2006 Mercedes ML Review

Specifications

Now Thats More Like It

Mercedes-Benz has a long tradition of building top-tier luxury passenger cars, but few Americans realize just how deep its truck and sport utility heritage goes. Most have probably seen one of the brands utilitarian two-box G-wagons on the road, a design that, in production trim at least, dates back some 27 years to a time when the term sport utility hadnt yet been coined and those less fortunate to have imported a Gelandewagen from Germany or some other country outside of North America, where the trucks were sold, would have been tooling around the woods in a Chevy Blazer K5, Ford Bronco, International Scout, Toyota Land Cruiser, or more than likely just an old pickup truck with four-wheel drive. Take a gander to Europe and youll notice Mercedes is as revered for industrial-duty utility as it is for luxury, with three-pointed star highway trucks joining DAF, MAN, Volvo, Iveco and others. Truly, Mercedes-Benz is no stranger to roughing it.

The ML, when introduced in 1997 as a 1998 model, broke some longstanding M-B 4×4 rules, however, as it wasnt a true off-road vehicle, but more of a light-duty dirt-road capable crossover. It was amongst the first luxury-nameplate SUVs anywhere, Range Rover, Lamborghini LM002,  Laforza Prima and that one-off Bentley Dominator aside, and despite a bad bout of reliability problems when first introduced it acquired a strong and loyal following.

With reliability no longer as much of an issue, being that Mercedes-Benz has thrown vast resources at pulling its entire brand out of the J.D. Power doldrums so that its no longer hanging out in the Vehicle Dependability Study (VDS) basement with the bottom-10 crowd (although Lexus, at number one overall its not), those considering a new ML can lay the money down without as much concern, and there are plenty of reasons to want to buck up for what I believe is one of M-Bs best products, and one of the best crossover SUVs in the segment period.
Thats a seriously bold statement, I know, but being that I may have been a bit too honest in my criticisms of some other M-B vehicles, the B- and R-Class specifically, I owe it to all our Mercedes-Benz fans to be brutally truthful about the ML too. Where the B and R failed my value (for the former) and family livability (for the latter) tests, the ML passed both with grace and composure, hauling family, friends and colleagues around town in comfort and with verve, never causing problems in parking lots, responding to throttle input with enthusiasm while turning winding country roads into playgrounds for the privileged, plus all the while looked good doing so.

It really is a nice looking vehicle. Where the previous model was upright in its stance, almost formal yet somehow, at least from behind, a little too minivan, and therefore “soccer mom” in its appearance for complete SUV status, the new model is curvaceous and muscular, much more masculine and therefore, to me at least, much more appealing. Possibly M-Bs bold new fender flares work best on the ML, combining a sense of ruggedness with a sporting quality few crossover SUVs pull off; Mazdas new CX-7 being one of the genres better designs. Yet where the Mazda is elegantly styled and lives up to its sporty pretensions, even non-car people know that its wing-like “M” logo cant, and for that matter isnt even trying to live up to the Mercedes-Benz heritage.

That heritage can best be appreciated inside the new ML, where Mercedes has done an especially good job combining high quality materials with refreshingly elegant design. I havent always been impressed with the interiors of three-pointed star vehicles, some of the trim on the G-wagon being laughable considering its outrageous price, and generally, surfaces in the unseen areas of others, such as under various armrests within its cars center consoles, where, instead of a luxurious velvety lining, as is the case with some of its competitors, many Mercedes-Benz models are simply coated in hard, shiny, black plastic. Although the ML isnt perfect, and what vehicle is, it targets its segment perfectly in that it delivers one of the best executed interiors, with extremely comfortable seats at all positions, impressive space optimization and, overall, a warm and inviting ambience that, lets face it, isnt typically German.

But maybe this last point isnt fair. After all, Ive had a number of extremely warm and inviting Mercedes-Benz models in my possession, going back a few years, mind you. I particularly enjoyed a 72 280 SEL, an extremely nice car to while away the hours, replete with comfortable “pleather” and real wood trim, chrome accents and, best of all, performance that belied its rather diminutive drivetrain; considering the size of the car at least. Truly, of all the Teutonic brands, Mercedes-Benz follows traditions closest, which is a good thing when it comes to staying true to its adherence to safety-first principles.

About a year and a half ago I was attending a DaimlerChrysler symposium in Washington, DC, and as part of the proceedings we were bussed (on a DCX-built Setra no less) out to Relay field to experience some hands-on drive- and passenger-time in various DaimlerChrysler products; Chrysler Group (Chrysler, Dodge and Jeep), Mercedes-Benz, and even Freightliner vehicles. During one of the tests, I rode shotgun as a Mercedes engineer demonstrated the talents of his new creation; PreSafe. While attempting to throw the ML out of control, what I soon found out would be a difficult task considering the many electronic driving aids onboard, the glass sunroof and side windows automatically closed, my seatback, which had been purposely set to the recline position, pulled itself forward and the brakes were applied with brutal, albeit composed force to bring the SUV to an immediate halt. There I found myself in the safest possible position, my body literally prepared for impact and, fortunately this only being a test, ready to be absorbed by one of Mercedes other inventions, the airbag. That a car can now think to deploy an airbag is impressive enough, but add to that brains enough to induce braking power mid-corner, rearrange my seating position and simultaneously close all the open orifices was a dramatic example of just how far weve advanced as a species, thanks to engineers preoccupied with saving hard to come by and therefore precious Mercedes-Benz owners… and future owners… their children.

It was with this knowledge that I took to the road in the first production-spec 2006 ML that came into my hands, trusting that while it may not necessarily be Lexus-reliable, it at least would be one of the safest vehicles available (Id be remiss to not mention that Lexus also has a system similar to PreSafe, so rest assured Lexus owners). Where the Lexus RX 330, and now RX 350 doesnt particularly stir my emotions, however, the new ML does, resulting in a thoroughly enjoyable tromp up my regular test route; a hairpin-curve laden mountainside drive to a local ski resort.

The ML felt more like an SLK than an SUV as it dealt with the roads ridiculously tight corners and unceremoniously unannounced dips, dives, blips and bumps, thoroughly engaging me in the driving process and then leaving me fully impressed at its deft ability. I dont think it would keep up to an Infiniti FX35 if in a dead heat, and possibly BMWs X5 may have the edge, but the Mercedes goes about its sporting duties with a rarified dignity; a comfortable, composed ride that the others dont quite achieve. And while I love to push the barriers of an automobiles engineering, various long-term testers have taught me that a certain amount of cosseting is endearing day in and day out.

To that end the ML is ultra-smooth, not only in suspension, but also when it comes to power delivery. Its seven-speed automatic transmission, currently the most prolifically geared (if those two terms can be used together) conventional transmissions in production, delivers an almost CVT-like liquidity, making shift changes, which can be actuated via two well-placed paddle-like buttons on the rear spokes of the steering wheel, and initially needs to be coaxed into Drive by toggling a short, BMW-like gear lever attached to the steering column, hardly noticeable under normal, relaxed driving. When putting the power down it comes alive, not with neck-snapping, back-slapping aggressiveness, but rather with methodically quick shifts; each optimizing the 3.5-liter V6s 268 horsepower (at 6,000 rpm) and 258 lb-ft of torque (at 5,000 rpm) thanks to shorter intervals and therefore more time spent within the engines strongest rev range, or sweet spot. As I havent yet tested the V8 in the ML500, I cant say much about it other than more power could hardly be a bad thing - less the negative effects at the pump. The ML350, on the other hand, was hardly a gas guzzler during my sojourn, delivering fuel consumption results just slightly thirstier than its EPA ratings of 16 mpg in the city and 20 mpg on the highway. Not bad at all.

Unseen and not needing any driver involvement to instigate, the MLs standard all-wheel drive system is fully capable of remedying slippery road surfaces. As I said previously, without the truck-like four-wheel drivetrain its G-Class sibling enjoys, its off-road adventures need to be tamed, but due to an effective ABS/traction control-based all-wheel drive system, plus Hill Decent Control (HDC) and Electronic-Brake Force Distribution (EBD), it can slog through mud and muck, snow and sludge with ease. With a more rugged set of tires and the optional air suspension system, I think it would be a fairly decent off-roader, but keep in mind that there are reasons why the G-wagon is so effective when mere mortal vehicles might otherwise be bogged down in the mud pits of despair, two of which are locking center differentials and a bull-low range of gears.

Due to its all-round excellence, the ML350s base price of $39,750 is easily justifiable, but then again, load that vehicle up with more options than can be had on most if not all of its competitors and the price skyrockets to $77,965 (not including all accessories). And Im not talking about the ML500. Tack on the extra packages and stand alone features to this models $48,500 base price and youll be on your way to the six-figure mark, to $85,055 (not including all options). Yes, thats a lot of money for a midsize SUV, but nevertheless, its a mighty impressive machine that I cant help but recommend. And once again, you dont need to break $80K to acquire an M-B SUV that will continue to pay dividends well into its three-year lease. No, the base model comes well equipped and delivers the same high quality experience as the top-line M-Class; it would surely be my choice in the ML lineup. And, I should add, in the midsize crossover-SUV class, the ML 350 would be my choice overall. Yes, its that good.