Mercedes-Benz Review Roundup: The ML320 CDI, C320 CDI And F700 Research Car
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[06/26/2008] If you still haven't had your fill of Mercedes-flavored reviews despite the multitude we've already brought you, don't worry ladies and gentlemen, we've got plenty more where those came from. Actually, we have just three more, but I personally think the preceding statement sounded far more dramatic. The ML320 CDI, the C320 CDI and the F700 Research Car - these are the models scrutinized for your reading enjoyment, so if you've been considering the purchase of any, you'll now have an even better idea of what to expect from each.
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If you still haven't had your fill of Mercedes-flavored reviews despite the multitude we've already brought you, don't worry ladies and gentlemen, we've got plenty more where those came from. Actually, we have just three more, but I personally think the preceding statement sounded far more dramatic. The ML320 CDI, the C320 CDI and the F700 Research Car - these are the models scrutinized for your reading enjoyment, so if you've been considering the purchase of any, you'll now have an even better idea of what to expect from each.
As usual, you can find a portion of each review as well as links back to the full articles immediately below.
Enjoy.
Mercedes-Benz ML320 CDI (via Driving.ca)
Reviewer's rating: Unspecified
If you've never driven a diesel-powered vehicle you really must. There's nothing this side of a hybrid that can compare with the standing-start performance, thanks to big torque low down in the rev range, and while most diesels lack the top-end power of an equivalent displacement gasoline engine, modern turbochargers and new multi-gear transmissions make up for a lot.
The ML320 CDI comes equipped with the most advanced transmission in the SUV world; a seven-speed automatic with manual mode actuated by paddle-like buttons attached the rear of the steering wheel spokes, or it works just as well if left in Drive. It's ultra-smooth and kicks down quickly and easily when called upon, snapping the 3.0-litre V6 to attention as quickly as any autobox in this segment, and offering a nice tall seventh gear for loping along the highway at a relaxed pace while simultaneously optimizing fuel usage.
And the ML diesel is such a nice highway cruiser, with a suspension that borders on soft, at least until the corners come. I wouldn't go so far to say that it's sporty, but it nevertheless inspires confidence in the curves, remaining planted even when a modicum of body roll sets in. Then again, put the Mercedes up against the equivalent Lexus RX (which handily arrived on my doorstep the same day that the ML left) and it feels positively engaging.
To use the word engaging to describe the ML's powertrain wouldn't do it justice, as the 3.0-litre diesel, featuring third-generation common-rail direct injection technology, is a whollup in the backside when its 398 lb-ft of torque kicks in. Don't judge a diesel by its horsepower numbers, though, which in this case, at 215, hardly look competitive with comparative gasoline engines. Torque is what matters in the crossover class, and the ML hustles along nicely with 100 km/h rushing by in only 8.6 seconds. For a 2,145 kilogram (4,725 lb) vehicle, that's not bad at all.
Both crossovers are beautifully detailed inside, with traditional layouts, lots of high-end plastics, nicely finished metals and rich wood veneers, but the ML's more technologically advanced look is more preferable to me. Sportier in its dark gray and dark woods, double bubble primary gauges and dual lower console grab handles, it appeals to my sense of luxury.
The ML's styling works better for me too, by a long shot. In fact, it's one of my favourite crossover designs. Perfectly proportioned, it exudes a solid, masculine look without trying to overcompensate for its nominal off-roading prowess with machismo, yet somehow it also manages to appeal to the fairer sex thanks to graceful lines and an overall lightness to its shape. That three-pointed star up front doesn't hurt its attraction factor either, although the ML is more understated than an S-Class, or for that matter even the new C. Then again, compared to the old ML, which looked too much like a minivan for my tastes, especially from the rear, the new one appears a little more rugged and SUV-like. Overall it's a particularly appealing styling statement, good enough to cause me to purchase one on looks alone."
Read Full Review »
Mercedes-Benz C320 CDI (via Car)
Reviewer's rating: Unspecified
"I am so very fickle. I was heartbroken by the recent departure of my much-loved Volvo long-termer. Nothing, I vowed, could replace it. And yet here I am, just a few weeks on, developing an almost fanatical obsession with my Mercedes-Benz C320 CDI, a car that couldn't be more different from the XC70. Family-friendly versatility, chunky estate styling and go-anywhere ability? Sod that. I’m besotted with the Benz’s rabid pace, rear-drive dynamics and muscular iamthedaddy styling.
I learned to drive in a Mercedes, an excited toddler perched on my father’s lap so I could peer over the big Benz’s big white steering wheel as we trundled down our drive. And despite some tricky times (the A-Class debacle, appalling late ‘90s reliability, the doomed Chrysler affair) I’ve always remained a stalwart – if closet –Mercedes fan.
And the C320 CDI effortlessly exceeds my expectations. I’m suckered by its looks. It’s gone from the BMW 3-series’ geeky schoolyard punch bag to a lean and muscular rival with spot-on proportions and, in Sport guise, enough visual aggression to clear the fast lane and make its German and Japanese rivals look a little flabby and dull.
Its 3.0litre blown diesel (don't be fooled by the 320 badge) is a refined and muscular gem. It’s not the 224bhp that’s important here (although it’s enough for a limited 155mph top speed) but the mountainous 376lb ft of torque that arrives in a massive wave at just 1600rpm. It rockets the Benz along, delivering the kind of effortless low-rev high-speed punch that’s both aggressive to those being overtaken and laidback for the driver. Even better when average fuel economy hovers around 38mpg.
So, it looks the business and goes like the clappers. But it also has one feature not found on the spec sheet – it makes me feel special when I drive it. The Benz feels distinctive and polished, something exclusive when everything else looks and feels slightly common, an impression underpinned by its understated, intelligently configured cabin."
Read Full Review »
Mercedes-Benz F700 Research Car (via Car)
Reviewer's rating: five stars
"With twin sequential turbochargers and a capacity of just 1.8 litres, the F700 DiesOtto generates 238hp. An electric motor adds another 20hp and boosts total torque to 295lb ft. As a result, the S-class-sized F700 has S350 performance. Thanks to the efficiency of the engine, plus an urban start/stop function and regenerative braking, it returns up to 53mpg. Highly impressive for a big limo like this.
And Pre-Scan, what’s that about? Pulsed laser sensors scan the road surface up to 7m in front of the car, detecting bumps and feeding the information back to the F700’s Active Body Control suspension. As a bump approaches, ABC uses its hydraulics to raise the body slightly, then releases the hydraulic pressure to allow free wheel movement. In effect, it lengthens and softens the springs as a bump approaches, to provide what Mercedes likes to call a ‘flying carpet’ ride.
Does it really ride like a flying carpet? Mostly, yes. Roll and pitch are all but eliminated, transverse ridges in the road surface are magically erased, and minor ripples are smoothed for a calmer, quieter ride. Speed bumps are more heard than felt: Mercedes says production versions of the system will need ‘environment detection’ so the car will know when it’s in an urban area, and won’t let you race over speed bumps…
And does a 1.8-litre four-pot really work in a luxury saloon? That was one of the questions Mercedes aimed to answer by building DiesOtto as a four-cylinder engine: small, light fours are bound to be more environmentally friendly that hefty multi-cylinder motors, but can they provide the performance and refinement an S-class customer expects?
Performance isn’t in doubt. At 1700kg, the F700 is no featherweight (though it is light for a full-size saloon) yet the combination of 1.8-litre DiesOtto engine and the electric motor deliver brisk performance.
In some ways the engine is remarkably refined: the trickiest part of getting DiesOtto to work is to manage the transition between HCCI and spark-ignition modes, which Mercedes has done incredibly well. An almost imperceptible difference in engine note is the only indication. But ultimately this is still a four-cylinder engine: it needs to be smoother and quieter for a big, pampering luxury car. Merc’s current S-class has it licked for refinement."
As usual, you can find a portion of each review as well as links back to the full articles immediately below.
Enjoy.
Mercedes-Benz ML320 CDI (via Driving.ca)
Reviewer's rating: Unspecified
If you've never driven a diesel-powered vehicle you really must. There's nothing this side of a hybrid that can compare with the standing-start performance, thanks to big torque low down in the rev range, and while most diesels lack the top-end power of an equivalent displacement gasoline engine, modern turbochargers and new multi-gear transmissions make up for a lot.
The ML320 CDI comes equipped with the most advanced transmission in the SUV world; a seven-speed automatic with manual mode actuated by paddle-like buttons attached the rear of the steering wheel spokes, or it works just as well if left in Drive. It's ultra-smooth and kicks down quickly and easily when called upon, snapping the 3.0-litre V6 to attention as quickly as any autobox in this segment, and offering a nice tall seventh gear for loping along the highway at a relaxed pace while simultaneously optimizing fuel usage.
And the ML diesel is such a nice highway cruiser, with a suspension that borders on soft, at least until the corners come. I wouldn't go so far to say that it's sporty, but it nevertheless inspires confidence in the curves, remaining planted even when a modicum of body roll sets in. Then again, put the Mercedes up against the equivalent Lexus RX (which handily arrived on my doorstep the same day that the ML left) and it feels positively engaging.
To use the word engaging to describe the ML's powertrain wouldn't do it justice, as the 3.0-litre diesel, featuring third-generation common-rail direct injection technology, is a whollup in the backside when its 398 lb-ft of torque kicks in. Don't judge a diesel by its horsepower numbers, though, which in this case, at 215, hardly look competitive with comparative gasoline engines. Torque is what matters in the crossover class, and the ML hustles along nicely with 100 km/h rushing by in only 8.6 seconds. For a 2,145 kilogram (4,725 lb) vehicle, that's not bad at all.
Both crossovers are beautifully detailed inside, with traditional layouts, lots of high-end plastics, nicely finished metals and rich wood veneers, but the ML's more technologically advanced look is more preferable to me. Sportier in its dark gray and dark woods, double bubble primary gauges and dual lower console grab handles, it appeals to my sense of luxury.
The ML's styling works better for me too, by a long shot. In fact, it's one of my favourite crossover designs. Perfectly proportioned, it exudes a solid, masculine look without trying to overcompensate for its nominal off-roading prowess with machismo, yet somehow it also manages to appeal to the fairer sex thanks to graceful lines and an overall lightness to its shape. That three-pointed star up front doesn't hurt its attraction factor either, although the ML is more understated than an S-Class, or for that matter even the new C. Then again, compared to the old ML, which looked too much like a minivan for my tastes, especially from the rear, the new one appears a little more rugged and SUV-like. Overall it's a particularly appealing styling statement, good enough to cause me to purchase one on looks alone."
Read Full Review »
Mercedes-Benz C320 CDI (via Car)
Reviewer's rating: Unspecified
"I am so very fickle. I was heartbroken by the recent departure of my much-loved Volvo long-termer. Nothing, I vowed, could replace it. And yet here I am, just a few weeks on, developing an almost fanatical obsession with my Mercedes-Benz C320 CDI, a car that couldn't be more different from the XC70. Family-friendly versatility, chunky estate styling and go-anywhere ability? Sod that. I’m besotted with the Benz’s rabid pace, rear-drive dynamics and muscular iamthedaddy styling.
I learned to drive in a Mercedes, an excited toddler perched on my father’s lap so I could peer over the big Benz’s big white steering wheel as we trundled down our drive. And despite some tricky times (the A-Class debacle, appalling late ‘90s reliability, the doomed Chrysler affair) I’ve always remained a stalwart – if closet –Mercedes fan.
And the C320 CDI effortlessly exceeds my expectations. I’m suckered by its looks. It’s gone from the BMW 3-series’ geeky schoolyard punch bag to a lean and muscular rival with spot-on proportions and, in Sport guise, enough visual aggression to clear the fast lane and make its German and Japanese rivals look a little flabby and dull.
Its 3.0litre blown diesel (don't be fooled by the 320 badge) is a refined and muscular gem. It’s not the 224bhp that’s important here (although it’s enough for a limited 155mph top speed) but the mountainous 376lb ft of torque that arrives in a massive wave at just 1600rpm. It rockets the Benz along, delivering the kind of effortless low-rev high-speed punch that’s both aggressive to those being overtaken and laidback for the driver. Even better when average fuel economy hovers around 38mpg.
So, it looks the business and goes like the clappers. But it also has one feature not found on the spec sheet – it makes me feel special when I drive it. The Benz feels distinctive and polished, something exclusive when everything else looks and feels slightly common, an impression underpinned by its understated, intelligently configured cabin."
Read Full Review »
Mercedes-Benz F700 Research Car (via Car)
Reviewer's rating: five stars
"With twin sequential turbochargers and a capacity of just 1.8 litres, the F700 DiesOtto generates 238hp. An electric motor adds another 20hp and boosts total torque to 295lb ft. As a result, the S-class-sized F700 has S350 performance. Thanks to the efficiency of the engine, plus an urban start/stop function and regenerative braking, it returns up to 53mpg. Highly impressive for a big limo like this.
And Pre-Scan, what’s that about? Pulsed laser sensors scan the road surface up to 7m in front of the car, detecting bumps and feeding the information back to the F700’s Active Body Control suspension. As a bump approaches, ABC uses its hydraulics to raise the body slightly, then releases the hydraulic pressure to allow free wheel movement. In effect, it lengthens and softens the springs as a bump approaches, to provide what Mercedes likes to call a ‘flying carpet’ ride.
Does it really ride like a flying carpet? Mostly, yes. Roll and pitch are all but eliminated, transverse ridges in the road surface are magically erased, and minor ripples are smoothed for a calmer, quieter ride. Speed bumps are more heard than felt: Mercedes says production versions of the system will need ‘environment detection’ so the car will know when it’s in an urban area, and won’t let you race over speed bumps…
And does a 1.8-litre four-pot really work in a luxury saloon? That was one of the questions Mercedes aimed to answer by building DiesOtto as a four-cylinder engine: small, light fours are bound to be more environmentally friendly that hefty multi-cylinder motors, but can they provide the performance and refinement an S-class customer expects?
Performance isn’t in doubt. At 1700kg, the F700 is no featherweight (though it is light for a full-size saloon) yet the combination of 1.8-litre DiesOtto engine and the electric motor deliver brisk performance.
In some ways the engine is remarkably refined: the trickiest part of getting DiesOtto to work is to manage the transition between HCCI and spark-ignition modes, which Mercedes has done incredibly well. An almost imperceptible difference in engine note is the only indication. But ultimately this is still a four-cylinder engine: it needs to be smoother and quieter for a big, pampering luxury car. Merc’s current S-class has it licked for refinement."
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