What’s it like?
Our test car was Mercedes’ 255bhp V6 diesel model fitted with air suspension. Although a way off the three-hundred horses of BMW’s most powerful six-cylinder diesel engine, it beats the lesser X5 3.0d on power, torque and emissions, likewise an Audi Q5 3.0 TDi and a like-for-like VW Touareg.
Wider, longer and lower than the car it replaces, the new ML looks much less like a conventional tall 4x4 than either of its predecessors on first inspection. Its styling is neat enough and well resolved, if a little conservative. Merc’s design department should have been bolder if they really wanted to endear the car to a younger audience.
Inside, the ML’s a spacious machine with a distinguishing aura of tactile quality and material sumptuousness. In lavishly equipped models, its standards in material specification and finish approach those of a current Range Rover even. The car’s primary ergonomics are good in the main, although you’re aware of a wide transmission tunnel and a slightly off-centre steering column – compromises made to accommodate the car’s heavy duty four-wheel drive system and its long-travel air suspension. In the rear there’s generous head-, shoulder- and legroom too, although entry for taller occupants is a little more tricky without clouting your head.
Mechanical refinement in the new ML is absolutely top drawer. Merc’s ‘noise, vibration and harshness’ specialists compared the new car to the old one, as well as to its German opposition, during development. They say they found even the outgoing M-class to be quieter than a current X5, Touareg and Cayenne. The new ML is quieter still, with a large, thick magnesium sound-deadening front bulkhead, triple-sealed windows and doors, and a pioneering aerosol-based spray-on NVH insulation applied at key NVH ‘hotspots’ on the car’s body-in-white.
Even at autobahn speeds you’ll hear very little road or wind noise for such an upright car. Rolling refinement is good, although not quite in the same league. Over smaller surface disturbances you can feel the consequences of Mercedes’ decision to aim for a stiffer chassis compromise than in previous MLs; the new car rides well, but not with as much compliance as the very smoothest SUVs. The occasional sharp ridge thumps through the air suspension’s shock absorption, too.
Without Mercedes’ active anti-roll bars, the car has the traction and body control to compare favourably with most of its rivals – but with the ‘Active Curve System’ it really is remarkably responsive, grippy and composed. Mercedes demonstrated the system on a tight handling course, with one ML following another at close quarters. Although journalists weren’t permitted to drive, as passengers we watched as the cars remained almost completely upright when thrown around the twisty circuit, seeming all-but-immune to understeer as well as pitch and roll.
It was an impressive display, although it remains to be seen how much the active roll-bars will affect the consistency of the car’s steering weight. Without ‘ACS’ and rolling on optional 19in alloys, the ML’s steering isn’t perfect anyway, lacking a little in natural feel and consistency. That said, Mercedes’ electromechanical power assisted setups are still in their infancy. Given the company’s habitual drive towards continual improvement, they could become much better before this ML is halfway through its lifecycle.
Should I buy one?
Mercedes UK has yet to confirm on-the-road prices for the new ML, but assuming they’re commensurate with the outgoing car, the new one will be a very recommendable machine indeed.