Mercedes M Class review (12/09/12)
Some cars take more getting used to than others and the M-Class is one. Even for experienced drivers, it takes time to assimilate a machine’s characteristics and learn what it is capable of. There are more technological variables today, particularly at the luxury end of the market. The M-Class is a case in point.
Famously, the late Ronnie Peterson, Swedish Formula 1 driver, was, unusually for a top-line racer, unable to set up a car for different circuits and his engineers teased him by changing his settings from one practice session to another, and watched in awe as ‘Mad Ronald’ lapped the car at the same pace as on more favourable settings.
His genius was that he could drive around any problem. It is possible to overcome a car’s shortcomings by being a very talented driver, but for the more modestly blessed of us, a dog of a car is always going to be just that: a dog. So it was with the original M-Class, unveiled in 1997 and recognised as a poor contender in the luxury SUV segment — particularly when compared with the BMW X5, which broke the mould by providing car-like handling in a 4x4.
But the M-Class was built in America for Americans and did not deliver ride and handling characteristics acceptable to Europeans. It was a dog.
Two generations of the M-Class later and the picture has changed radically. Mercedes, not slow to recognise its own shortcomings, realised they would become a laughing stock if they did not remedy the matter. The third generation M-Class is light years ahead of its predecessors, even if it takes a little while to appreciate its
sophistication.
We tested the ML250 CDI in BlueTEC 4MATIC guise and I initially was not impressed. It seemed huge here on Irish roads and the car wallowed into, and out of, corners with undue enthusiasm. It did not feel taut and controlled, as an X5 or a Porsche Cayenne might.
Thus, my initial impression of the M-Class as a driving experience I’d be willing to forget was proved wrong with a little time and patience.
Once I calmed down and got on the same wavelength as the car, once I had a real feel for what it was doing, I realised it was a much better driving prospect than I had thought. The car made much more sense.
Because of the M-Class’s weight and bulk, the cornering weight transfers could be terrifying if I reacted with swiftness, as I normally do in terms of steering input. However, if I rolled with it and allowed the car its head, it surprisingly became more pliant and workable.
Sure, it will feel like a mobile jelly on a plate, but its grip levels are excellent and provide loads more traction than the seat of your pants might be telling you. It is very curious and more than a little unconventional by the standards of the segment. But, once I got into the swing of things, it really was a lot more rewarding than I could have imagined.
On the engine front, it’s not so long ago that a 2.1-litre turbodiesel engine would have seemed weedy in the context of powering a car this size, but with some 150 kW (201 bhp) on tap, as well as some 500 Nm of torque, this machine is far from shoddy on the grunt front. A top speed of 210 kph and a nine-second, 0-100 kph time
illustrate the point well.
And, although the official consumption figure over the combined trip is between 6 and 6.5 l/100 km, which is well over 40 mpg, you should not be too disappointed with the figure in the high 30s, which it will realistically return.
Mercedes has done its customary job in terms of build quality and finish, and the specification of the test car — 7G-TRONIC gearbox, 19”
alloys, leather upholstery, high-tech air con, LED lights and a raft of other stuff — added only 8,000 to the overall cost.
That is something BMW and Audi could well do with taking on board, especially given how expensive anything is to add on to their machines.
The M-Class will probably not find too much favour with those who prefer their SUVs to have a large dollop of hot hatch DNA in them.
But Mercedes has correctly arrived at the conclusion that not everyone is of that mien, and, accordingly, they have come up with a car that will very easily please those for whom
motoring should be a relaxed and comfortable experience.
I honestly never thought I’d be saying these things about the car, especially after my initial acquaintance with it.
But this thing really grew on me and I’m only too glad I had the extra time with it to realise that fact.
TWO very important new cars will be arriving on our shores before the end of the year, including the seventh generation of the incomparable Volkswagen Golf and the latest version of Ford’s hugely successful Fiesta.
First up is the Golf, which will come to Ireland this December, in time for Jan 2013 sales. Over 29m Golfs have been sold worldwide and here the Golf is Volkswagen’s best-selling model.
The new Golf is said to be safer, more comfortable and more spacious than the previous model. It is also up to 100kg lighter and, in the case of the new 140bhp petrol engine that features cylinder deactivation and a combined fuel consumption of just 4.8l/100km, it is up to 23% more fuel efficient.
Conceptually, the new Golf is based on what is called the Modular Transverse Matrix. This means everything was redesigned — from the body and powertrain to the interior, as well as all information and entertainment systems.
At 4,255mm long, it is 56mm longer than its predecessor and, with a 59mm longer wheelbase of 2,637mm. The front wheels are 43mm further forward to improve the interior space, while the new car is also 13mm wider and 28mm lower than the car it replaces.
Volkswagen developed two entirely new generations of engines for the Golf that offer a power range from 85bhp to 150bhp. All engine versions are equipped with a standard stop/start system and battery regeneration, which contribute towards improved fuel economy. The common rail diesel engine with 105bhp which is expected to be the biggest-seller, only consumes 3.8 litres of fuel per 100 km, equivalent to CO2 emissions of 99g/km.
Specification levels and pricing will be released closer to the on-sale date.
For its part, the new Fiesta will deliver an advanced package of
technologies including voice-activated in-car connectivity system Ford SYNC, Active City Stop and the European
debut of MyKey. It will also be equipped with the acclaimed 1litre
EcoBoost petrol engine to deliver
expected best-in-class fuel economy.
The Fiesta’s face is dominated by a trapezoidal front grille, bracketed by laser-cut headlamps with daytime
running lamps that use LED technology, and features a power-dome bonnet design. The redesigned Fiesta also has a totally new interior.
Fiesta follows Ford’s approach of democratising technology and will be unique among its European competitors in featuring Active City Stop, a
system designed to help drivers avoid low speed collisions.
Ford SYNC in-car connectivity system delivers an unprecedented level
of connectivity, enabling owners to voice-activated phone calls and music selection from devices connected via Bluetooth or USB. The SYNC system includes Emergency Assistance,
which directly connects the vehicle
occupants to local emergency services operators after an accident, in the
correct language for the region.
It will also feature the European debut of segment-first MyKey, which will enable parents in particular to encourage safer driving and limit their teenager’s exposure to risk at the wheel.
The system allows owners to configure maximum speed and audio volume
limits. It also ensures driver aids, safety systems and more vigorous alerts
cannot be deactivated when used.
Ford will reveal more details about the Fiesta at the Paris Motor Show.
