A funny thing is happening with the extinct woolly mammoth: Russian scientists are trying to clone one, using DNA extracted from a corpse preserved in ice. Employing an elephant as a surrogate mother, they seek to render the mammoth . Similarly, full-size luxury SUVs may escape the boneyard previously thought to be their destiny thanks to the clever application of science. Case in point: the 2015 Mercedes-Benz GL450. We called it a buffalo when we ran one through our 40,000-mile long-term-test regimen, noting that the category was undergoing a steady, endangered-species-like decline. But sales have rebounded strongly as of late; the GL-class is up 33 percent year-over-year during the past three months. The body, chassis, and even (for now) the name are the same in 2015, but the GL450 has been genetically modified. Under the hood, where our 2013 long-termer housed a mammoth, 4.7-liter twin-turbocharged V-8, there鈥檚 now a diminutive 3.0-liter V-6.

A funny thing is happening with the extinct woolly mammoth: Russian scientists are trying to clone one, using DNA extracted from a corpse preserved in ice. Employing an elephant as a surrogate mother, they seek to render the mammoth . Similarly, full-size luxury SUVs may escape the boneyard previously thought to be their destiny thanks to the clever application of science. Case in point: the 2015 Mercedes-Benz GL450. We called it a buffalo when we ran one through our 40,000-mile long-term-test regimen, noting that the category was undergoing a steady, endangered-species-like decline. But sales have rebounded strongly as of late; the GL-class is up 33 percent year-over-year during the past three months. The body, chassis, and even (for now) the name are the same in 2015, but the GL450 has been genetically modified. Under the hood, where our 2013 long-termer housed a mammoth, 4.7-liter twin-turbocharged V-8, there鈥檚 now a diminutive 3.0-liter V-6.

Also force-fed by a pair of turbos, it makes an identical 362 horsepower. It produces just 369 lb-ft of torque where its predecessor made 406, or 10 percent more. And the lesser amount of torque peaks a bit later, at 1800 rather than 1500 rpm. In other respects, the new GL450 is the same old GL450. At 179 feet, the braking distance from 70 mph to a stop is identical to both previous tests; it鈥檚 good enough but not outstanding. We again noted that the brake pedal offers little retardation in the first portion of its travel. Stomping hard at the test track, this wasn鈥檛 an issue, but doing so repeatedly resulted in slight fade and a softening pedal. At the time of our testing, our skidpad resembled the Yakutian permafrost where mammoth remains were discovered, so we have no fresh roadholding figure to report. The intrusively aggressive stability control shuts everything down in ordinary traffic maneuvers, and it inhibited cornering in our previous tests to the 0.73-to-0.77-g range. The steering remains light and vague around center, improving only slightly when the driver selects the Sport setting with a console button.

3700 option package of Adaptive Damping and the Active Curve system keep the ride comfortable and level, this Mercedes is not the German SUV aimed at eager drivers. For that, shop the Porsche Cayenne or the Audi Q7, both of which are smaller. For space and comfort, the GL-class rivals or beats the Cadillac Escalade and the Lincoln Navigator. Survival of the Fuel-Efficient-est? Not so fast鈥攊n a similar short-run test of a 2013 GL450, we got only 14 mpg. So maybe the 2015 version is actually a couple of mpg better. Regardless, if you drive like we do, using all the power at least occasionally, you鈥檒l never see the EPA estimate. Not that buyers in this segment care. The power-mad can still get a V-8 in the GL550 or the stampeding rogue pachyderm GL63 AMG, and those two continue to exist because Mercedes has now engineered this volume model to avoid regulatory exterminators.

60,000 (often much more, as we shall see) for transportation, can still get the GL350 Bluetec with its turbo-diesel V-6 and EPA ratings of 19/26 city/highway and 22 mpg combined. Mercedes sells a little more than 2000 GL-class SUVs in a typical month, less than one-tenth of Honda鈥檚 volumes for its little CR-V. Yet it鈥檚 worth the effort to keep it alive mostly because of the prices these things command and the margins on the options. 4410 Premium package, which includes stuff like proximity entry and start, heated and cooled front cup holders, auto-dimming and power-folding exterior mirrors, COMAND with navigation, and other telematics features. 2800 for the Driver Assistance package with Distronic cruise control, blind-spot assist, and lane-keeping technologies. Is it only gray-bearded curmudgeonly boomers who remember when Mercedes-Benz鈥檚 reputation for safety engineering rested in equipment that came standard because every customer鈥檚 life was equally valued? 1450 for three-zone automatic climate control, and, as the man said, pretty soon you鈥檙e talking real money. That鈥檚 a powerful motivator to keep the mammoths around, even if you have to splice in some elephant DNA.

Roll stabilisation, damping and suspension adapt automatically to the prevailing driving situation, offering both optimum ride comfort and maximum stability. The Mercedes-Benz GL63 AMG driver is able to choose at the push of a button between the three suspension modes "Comfort", "Sport" and "Sport plus". The fully load-bearing air suspension system is speed-sensitive, lowering the body at higher speeds in order to minimise drag while increasing driving stability. The AMG-specific elastokinematics at the front axle and the more robustly designed rear axle stabiliser bar are responsible for improved steering precision. The enhanced drive train delivers the best possible power transmission and hallmark Mercedes reliability. The 4ETS electronic traction control system which features as standard provides for optimised grip when friction coefficients vary. Electromechanical AMG speed-sensitive sports steering features variable power assistance which responds in accordance with the chosen suspension mode. It also helps to save fuel, as the steering assist function only requires energy when the driver actually moves the steering wheel.