The first M Class, which was in production from the 1998 model year through 2005, was one of the first midsize luxury SUVs from a prestige brand. Based on a truck chassis, the new SUV premiered as a six-cylinder equipped ML320 and an eight-cylinder ML 430. First built in Austria and later in Alabama, the M-Class vehicle was the first in its class to offer electronic stability control, and with a plethora of airbags, it earned high marks for safety. Unfortunately, it did not win high marks for quality, with many fit and finish problems reported. A diesel version was sold in states where emission standards didn't exclude it.
The second-generation of the M Class, which first appeared during the 2006 model year with ML350 and ML500 nameplates, was an entirely different brand of Benz. Built on a passenger-car-like unitized body/chassis unit, it was both lighter and more rigid. Consequently it was far more nimble on twisty bits of road than the earlier vehicle, and its ride was much improved as well. The cabin, previously rather spartan for an M-B, was now tastefully trimmed with wood and aluminum. More importantly, the quality problems that beset the first version were resolved in the redesign of the vehicle and an updating of the manufacturing plant
Today, the range includes four models. The standard gasoline-engine vehicles are the 268-horsepower V-6-equipped ML350 and the 382-horsepower V-8-powered ML550. For those who wish to get as fuel frugal as possible in an M-B SUV, there's the ML320, which comes with a clean and quiet blueTEC diesel. For those who aren't particular about fuel economy but want to get to junior's soccer game as quickly as possible, there's a 503-horsepower ML63 AMG super SUV. That kind of oomph can make a sport utility vehicle live up to the sporty part of its name.
While SUVs overall have taken a bad rap in the press, the midsize Mercedes M Class offers a combination of luxury, style and prestige that is difficult to match with any other midsize SUV.
The second-generation of the M Class, which first appeared during the 2006 model year with ML350 and ML500 nameplates, was an entirely different brand of Benz. Built on a passenger-car-like unitized body/chassis unit, it was both lighter and more rigid. Consequently it was far more nimble on twisty bits of road than the earlier vehicle, and its ride was much improved as well. The cabin, previously rather spartan for an M-B, was now tastefully trimmed with wood and aluminum. More importantly, the quality problems that beset the first version were resolved in the redesign of the vehicle and an updating of the manufacturing plant
Today, the range includes four models. The standard gasoline-engine vehicles are the 268-horsepower V-6-equipped ML350 and the 382-horsepower V-8-powered ML550. For those who wish to get as fuel frugal as possible in an M-B SUV, there's the ML320, which comes with a clean and quiet blueTEC diesel. For those who aren't particular about fuel economy but want to get to junior's soccer game as quickly as possible, there's a 503-horsepower ML63 AMG super SUV. That kind of oomph can make a sport utility vehicle live up to the sporty part of its name.
While SUVs overall have taken a bad rap in the press, the midsize Mercedes M Class offers a combination of luxury, style and prestige that is difficult to match with any other midsize SUV.
At about twice the cost of a base ML350, the ML63 AMG requires a big outlay to enjoy its prodigious power and exclusivity. The 5.5-liter twin-turbo V-8 makes 516 hp and 550 hp with the optional Performance package. It’s quick, yet isolates driver and passengers from the sensation of speed; the handling limits arrive with little notice. Luxurious finishes befit its price, coddling occupants in leather and wood. Aside from a deliciously mean exhaust note, the ML63 performs with hushed composure.
All vehicles—AMGs included—have their compromises and shortcomings, but Mercedes-Benz’s performance arm is on a basic philosophical plane that we very much admire: If a vehicle exists, cram more motor into it. Small, medium, and large sedans? (Plus another medium with a different roofline?) Check. Coupes? Check. Roadsters? Check. SUVs? Check. Thirty-three-year-old military vehicle? Check. Crazy-ass luxury minivan? Check. The German powerhouse hit its stride over the past five years, stuffing a 6.2-liter V-8 of its own creation into a wider variety of Mercedes-Benzes than have ever worn the badge of Aufrecht, Melcher, and Grossaspach at one time. Then, in the name of efficiency, the brand ditched that motor in favor of a 5.5-liter twin-turbo V-8. In doing so, AMG dropped not one horsepower and stumbled onto 185 more lb-ft of torque than its suddenly sleepy-looking 6.2 had in its strongest form. (We will for now ignore the new engine’s acoustic deficiency.)
Currently, the M157 twin-turbo is available in seven different Benzes. Its output varies among them. The ML tested here with the optional Performance package makes 550 hp and has its twist capped at 560 lb-ft. The latter, need we remind you, is still more than in any other SUV on the market. That prodigious output thrust the 5285-pound ML seen here to 60 mph in 4.2 seconds, to 100 in 9.8, and through the quarter-mile in 12.6 at 113 mph. Given enough space, it’ll stretch its legs all the way to a governor-limited 175. (Because you and that small herd of goats you’re hauling would otherwise want to go faster.)
Faster Than We Can Count
Although the turbos muffle some of the sound of small explosions happening as many as 480 times a second, the ML was never the most vocal AMG. Its engine is, however, a very smooth device for combusting gasoline at such a furious rate. With max torque available from 2000 rpm to 5000 and horsepower peaking at 5750, the ML driver experiences one long pull from stationary to “Well, Officer, I honestly had no idea I was going that fast. The baby (goat) didn’t even wake up!” The ML63 AMG does execute fluttering burps on upshifts and some mild spitting on downshifts and overrun, though, so that those who wish they’d instead bought an E63 AMG wagondon’t trade in their M-classes immediately.
In spite of their similar outputs, performance, and cost, these two two-box AMG “63” vehicles are quite different. Whereas the E63 wagon engages its driver, the ML—redesigned for this year—takes more of an “are we there yet?” approach to its limits. Unlike a haggard parent repeating, “Yes, yes, now please stop cattle-prodding your sister,” though, the ML pilot hasn’t a clue how close he is to the limit until he’s there. As the threshold nears, communication dies down significantly. The steering never says much, there’s little roll, and the tires are quiet right up until they’re yowling in understeer. Well, maybe there’s a little more vocal warm-up, but coddled inside the serene interior, you’ll never know. The ML63 isolates the driver from the sensation of speed in a way that is unique to Mercedes-Benzes and perhaps perfected in this particular one.
Money Buys AMGs. Ergo, Regarding Happiness…
Still, is all that a fair return on an investment of more than $100,000? A base ML starts at $49,865; the ML63 demands a minimum contribution of $95,865. With $6550 for the AMG Performance package (without it, you only get an embarrassing 518 hp and 516 lb-ft, and you won’t have a carbon-fiber engine cover), $1600 for piano-black trim, $1970 for a rear entertainment system, $1610 for 21-inch wheels (surprisingly, they don’t destroy the ride), and a few hundred apiece for the Diamond White paint and heated rear seats, the example tested here totaled $109,010. It seems a little silly, given that that amount would buy you a base Porsche Boxster and an ML350, but we’d be willing to bet that many AMG buyers already have a Boxster (or Corvette or Lotus or M3 or…) sitting next to the space reserved for the new ML. Why not make that ML an AMG? We can’t fault buyers there.
Currently, the M157 twin-turbo is available in seven different Benzes. Its output varies among them. The ML tested here with the optional Performance package makes 550 hp and has its twist capped at 560 lb-ft. The latter, need we remind you, is still more than in any other SUV on the market. That prodigious output thrust the 5285-pound ML seen here to 60 mph in 4.2 seconds, to 100 in 9.8, and through the quarter-mile in 12.6 at 113 mph. Given enough space, it’ll stretch its legs all the way to a governor-limited 175. (Because you and that small herd of goats you’re hauling would otherwise want to go faster.)
Faster Than We Can Count
Although the turbos muffle some of the sound of small explosions happening as many as 480 times a second, the ML was never the most vocal AMG. Its engine is, however, a very smooth device for combusting gasoline at such a furious rate. With max torque available from 2000 rpm to 5000 and horsepower peaking at 5750, the ML driver experiences one long pull from stationary to “Well, Officer, I honestly had no idea I was going that fast. The baby (goat) didn’t even wake up!” The ML63 AMG does execute fluttering burps on upshifts and some mild spitting on downshifts and overrun, though, so that those who wish they’d instead bought an E63 AMG wagondon’t trade in their M-classes immediately.
In spite of their similar outputs, performance, and cost, these two two-box AMG “63” vehicles are quite different. Whereas the E63 wagon engages its driver, the ML—redesigned for this year—takes more of an “are we there yet?” approach to its limits. Unlike a haggard parent repeating, “Yes, yes, now please stop cattle-prodding your sister,” though, the ML pilot hasn’t a clue how close he is to the limit until he’s there. As the threshold nears, communication dies down significantly. The steering never says much, there’s little roll, and the tires are quiet right up until they’re yowling in understeer. Well, maybe there’s a little more vocal warm-up, but coddled inside the serene interior, you’ll never know. The ML63 isolates the driver from the sensation of speed in a way that is unique to Mercedes-Benzes and perhaps perfected in this particular one.
Money Buys AMGs. Ergo, Regarding Happiness…
Still, is all that a fair return on an investment of more than $100,000? A base ML starts at $49,865; the ML63 demands a minimum contribution of $95,865. With $6550 for the AMG Performance package (without it, you only get an embarrassing 518 hp and 516 lb-ft, and you won’t have a carbon-fiber engine cover), $1600 for piano-black trim, $1970 for a rear entertainment system, $1610 for 21-inch wheels (surprisingly, they don’t destroy the ride), and a few hundred apiece for the Diamond White paint and heated rear seats, the example tested here totaled $109,010. It seems a little silly, given that that amount would buy you a base Porsche Boxster and an ML350, but we’d be willing to bet that many AMG buyers already have a Boxster (or Corvette or Lotus or M3 or…) sitting next to the space reserved for the new ML. Why not make that ML an AMG? We can’t fault buyers there.
Measure Thickness of the Brake Pads
Measurement possible at the front axle with floating caliper brake system on
^ Model 164,169, 203, 204, 207, 212, 209, 245, 251
Measurement possible at the rear axle with floating caliper brake system on
^ Model 164, 204, 207, 212, 216, 221, 230, 251
Where possible measurement to be at front axle with 6piston and rear axle with 4piston fixedcaliper brake system on
^ Model 204, 209, 212, 230
1
Position slide (1) on the drive plate (2).
Before each measurement position the slide (1) on the drive plate (2) in order to avoid measurement errors!
Measurement possible at the front axle with floating caliper brake system on
^ Model 164,169, 203, 204, 207, 212, 209, 245, 251
Measurement possible at the rear axle with floating caliper brake system on
^ Model 164, 204, 207, 212, 216, 221, 230, 251
Where possible measurement to be at front axle with 6piston and rear axle with 4piston fixedcaliper brake system on
^ Model 204, 209, 212, 230
1
Position slide (1) on the drive plate (2).
Before each measurement position the slide (1) on the drive plate (2) in order to avoid measurement errors!
Measurement on front axle without test gauge adapter (011) on vehicles with test bores
2 Insert measuring drift (3) in the test bore of the brake lining carrier at the outer brake pad (4).
3 Position the brake pad check gauge (010) on the brake lining carrier so that red ring (5) lies on flat.
4 Remove brake pad check gauge (010) and read off thickness of the friction lining without pad backing plate at slide (1).
Read off the value on the scale provided with the brake lining wear symbol (A) otherwise a false value will be determined!
Measurement on front axle without gauge adapter (011) on vehicles without test bores, except model 164, 261
2 Position brake pad check gauge (010) on outer brake pad (4) as shown.
3 Press brake pad check gauge (010) towards the brake pad (4) until as large a part as possible of the of the red ring (5) lies
on flat.
In the process the brake pad check gauge (010) must be at right angles to the friction surface of the brake disk.
4
Remove brake pad check gauge (010) and read off thickness of the friction lining without pad backing plate at slide (1).
Read off the value on the scale provided with the brake lining wear symbol (A) otherwise a false value will be determined!
Measurement on front axle with gauge adapter (011) on model 164,261
Pull check gauge adapter (011) out of the bracket (012) and connect up to the end stop on the measuring drift (3).
Mount the tip of the check gauge adapter (011) on the friction surface of the brake disk.
Position brake pad check gauge (010) on the floating brake caliper (6) as shown so that as large a part of the red ring (5) lies on flat.
In the process the brake pad check gauge (010) must be at right angles to the friction surface of the brake disk.
Remove brake pad check gauge (010) and read off thickness of the friction lining without pad backing plate at slide (1).
Read off the value on the scale provided with the brake lining wear symbol (A) otherwise a false value will be determined!
Measurement on rear axle without test gauge adapter (011) on vehicles with test bores
2 Insert measuring drift (3) in the test bore of the brake lining carrier at the outer brake pad (4).
3 Position the brake pad check gauge (010) on the brake lining carrier so that red ring (5) lies on flat.
4 Remove brake pad check gauge (010) and read off thickness of the friction lining without pad backing plate at slide (1).
Read off the value on the scale provided with the brake lining wear symbol (A) otherwise a false value will be determined!
