
Mercedes engineers have put a lot of time and effort into how the ML350 performs when asked to go around some corners, too, and with respectable results. When optioned up with the Airmatic air suspension, this ML gets an active suspension that helps to keep that big body from leaning too much in spirited driving. Further, the ML offers new “split” stabilizer bars—essentially front and rear bars that have been split in the center, and reconnected with hydraulic actuators. The advantage here is a ride that is more comfortable and conforming when traveling in a straight line, that then has the ability to selectively stiffen when lateral forces are sensed. We were a bit dubious about the system when we first heard it explained, but the resultant ride really does blend compliant and sportier characters rather seamlessly when on the go. We never felt the bars “switching” from opened to closed, and didn’t notice any unwanted behavior when pushing the SUV on riverside roads.
With all of that digested, and even allowing for use of the Sport mode, the ML doesn’t feel as athletic when run hard as do cars like the X5, or even Acura’s MDX. Part of this is down to engineering intent—BMW and Acura have “sport” reputations to maintain—and part of it comes from Mercedes-Benz understanding its audience here. There will be AMG-tuned MLs for those who’re really hunting giant performance for their SUV, but the stock and trade for this model is comfortable luxury.
And don’t forget about the BlueTec motor, either. It may be a quiet, low-revving, evolution of the same 3.0-liter diesel that you’ve driven or read about before, but the truth is that it’s an ass-kicking powerplant. Of course the diesel ML offers better fuel economy (20/25 mpg versus 17/22 for the gasoline V-6), and more torque (455 instead of 273 pound-feet), but we were truly excited to find out that the price difference between the two is only now about $1500. Unless the cost of diesel fuel starts to soar again, that’s a good investment in our book—or just an inexpensive “performance model” if you want to take a different approach.
For those who might actually need to make regular use of the ML as an all-wheels-driven SUV, there might be good reason to hold off on making a purchase for another half-year or so. That’s when M-B will make available its new “On & Off Road” package for the car, which uses a range of six transmission modes to fully optimize driving in adverse conditions. There’ll be a fully automatic mode in which the vehicle sorts the trail out for itself, light and challenging off-road settings, and winter, sport, and towing modes to round out the tech. That package also comes with a skid plate, a two-stage transfer case, and a longitudinal diff lock. All great adds for those who regularly turn warrior on the weekend (or just live in the treacherous parts of the world).
$40 speeding ticket notwithstanding, we can’t find enough good to say about this reborn ML for those who prioritize luxury. That the new SUV is dynamically superior to its forbearer is a bonus, for sure, but the real wins are the added style and grace that can be had relative to the outgoing vehicle (and for the same amount of money, we hasten to add).
VS: BMW X5 xDrive35d
The Bimmer diesel SUV is really in lock-step with the new ML from almost every angle: the X5 has more horsepower but less torque, better highway mpg but worse in the city, the acceleration is a bit better but the refinement isn’t quite as good. You get the idea. Mostly this choice will be made by a buyer’s gut feeling about the exterior/interior styling of the two. We think, honestly, that the ML is going to be nicer to live with on a daily basis, but the X5 a good bit more entertaining to drive. It’s a hard call that M-B has made even tougher with the launch of its excellent new M-Class.
VS: Audi Q7 TDI
While diesel versions of the X5 and the new ML are really neck-and-neck, it’s easier for us to dismiss the Q7 TDI. Sure, the Audi is still and impressive vehicle, and it looks damn good, but it just doesn’t feel as able as either of its German blood-rivals. The Q7 simply feels bigger on the road, with too-light steering and relatively poor visibility really hampering it in this comparison. It has less horsepower, less torque, and a harsher ride than the ML, too.
2012 Mercedes-Benz ML350 BlueTec 4Matic
Engine: V-6, 3.0 liters, 24v
Output: 240 hp/455 lb-ft
0-60 MPH: 7.3 (est)
Fuel Economy, City/Hwy: 20/25 mpg
Base Price: $51,365
On Sale: September 2011
Winding Road | Driven: 2012 Mercedes-Benz ML350 BlueTec
PS. MBUSA updated their website this morning with ML350 info:
Mercedes-Benz Luxury Cars: Explore, Build & Compare Sedans, SUVs, Coupes, Wagons
Driven: 2012 Mercedes-Benz ML350 BlueTec
By Seyth Miersma — Missoula, Montana - We actually still have to pay the speeding ticket. That thought just occurred to us as we were putting on the finishing touches to this, our review of the all-new Mercedes-Benz ML350, and fondly remembering the storm-surge-like torque from the 3.0-liter BlueTec diesel-engined version. Delivering an unrepentant 455 pound-feet of torque up for the asking, it’s easy to understand how we found ourselves just a little bit north of the posted 75-mile-per-hour limit, through Anaconda Deer-Lodge County on the back end of our test drive. Considering that we were actually slowing down when the officer nailed us, that the limit was pretty high to begin with, and that Mercedes had enough foresight to hold its launch event in the laidback state of Montana (getting busted only cost us forty bucks), we feel lucky. Again.
We also feel pretty happy for the sure-to-be-copious numbers of buyers that will end up in this ML350—especially those that are trading in their last-generation MLs for the new one. For, while the second-gen SUV was comfortable, good looking, and relatively luxurious, it couldn’t hold a candle to this new third-generation ML in any dynamic sense. Nor, certainly, from the standpoint of overall refinement and comfort while driving or riding in the thing.
From our first grasp and turn of the steering wheel, we found the ‘12 ML to be a better steer than the SUV it replaces. That steering wheel is now electro-mechanically controlled—the old car made use of a hydraulic pump—and is able to offer what we consider to be proper weighting for an SUV at any road speed. That means that effort is feather-light in the Crate & Barrel parking lot (we occasionally need to restock our throw pillows—what of it?), and pleasantly weighty when doing a baker’s dozen over the posted limit outside of Butte. Feel from the road is still almost entirely filtered out of the experience, of course. And, while we’ve never been big fans of the half-wood treatment that’s a favorite of M-B steering wheel designers, we’ve also heard enough praise for the lavish application of fine wood and leathers to understand that we’re in the minority there.
Frankly, if you’re shopping for a luxury SUV, you’re going to love the cabin of this ML. Rivals BMW and Audi take a much more modern, and sleeker approach to interior decorating, but no one other automaker can replicate the wealth-and-good-breeding taste that Mercedes is able to bring consistently. Every touch point is constructed from either wood, or leather, or real metal. The seating surfaces are massively comfortable without being squishy, and offer a huge range of adjustability. Gauges are clear and bright, buttons are deployed sparingly and logically, and the new version of the Command one-controller infotainment system is a breeze to understand right away. Cross-shoppers will potentially feel a bit wounded by the lower-tech display options available via the centrally mounted display, but the M-B navigation system is still simple to interact with, even if it’s much less flashy than its X5 equivalent (for instance).
While underway, when we chose to turn down the excellent Harman/Kardon surround sound system, the ML’s sonic profile is low. Engine roar from the meaty diesel intrudes only ever so slightly, and only when you’ve throttled all the way down. Wind rush off of the large side-view mirrors is louder than would be found in, say, an S-Class, but it hardly registers in the larger world of NVH. On that front, and when pointed dead ahead, especially, the utterly calm ride is downright relaxing—even at speeds that will get you pinched. Being that the last ML offered somewhat sketchy high-speed stability in our last few encounters with it, we were happy to find that this model had rectified the problem.
Mercedes engineers have put a lot of time and effort into how the ML350 performs when asked to go around some corners, too, and with respectable results. When optioned up with the Airmatic air suspension, this ML gets an active suspension that helps to keep that big body from leaning too much in spirited driving. Further, the ML offers new “split” stabilizer bars—essentially front and rear bars that have been split in the center, and reconnected with hydraulic actuators. The advantage here is a ride that is more comfortable and conforming when traveling in a straight line, that then has the ability to selectively stiffen when lateral forces are sensed. We were a bit dubious about the system when we first heard it explained, but the resultant ride really does blend compliant and sportier characters rather seamlessly when on the go. We never felt the bars “switching” from opened to closed, and didn’t notice any unwanted behavior when pushing the SUV on riverside roads.
With all of that digested, and even allowing for use of the Sport mode, the ML doesn’t feel as athletic when run hard as do cars like the X5, or even Acura’s MDX. Part of this is down to engineering intent—BMW and Acura have “sport” reputations to maintain—and part of it comes from Mercedes-Benz understanding its audience here. There will be AMG-tuned MLs for those who’re really hunting giant performance for their SUV, but the stock and trade for this model is comfortable luxury.
And don’t forget about the BlueTec motor, either. It may be a quiet, low-revving, evolution of the same 3.0-liter diesel that you’ve driven or read about before, but the truth is that it’s an ass-kicking powerplant. Of course the diesel ML offers better fuel economy (20/25 mpg versus 17/22 for the gasoline V-6), and more torque (455 instead of 273 pound-feet), but we were truly excited to find out that the price difference between the two is only now about $1500. Unless the cost of diesel fuel starts to soar again, that’s a good investment in our book—or just an inexpensive “performance model” if you want to take a different approach.
For those who might actually need to make regular use of the ML as an all-wheels-driven SUV, there might be good reason to hold off on making a purchase for another half-year or so. That’s when M-B will make available its new “On & Off Road” package for the car, which uses a range of six transmission modes to fully optimize driving in adverse conditions. There’ll be a fully automatic mode in which the vehicle sorts the trail out for itself, light and challenging off-road settings, and winter, sport, and towing modes to round out the tech. That package also comes with a skid plate, a two-stage transfer case, and a longitudinal diff lock. All great adds for those who regularly turn warrior on the weekend (or just live in the treacherous parts of the world).
$40 speeding ticket notwithstanding, we can’t find enough good to say about this reborn ML for those who prioritize luxury. That the new SUV is dynamically superior to its forbearer is a bonus, for sure, but the real wins are the added style and grace that can be had relative to the outgoing vehicle (and for the same amount of money, we hasten to add).
VS: BMW X5 xDrive35d
The Bimmer diesel SUV is really in lock-step with the new ML from almost every angle: the X5 has more horsepower but less torque, better highway mpg but worse in the city, the acceleration is a bit better but the refinement isn’t quite as good. You get the idea. Mostly this choice will be made by a buyer’s gut feeling about the exterior/interior styling of the two. We think, honestly, that the ML is going to be nicer to live with on a daily basis, but the X5 a good bit more entertaining to drive. It’s a hard call that M-B has made even tougher with the launch of its excellent new M-Class.
VS: Audi Q7 TDI
While diesel versions of the X5 and the new ML are really neck-and-neck, it’s easier for us to dismiss the Q7 TDI. Sure, the Audi is still and impressive vehicle, and it looks damn good, but it just doesn’t feel as able as either of its German blood-rivals. The Q7 simply feels bigger on the road, with too-light steering and relatively poor visibility really hampering it in this comparison. It has less horsepower, less torque, and a harsher ride than the ML, too.
2012 Mercedes-Benz ML350 BlueTec 4Matic
Engine: V-6, 3.0 liters, 24v
Output: 240 hp/455 lb-ft
0-60 MPH: 7.3 (est)
Fuel Economy, City/Hwy: 20/25 mpg
Base Price: $51,365
On Sale: September 2011
Winding Road | Driven: 2012 Mercedes-Benz ML350 BlueTec
PS. MBUSA updated their website this morning with ML350 info:
Mercedes-Benz Luxury Cars: Explore, Build & Compare Sedans, SUVs, Coupes, Wagons
Wolfgang
Kraftwagen König
Bob Gritzinger takes the 2012 M-Class for a spin. - Autoweek TV
AUTOWEEK TV: Taking the redesigned 2012 Mercedes-Benz M-class for a spin - Autoweek
AUTOWEEK TV: Taking the redesigned 2012 Mercedes-Benz M-class for a spin - Autoweek
Wolfgang
Kraftwagen König
1. Mercedes ML 350 Bluetec 4-Matic
518 Points
Oh well, now the M-Class is number one of the fat SUVs. Its advantages: a strong, clean and economical diesel, complete safety systems, a balanced driving behavior (without having to order Anti-roll) as well as ample room and load capability.
2. BMW X5 xDrive 30d
507 Points
The X5 didn't make it easy for the ML - it offers the best mix of comfort and sportiness, its motor starts off quickest and the iDrive user friendliness is faultless. What's missing? A bit more loading capability and a start-stop automatic.
3. Range Rover Sport SDV6 SE
456 Points
In this comparison test the Range is like a SUV of former days. It rolls in curves, has a high curbweight and needs the most diesel and can also not comletely convince with roominess. Impressive: the high loading and off-road capability.
Source: ML, X5, Range Rover im Test: Mächtiger Auftritt, fauchende Diesel - AUTO MOTOR UND SPORT
far2000
AMG Aficionado
Yep..i can easily pick the ML here.
lol, tarek is there any Merc you wouldnt pick? lol....
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Mercedes-Benz
Mercedes-Benz Group AG is headquartered in Stuttgart, Germany.
Established in 1926, Mercedes-Benz Group produces consumer luxury
vehicles and light commercial vehicles badged as Mercedes-Benz, Mercedes-AMG,
and Mercedes-Maybach.
Its origin lies in Daimler-Motoren-Gesellschaft's 1901 Mercedes
and Carl Benz's 1886 Benz Patent-Motorwagen, which is widely regarded
as the first internal combustion engine in a self-propelled automobile.
The slogan for the brand is "the best or nothing".
Official website: Mercedes-Benz (Global), Mercedes-Benz (USA)
Official website: Mercedes-Benz (Global), Mercedes-Benz (USA)
