Mercedes Mmm Class

Bigger, faster, more stylish and aerodynamic, the Mercedes-Benz ML500 is one gorgeous SUV

by Charles DuBow

Editor's Rating:

The Good: Beautiful styling; better reliability; more fun to drive

The Bad: Gets lousy gas mileage; no third row; gear shifter takes getting used to

The Bottom Line: Mercedes nails it with the ML500 but poor fuel economy hurts sales

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When Mercedes introduced its first SUV, the M Class, in 1997, many people were disappointed. Even though it debuted with some impressive technological achievements, such as stability control and side airbags, there were problems with initial quality. It was boxy. It didn't feel enough like a luxury vehicle, let alone a Mercedes. But it became the third-best-selling Mercedes model in North America, after the C Class and the E Class.

For 2006, Mercedes completely redesigned the M and finally transformed it from an ugly duckling into a swan-like SUV. Fit and finish are vastly improved. Reliability issues appear to have been ironed out. The second-generation M has a new unibody platform, double-wishbone front suspension, four-link rear suspension, and a coefficient of drag of 0.4. It is longer, wider, and 0.4 inches lower than the old model.

In addition, new features include an electronically controlled seven-speed transmission, optional Active Curve-Illuminating Bi-Xenon headlights, an adjustable-height air suspension, standard all-wheel drive, and electronic traction control with downhill driving aid and Hill-Start Assist.

But best of all, it looks smoking hot.

This is really one beautiful SUV. With its streamlined, aerodynamic styling and more aggressive grille, the all-new M finally looks like a Mercedes. The company spent $600 million retooling the Vance (Ala.) factory where the M Class and the new R Class are both built, and judging by the results the money was well spent.

Or was it?

In spite of its dramatic improvement, the M Class is still a big—though not that big—gas-guzzling SUV. The ML350 version with a 3.5-liter V6 engine gets only 16 mpg in the city and 20 on the highway. But that seems practically parsimonious when compared to the faster and more expensive ML500, whose 5.0-liter V8 gets only 14 mpg in the city and 19 on the highway.

Largely because of this poor fuel economy, instead of being a sales smash with affluent consumers, it stalled. Year-to-date, sales of the M Class are down 10.3%, which is terrible given that probably many potential customers put off buying last year because they were waiting for the new model. And while Mercedes announced that they had the best August sales month ever—20,602 new vehicles, an increase of 6.9% over last August—that was largely based on the strength of the S Class (which soared 105.9%) and the SLK. Every other model declined for August.

The M Class doesn't deserve such treatment, but the fact is that it just burns too much gas. The BMW X5 gets better gas mileage, as does the Volvo XC 90. In fact, even a behemoth such as the 2007 Chevy Suburban, with its new Vortec 5.3-liter V8, gets comparable gas mileage, with more space and at a lower price.

BEHIND THE WHEEL.

If only one could forget about gas price when driving the M Class—and many of the people who can afford one probably worry less about paying more for gas than most—it would be an unalloyed pleasure.

Not only are the ML350 and the ML500 more powerful than their predecessors but they also have better handling. The $43,455 ML350 comes with a 3.5L, 24-valve V-6 with 268 hp @ 6,000 rpm. The $49,975 ML500 has a more powerful 5.0L, 24-valve V-8 that kicks out 302 hp @ 5,600 rpm, and, because of the heavy weight of the M Class, 339 lb-ft of torque @ 2,700. In fact, given the ML350's 4,705 lbs., the V6 feels almost sluggish, although it is a big improvement over the old SOHC 18-valve six.

That also translates to 0 to 60 mph speeds of 7.9 seconds for the ML350 and 6.7 seconds for the ML500.

Mercedes used the M Class to introduce its 7-seven speed electronically controlled automatic transmission. The steering-wheel-mounted shifter provides the normal range of Park, Reverse, Neutral, and Drive, but it also lets drivers manually downshift and allows upshifts using rocker buttons on the wheel.