MERCEDES-BENZ ML270 CDI
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IPRICE AS TESTED: ,E33,040. Includes £21,990 for base vehicle; £2,750 for "luxury" pack (electric front seats, heated seats, auto-dimming rear-view mirror and leather seats); and £1,450 for five-speed automatic gearbox box with "tip" function.
Surely there's a diesel 4),(4 other than the Mitsubishi Shogun? There is, and it's got a three-pointed star on the front. The Mercedes ML270 takes over where the old G-Wagen left off. But is it more than just a pretty face?
VI,hen Mercedes finally dropped the go-anywhere G-Wagen from its UK model line-up, we mourned its passing. But it seems reports of its death are premature: it hasn't been dropped after all, Confused? So were we when we rang DaimlerChrysler to get some facts about the ML sport utility. According to the oracle, DaimlerChrysler never actually stopped selling the G-Wagen, it only stopped "actively marketing" it. Er...right.
In its heyday Mercedes sold zoo Gs a year before sales tailed off into single figures, and when ML was launched two years ago we all assumed the worst. But you can still buy a G.Wagen through a handful of special Mercedes dealers, and next year DaimlerChrysler will start marketing it again with, we understand, a five-litre V8 diesel.
Whatever the story behind G-Wagen, ML is clearly getting all the limelight as Merc's prime offering in the 4x4 market. So why offer two vehicles (or one and a bit) in the same marketplace? The difference between the two is, according to DaimlerChrysler: "GWagen is a full-blown 04 that's happiest offroad. ML is a 'Sports Utility' with good offroad performance. If you want to climb Everest you'll buy G-Wagen."
The bad news in both cases is that neither G nor ML is supplied by DC in a commercial (ie van) version, so both lose out in the "practical workhorse" stakes.
The M L27o tested recently by Commercial Motor is one of four models (see box). It's driven by the same five-cylinder turbo diesel used in the most powerful 216/316 and 416 Sprinter vans, and is certainly likely to be the most fuel efficient, particularly compared with the ridiculous AMG-modified ML55 5.5-litre hot rod.
Of course, if you want real power, German tuning firm Brabus has developed a 7.2-litre version with more than 55ohp and 6 oolbft of torque from tickover to 6,0 oorprn. The tyres mean its speed is limited to "just" i6o mph, and there's a f r5o,000-plus price tag. Back to the real world...
With the five-pot diesel comes a choice of an optional five-speed auto or a standard sixspeed manual. The former has a "tip" function that allows you to change up and down like a manual, but without a clutch. The same box is offered on the E-Class saloon.
All MLs have permanent four-wheel drive and a high and low-range transfer box which is activated via a dash switch—but only when the vehicle is stationary. We certainly think that's a retrograde step from the original GWagen, which could shift from high to low range, and engage cliff-locks, on the move.
A five-door body shell with a lifting tailgate is used across the range, providing room for five including a driver.
The ML rides on a double-wishbone and torsion-bar set-up at the front, with dampers and anti-roll bar. Rear suspension comprises coil springs with a stabiliser and dampers. Braking is via all-round discs with ABS and ESP—electronic stability programme— which allows individual wheels to be braked to counter excessive over/unclersteer, while the engine's torque is also limited. A warning lamp in the speedo flashes when it's activated—though by then a driver would probably be too occupied to notice. Fortunately, perhaps, we didn't use it.
Long distance
In addition to some mudplugging, we were able to give our ML 270 a serious road workout, driving from Edinburgh to Scrabster on the tip of Scotland. With five aboard and plenty of gear, its overall laden 28.3 mpg was impressive, and remarkably close to the official total mpg figure of 29.7mpg with the five-speed auto quoted by DaimlerChrysler. If you're a real miser, the six-speed ML270's consumption is a tad better at 30mpg.
With quite a high centre of gravity and coil springs the ML has a fairly soft ride, which allows it to wallow a bit round tight bends, but never to the point of being alarming. Its steering was a bit too light for our taste—it needs a touch more resistance—but directionally it's very good, and its ri.9m turning circle proved useful in tight corners. The ML 270 CDI's interior was clearly a cut above the normal Mercedes commercials we're used to seeing. For a long-distance cruiser it's extremely comfortable, though not perfect. The curved screen picks up an irritating reflection from the dash moulding which at times makes it look as if it's got a crack.
The US-style foot park brake is also an acquired taste, and we'd hate to have it on a manual for a hills tart.
The five-cylinder diesel is very torquey, and has particularly impressive boot-in-the-back mid-range acceleration between 1,8002,600rpm when peak torque is delivered. But what really made the ML 270 a joy to drive was its "tip" function auto. Normally you simply put it in A and drive it as an auto, but for quick up or down changes you can shift it yourself by pushing the gear lever left or right. An indicator in the dash shows which gear you've selected.
Although it's never going to be a serious load carrier, there's a surprising amount of
room in the cargo area, which boasts six loadlashing points—more than we've seen in many panel vans.
Off road
Here the ML impresses—up to a point. The plentiful torque from L000rpm up means it's eager to dimb any hill, and the relatively short wheelbase makes it surprisingly manoeuvrable. The brakes are powerful and fade-free, and the lightness of the steering is useful when the going gets rough.
So is the plush ride: the Third World conditions of Bagshot's "Rough Road" track held no fears for the ML, and it could sustain an easy 40 mph even on heavily potholed, poorly cambered dirt lanes.
But the ML's on-road roots start to show when it comes to serious mucking about: the lowest gear really isn't low enough to hold it comfortably on a steep hill, and the roadbiased compromise tyres are a serious limitation when mudplugging. However, the least welcome aspect was— you've guessed it—the foot. operated parking brake.
Summary
The ML will never be a GWagen, but we were impressed by what it has to offer. Of all the models available, the ML 270 looks like being the most practical and fuel efficient. Now if only Mercedes would consider bringing in a true commercial version...
• by Brian Weatherley