All three of these new Mercedes vehicles not only share the same Alabama plant, but also a new unibody platform. Shedding the ol' body-on-frame configuration, using high-strength steel for two-thirds of the unibody, and moving to a space-saver spare reduces the new M-Class' curb weight by 50 kilograms.
As much as I like this V6 in the new SLK 350, with 268 horsepower and 258 pound feet torque that arrives early at 2,400 rpm, plus seven speeds in the transmission at your disposal, it works just as well in its application in the new M-Class.
Creating space for two large cup holders and a future BMW iDrive-like system, Mercedes has moved the transmission's gear selector to a steering column wand. Similar to BMW's solution with their 7 Series, you press down on the end of the wand for Drive, up for Reverse, and in for Park.
What makes this system acceptable as a driver is that every M-Class comes standard with buttons on the back of the upper steering-wheel spokes that allow up and downshifts without taking your hands away from the preferred "ten and two" position. And like the previous Mercedes Touch Shift five-speeder, the seven-speed transmission will skip up to four gear ratios if necessary to downshift. Too bad the tranny still upshifts at the 6,400 rpm redline, whether you asked for it, or not.
Although proportionally similar to the first generation M-Class, the new car's wheelbase has grown by 93 millimetres. Combined with a new control-arm front and four-link rear suspension systems the new M-Class has vastly improved ride and handling.
Even at elevated speeds, the cabin is E-Class-quiet. The new M-Class is a true pothole-killer, but the compromise is that on twisty back roads, the body bobs and weaves like a contestant from The Contender. The steering is slow, woolly and numb; despite the SLK mill, don't expect SLK on-road acrobatics.
Admittedly, the morning's ML 350 did not come equipped with the optional height-adjustable Airmatic suspension package. However, the ML 500 we
also drove later in the day did, and the package's speed-sensitive power steering, air springs, and three-way adjustable dampers improves road bahaviour considerably for those who love to drive. You still get the slow steering, but the added weight of the V8 gives some heft to the tiller. Set Airmatic to Sport and the electronically adjustable shocks give the suspension a more buttoned-down feel. Compared with a BMW's X5 4.4i, the ML500 has more torque hauling less avoirdupois which means Mercedes' under-seven-second 0-to-100 kilometres per hour assertion seems credible.
Want a faster M-Class?
If you can keep your chequebook in-hand long enough, Mr. Ylanko says a future, full-blown AMG M-Class with a naturally-aspirated 6.3-litre V8 and over 500 horsepower will supply "similar characteristics, but more impressive" than the last supercharged ML 55 AMG.
Need a more fuel-efficient M-Class?
During this event, President and CEO of Mercedes-Benz Canada, Marcus Breitschwerdt, went on record saying, "We are very much a promoter of diesel engines. In addition to our existing smart fortwo CDI and E320 CDI, expect a future M-Class with diesel power as well."
As much as I like this V6 in the new SLK 350, with 268 horsepower and 258 pound feet torque that arrives early at 2,400 rpm, plus seven speeds in the transmission at your disposal, it works just as well in its application in the new M-Class.
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| 2006 Mercedes-Benz M-Class (photo: John Leblanc, straight-six.com) |
What makes this system acceptable as a driver is that every M-Class comes standard with buttons on the back of the upper steering-wheel spokes that allow up and downshifts without taking your hands away from the preferred "ten and two" position. And like the previous Mercedes Touch Shift five-speeder, the seven-speed transmission will skip up to four gear ratios if necessary to downshift. Too bad the tranny still upshifts at the 6,400 rpm redline, whether you asked for it, or not.
Although proportionally similar to the first generation M-Class, the new car's wheelbase has grown by 93 millimetres. Combined with a new control-arm front and four-link rear suspension systems the new M-Class has vastly improved ride and handling.
Even at elevated speeds, the cabin is E-Class-quiet. The new M-Class is a true pothole-killer, but the compromise is that on twisty back roads, the body bobs and weaves like a contestant from The Contender. The steering is slow, woolly and numb; despite the SLK mill, don't expect SLK on-road acrobatics.
Admittedly, the morning's ML 350 did not come equipped with the optional height-adjustable Airmatic suspension package. However, the ML 500 we
 |
| 2006 Mercedes-Benz M-Class (photo: John Leblanc, straight-six.com) |
Want a faster M-Class?
If you can keep your chequebook in-hand long enough, Mr. Ylanko says a future, full-blown AMG M-Class with a naturally-aspirated 6.3-litre V8 and over 500 horsepower will supply "similar characteristics, but more impressive" than the last supercharged ML 55 AMG.
Need a more fuel-efficient M-Class?
During this event, President and CEO of Mercedes-Benz Canada, Marcus Breitschwerdt, went on record saying, "We are very much a promoter of diesel engines. In addition to our existing smart fortwo CDI and E320 CDI, expect a future M-Class with diesel power as well."