My Experience
My first experience with the previous-generation ML was just a few months ago, at a GM ride-and-drive event in Los Angeles. And to be honest, said experience wasn't a terribly positive one. After waiting in a lengthy line to drive the ML--which was hugely popular with attendees--the vehicle's trucky ride, slow-witted handling, and relatively chintzy interior trim were most unwelcome surprises. In fact, I wasn't sure the ML really deserved its three-pointed star.
This wasn't always the case, of course. One could argue that I simply caught the first-gen ML at a bad time--it debuted way back in 1998, and didn't receive a great deal of attention until its retirement in 2005. So, with an all-new ML set to debut in 2006, Mercedes-Benz held a ride-and-drive event of their own to show off their more recent efforts. I signed up, and spent a weekend afternoon herding the 2006 ML350 and ML500 around a cone-marked handling course.
Performance
The new ML comes in two strengths: The ML350, with a 3.5-liter V6, and the ML500, with a brawnier 5.0-liter V8. The former is rated at 268 horsepower, while the latter cranks out 302. Both figures are midpack for the class, but neither engine suffers from a shortage of oomph.
Intending to work my way up to the top of the ML range, I sampled the ML350 first, and found myself perfectly satisfied with the base engine. The ML's throttle responds slowly away from a stop--as per Mercedes tradition--but after this initial feeling of lethargy, the V6's thrust builds with smooth, swift confidence. It's a notably slick and refined runner, too--it revs more creamily than the Lexus RX 330's V6, and its tenor exhaust note is just audible enough to be pleasant.
The ML500, with its muscular 302-horsepower V8, is predictably stronger at any engine speed, and offers impressive reserves of thrust off the line. However, its underhood noises aren't as sweet as the V6's--the deep-chested exhaust hum is muffled to obscurity, allowing a labored whining noise to dominate the soundtrack. I generally prefer the largest engine available in any given vehicle, but with the ML, I'm not so sure. After all, how fast does a roadgoing fashion statement really need to be?
As for fuel economy, well... "economy" doesn't appear to be part of the ML's vocabulary. Even the V6 models gulp gasoline at a rate of 16/20 MPG--and with the V8, those numbers decline to a miserable 14/19 MPG. Premium fuel is required, naturally, so be prepared to shell out big time at the pump.
Transmission/Clutch
When I review vehicles with automatic transmissions, I tend to complain a lot--often about widely-spaced gearing and the resultant gaps in an engine's power delivery. But then, most automatics only have four or five speeds. The new ML, on the other hand, features a standard
seven-speed transmission. Surely, I thought, this paragon of technology would shut me up.
Unfortunately, that was not the case. There's certainly no shortage of gears for the ML's tranny to choose from, of course. The problem is that, in brisk driving, the transmission seems to spend more time slurring
between gears than it actually spends
in gear. All too often, this results in a slushy, "off-cam" feeling when you hit the throttle hard. There's a point at which a CVT makes more sense than an umpteen-speed gearbox, and I think the ML has crossed it.
The interface that controls this transmission is similarly avant-garde, but thankfully less intrusive. Instead of a traditional "PRNDL" gear selector, the ML employs a small electronic flipper on the steering column--flick down for Drive, up for Reverse, and push a button on the stalk's tip for Park. While you're on the move, any of the seven gears can be manually selected via buttons behind the steering-wheel spokes.
Steering/Handling
The ML's '06 redesign has paid significant dividends in this department, largely because Mercedes has switched from a truck-type chassis to a more carlike unibody. Curb weight is down, and so is the center of gravity. The upshot? The ML now drives more like a tall, heavy car than a truck.
You can feel this progress in the ML's steering, which is linear, generally accurate, and weighted with the doughy heft that's typical of Mercedes-Benz products. However, all is not perfect at the ML's helm--it also feels oddly synthetic and dead to the touch (again, like other Mercedes-Benzes). The ML350's steering, in particular, has a nasty habit of stiffening up as you're winding it back to center after a turn. The ML500 steers a bit more fluidly, but still can't match the confidence afforded by BMW's X5.
Still, while the ML isn't a "driver's SUV"--which may be a contradiction in terms--it's at least a stable, composed, and carlike handler. Cruising through Mercedes' test course at a moderate pace, I found the ML could be wheeled around with the easy agility of a large sedan. It felt slightly slower-witted than, say, a Camry--all that mass adds a bit of reluctance at turn-in--but to the average driver, it should present no difficulties.
Even better, the ML retains its composure when pressed to the limits of grip--it's about as safe-handling as one can expect of an SUV. However, no one's going to mistake its moves for those of a BMW X5. Body-motion control is generally quite good, but there's a fair amount of lean in brisk driving, and the front tires quickly fade into understeer as speeds rise. This push is especially pronounced in the ML350, and is accompanied by some very dramatic tire squeal. The ML500's roadholding is slightly better, but neither model could be called athletic.
Ride
Since my tastes run a bit far out on the enthusiast fringe, I'm not terribly picky in terms of ride comfort. Give me a solid, shake-free structure and a firm, well-controlled suspension, and I'm satisfied. And while most luxury SUVs fail on one or more of these counts, the ML delivers both. In fact, aside from that pesky X5 mentioned above, the ML offers a more enthusiast-friendly ride than anything else in its class.
And if your ride comfort priorities aren't so single-minded, well, don't worry. The ML's relatively tight body-motion control gives it a nicely settled stride, and the cabin is very well-isolated from pavement textures. Plus, unlike the previous ML, the '06 version simply
feels like a Mercedes--it exhibits a weighty, authoritative sense of calm that'll be familiar to C- and E-Class drivers. The only downside is a similarly Teutonic firmness over low-speed impacts--when driving around town, speed bumps, potholes, and the like
will make themselves felt.
Interior
In my brief experience with the previous-generation ML, I found that its interior was among its greatest weaknesses. Sure, it had the requisite complement of leather and wood. But the forgettable contours of the dashboard and disappointingly ordinary materials hardly announced that "you'd arrived." And in the luxury-SUV segment, where excess and hedonism rule, this must have cost Mercedes some votes.
Fortunately, the '06 ML suffers none of its predecessor's luxury deficit. In fact, I'd say the new ML's cabin is the nicest of any midsize luxury SUV. Its look is still understated, but it's
modern understated, with a subtle swoopiness to the look of the instrument panel. Moreover, there's a real sense of attention to detail--silvery trim adorns the gauges, vent housings, even the glovebox release. The BMW X5's cabin suffers in comparison, playing to the German stereotype with a sparer, more severe appearance. And while the posh Lexus RX 330 comes closer, even that car's trim feels lighter and less substantial to the touch.
Look up from the dashboard and survey the road, and you'll likely be pleased by the commanding, high-chair view that the ML provides. The dash and doorsills are moderately low--lower than in most European cars, anyway--and the result is a surprisingly bright and airy ambiance. The driving position is refreshingly carlike, too. There's no awkward angle in the steering wheel (unlike the aforementioned RX 330), and you extend your legs out to the pedals, rather than scrunching them up as in some truck-based SUVs.
The ML also shines for seat comfort. Front or back, the cushions are wide, well-bolstered, and firmly supportive, with just enough surface softness to feel plush. There's plenty of space for legs and elbows, too, so four adults shouldn't feel crowded by any means.
That said, the ML's ergonomics aren't always ideal. Specifically, the secondary controls' functions will not be immediately apparent to first-time Mercedes owners. Like many European manufacturers, Mercedes has a fondness for clusters of small, identically-sized buttons--preferably labeled with cryptic abbreviations like "TEL," "SERV," "RPT," and so on. The optional navigation system adds even more clutter. It'll all become familiar with practice, certainly, but if this is a pet peeve of yours, consider a Japanese or American alternative.
Practicality
Like most SUVs, the ML discredits the "utility" portion of its "sport-utility" moniker by failing to offer a third-row seat. This limits passenger capacity to the same five occupants accommodated by any conventional sedan--and frankly, I find that ridiculous in a 4,500 lb vehicle. So, if an extra couple of seats would make your life easier, consider the seven-seat Cadillac SRX, Acura MDX, or Lexus GX 470.
Still, while I find the ML's lack of third-row seating a significant downside, it does leave room for a cavernous cargo area. Its load floor is flat, wide, and fairly low to the ground--the latter point being of special significance to shorter drivers, who could struggle with the tall liftover on most SUVs. And if you need more space, the rear seatback can be folded down in two sections.
Reliability
Since the new ML is in its first year of production, it hasn't had time to rack up a reliability record with consumer advocacy groups--and as far as Mercedes-Benz is concerned, that could be a good thing. Despite the marque's status as a purveyor of high-quality vehicles, its reliability ratings have been in the toilet as of late. Virtually every vehicle Mercedes builds receives the lowest possible rating in the leading consumer publication's reliability surveys--and while that's not necessarily a kiss of death, it's not totally irrelevant, either.
Still, if it's any consolation, the problems that have plagued recent Mercedes are rarely catastrophic--they're mostly limited to faulty trim and electrical failures. Still, if trouble-free operation is important to you, you'll probably be happier with offerings from Acura, Infiniti, or Lexus--especially since Mercedes' parts and service costs are abnormally high.
Overall
So, have Mercedes' recent efforts yielded a more appealing SUV? You bet. The problem with the previous ML--in my opinion--was that it didn't possess the qualities that one buys a Mercedes for. The new one, however, delivers that essential "Mercedes feel," but in a taller, heftier, more ego-augmenting package. It's the same kind of cohesive character that makes the BMW X5 appealing, but with more room, a brighter interior, and a less-busy ride.
Does that make the ML "the one to buy" among luxury SUVs? Well, I wouldn't go quite that far. For one thing, there's the question of reliability. While no conclusive data is out yet--and I certainly can't offer any of my own--shoppers should keep in mind that the potential for trouble is there.
Then there's the issue of Mercedes-Benz's pricing, which is a far cry from GM's "employee discount" desperation. A base ML350 will run you $40,470--the cost of a nicely-equipped RX 330--but you'll be sitting on cloth seats and listening to a single-CD player, with no sunroof or wood trim. Order an option package or two, and you're looking at over $45,000--and if you want the ML500's V8 thrust, you'll need to budget at least fifty grand.
Bottom line? The ML's plush interior, carlike dynamics, and reassuring sense of substance are all good reasons to put it on your SUV shopping list. But don't let it sit there all by itself. Add the Lexus RX 330, and then the BMW X5 and Cadillac SRX. Unless you're coveting the ML's three-pointed star more than anything else, you'll likely find equal merit in one of these rivals--possibly at a lower price.
Feel free to check out my reviews of some of the M-Class's competitors:
BMW X5
Buick Rainier
Cadillac SRX
Jeep Grand Cherokee
Lexus GX 470
Lexus RX 330
CarsBelowInvoic e
