- Doors and Seats
5 doors, 5 seats
- Engine
3.5i, 6 cyl.
- Engine Power
200kW, 350Nm
- Fuel
Petrol (95) 11.5L/100KM
- Manufacturer
4XC
- Transmission
Auto
- Warranty
3 Yr, Unltd KMs
- Ancap Safety
NA
Mercedes-Benz ML350
You want to go where?
It could be argued that the luxury four-wheel-drive is a pointless exercise based on an absurd proposition. Does anybody who buys one take it into the bush?
Of course not. It will get dirty. There's no mobile phone reception and you can't get a latte in Innamincka.
The second-generation M-Class is out to reclaim class leadership and customers, lost mainly to BMW's X5 but also to the Lexus RX330 (now 350), Volvo XC90 and Range Rover Sport.
The 200kW, 3.5-litre V6 ML350, at $79,900, is complemented by the ML320 CDi, which runs a 165kW, 3.0-litre V6 turbo-diesel engine, priced at $82,900.
The 225kW, 5.0-litre V8 ML500 is $116,900.
This M-Class is considerably larger than the original and rides on a unitary construction chassis, rather than the separate steel ladder-frame in the model it replaces.
The greater on road bias (read: more like the X5) is also evident in the absence of a low-range transfer case.
If you want genuine off-road ability in the new M-Class, you pay extra for it as an option - a whopping $10,150 on the ML 350/320.
Mercedes's Off-Road Pro Engineering Package includes adaptive dampers and air spring suspension (already standard on the ML500, so the 4WD option costs $4900; the ML350/320 have conventional steel springs and dampers) with variable ride-height, low-range gearing, underbody protection and lockable centre and rear differentials.
It also has electronic aids such as hill descent control and automatic hold on steep gradients, plus specific settings for anti-lock brakes, traction control, gearshift and accelerator pedal responsiveness.
Pick of the petrol engines is the 3.5-litre V6. It gives away little to the V8 in the breadth and strength of its delivery, is just as refined and uses less fuel.
The V8 produces only 25kW more than the V6, which is neither here nor there as far as on-road performance is concerned.
Its higher torque output (460Nm instead of 350Nm) makes it stronger in the 2000rpm-3000rpm range but the V6 is by no means weak here, or anywhere else.
The V8 is about one second quicker to 100km/h, reaching this mark in 7.4 seconds.
There is no conventional gear lever on the seven-speed automatic. A wand on the right of the steering column performs this function, and all connections are electronic.
It seems weird at first but you soon get used to it. You can change gears manually using buttons on the back of the steering wheel spokes.
Left to its own devices, shifts are nicely segued in Drive, though quick kickdowns require you to push the pedal into the floor.
Dynamics and ride have improved markedly on the new M-Class.
The conventionally suspended ML350 has tidy - in the context of two tonnes - handling at speed and a compliant ride.
It's particularly composed and comfortable on rough country roads.
However, the M-Class is still more ponderous and top-heavy than the rival X5, which remains by a clear margin the best handler in this class.
The air suspension can be set to Sport mode, which produces disciplined body control and flat cornering, albeit with a slightly firm, jostling ride.
Comfort mode is the opposite: soft, loose and sloppy. The Auto setting provides the best ride and handling compromise in 99 per cent of driving conditions.
The ML350/320 use 235/65 tyres on 17-inch alloy wheels; the ML500 gets 255/55 tyres on 18-inch wheels.
A space-saver spare is standard. Local Mercedes management has persuaded its German head office that Australia requires a full-sized spare, which is available an expensive one.
Rack and pinion steering is suitably indirect, though accurate and reasonably tactile for a 4WD.
The brakes, with larger discs on the ML500, are powerful and fade free and the anti-lock works effectively on dirt.
Ground clearance can be raised up to 291mm with the air suspension fitted to the off-road option .
Fit and finish quality in the cabin, much criticised in the original M-Class, are satisfactory here.
The driver faces a bulging, unsubtle American-style dash. As usual, controls on the base versions are easier to navigate than those fitted with the complex, distracting COMAND system with its colour screen.
Driving position adjustability includes long seat-travel, a height and reach adjustable steering wheel and wrap-over rear seat head restraints for clear vision.
On the steering wheel, buttons link to audio and trip computer functions, the status of which is displayed between the instruments.
The driver's seat is typically firm, well padded and supportive.
When it comes to describing upholstery, Mercedes just can't bring itself to use the word vinyl.
It has tried several euphemisms over the years - MB Tex being the most obscure - in a pathetic attempt to hide its stinginess.
"Man-made leather" is standard on the ML350/320. The cow-made variety is - you guessed it - optional.
The ML350 and 320 CDi (diesel) also have front and rear parking sensors, roof rails, rain-sensing wipers, a six-stack CD player, cruise control with speed limiter, automatic air-conditioning, active head restraints and Pre Safe, a crash protection system which automatically tensions the seatbelts when the stability control is activated.
The ML500 adds COMAND with satellite navigation, upgraded audio, power front seats, leather upholstery and separate rear-seat air-conditioning controls.
In the rear, the back-seat cushion is steeply angled, so you sit wedged against the back-rest.
Still, it's comfortable and well padded, with lots of headroom and space to stretch your legs. The three child restraint anchors are on the back of the seat.
Load space is now far greater than the X5.
The long, low floor is easy to load. It is extended by folding the split rear-seat forward and front-seat travel remains uncompromised and the head restraints stay put.
There is a 12-volt outlet and load cover but no net or protective barrier.
The M-Class and X5 comparison is now a close run thing.
The Range Rover Sport and Lexus RX350 are also worth a try before you make a decision.
The X5 and the Lexus take the handling honours on bitumen. Off-road, the Range Rover is unbeatable.
However, all round, at base model ML350/ML320 CDi level, the Mercedes (as a drive and a deal) is now the class leader.
It's polished, powerful, comfortable, spacious and refined.
However, it's difficult to see $35,000 worth of extra value in the ML500 V8, let alone $10,000 for the Off Road Pro Engineering Package option.
Only a German car company could have the audacity to sell you a 4WD, then charge you another $10,000 for the bits that actually allow you to take it off-road.