Mercedes Benz

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Volkswagen's cheating scandal has taken a toll on the entire car industry, as stricter testing procedures now required by the EPA have delayed diesel certifications for a number of automakers. That includes Mercedes, which has a short-term plan for diesels, but may not offer them in the U.S. Mercedes is working to get certification for a select few diesels in the U.S., but that may not be the case in the future if demand proves insufficient. Matthias Luehrs, VP of sales and product management for Mercedes-Benz Cars, told Automotive News. Demand for diesel cars and crossovers has been low "and is still lowering" in North America, Luehrs noted. Mercedes is conducting market research to help it make a decision on the matter. Getting rid of them entirely in our market "is a theoretical option," he said. Meanwhile, Mercedes is mostly optimistic about being able to offer diesels in the near future, saying its priority is to receive approval for the GLS350d. It had also applied for certification for the GLC and GLE SUVs. Mercedes announced last month that it was no longer seeking to offer a C-Class diesel next year in the U.S.

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Despite being around since 2012, we鈥檝e yet to lay hands on a current-generation Mercedes-Benz ML. The ML sits squarely at the center of Mercedes-Benz鈥檚 current sports-utility universe, with the GLA and GLK models below, and GL and G above. Having only previously sampled the 4.7-liter V8 in the E-Class coupe, I can鈥檛 comment on its character in the ML550 - though the lighter E proved to be an absolute rocketship in that configuration. Nevertheless, this turbo six is smooth and torquey in the ML400 and never feels lacking in the power department. Is it as fast as the old V8? Not likely, but around town where these things are actually used, it鈥檚 equally unlikely that many would-be owners will miss the V8. Sedans, though, can鈥檛 touch the utility of the ML400. Stretch-out space front and rear is ample, and the cargo area is well-finished and roomy. In general, the interior is a nice place to spend time; quiet, well-assembled, and all the parts that matter are lined in either leather, almost-leather, or our tester鈥 檚 optional matte finish wood trim. Also leather-lined are the multi-contour heated and vented front seats, which feature a configurable massage function that really melts away the miles on long trips. Overall, the interior isn鈥檛 quite as tech-laden as something like the newest high-end BMW X5, but I鈥檝e found Mercedes鈥?infotainment interface to be easier to use than iDrive. It鈥 檚 a cosseting vehicle for sure, the ML. The ride is muted and unperturbed by either crosswinds or road imperfections. 80k seems like a tough pill to swallow for a mid-sized SUV. Still, I suppose it鈥檚 easy enough to option an X5 up to (and far beyond) the same price level. Compared to the X5, the ML400鈥檚 pricing falls somewhere in line between the 6-cylinder 35i and 8-cylinder 50i models, as do its power and torque figures. Mercedes-Benz provided the vehicle for testing purposes and one tank of gas. Photos by the author.

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Coinciding with an E-Class mid-cycle refresh, Mercedes-Benz鈥?choice of a four-cylinder diesel for the new E250 BlueTEC is its first for a U.S. 1980s, and it replaces the V6 of the previous E350 BlueTEC. And, the BlueTEC is the most frugal fuel sipper, surpassing even the E400 Hybrid and competitive with comparable sedans from BMW and Audi. All 2014 E-Class sedans produced after January received extra reinforcement - thus weight - in the footwell area to improve small overlap crash results. The downside is highway mpg - a diesel鈥檚 normal claim to fame, and a chief advantage of M-B鈥檚 under-the-hood downsizing - suffered more than city mpg. The E250 BlueTEC 4MATIC we drove was built before January and easily beat its number with upward of 44-plus mpg on the highway with cruise control set and varying speeds up to 70 mph. With no offense to Mercedes-Benz - and indeed the contrary intended - the new all-aluminum DOHC 2.1-liter turbo four is like giving the E-Class a compact-sized heart of a Peterbuilt. To smooth the in-line four, Lanchester balance shafts spin at twice crankshaft speed in, low-friction roller bearings. Two-stage turbos essentially eliminate lag.