2007 Mercedes-Benz M-Class
by Jim Prueter -04/2007

M-Class broadens appeal with new diesel and AMG versions

Mercedes created quite a stir in 1997 when it introduced a sport utility vehicle with a luxury nameplate: the M-Class. Unlike Mercedes’ world-class German-built sedans, the M-Class was built in Tuscaloosa, Ala., and was soon known for poor build quality and reliability woes. In fact, J. D. Powers placed the M-Class at the very bottom of its list for initial quality.

That first M-Class was constructed body-on-frame, much like other truck-based SUVs at the time. The starting price was in the low $30s. Despite the quality problems, Mercedes sold over 80,000 M-Classes in the first two years alone.

Since then, other luxury automakers have joined in with models like BMW X5, Cadillac Escalade and SRX, Lexus RX and GX, Volvo XC90, Porsche Cayenne, Volkswagen Touareg, Lincoln Navigator and have passed the aging M-Class with superior product offerings.

For 2006, the M-Class was redesigned from the ground up. The truck-frame platform gave way to a unibody construction chassis, giving the vehicle a more carlike feel with new front and rear suspension setups.

Since buyers of the M-Class seldom wander off road, the change to unibody allowed engineers to make the new model lighter despite an increase of almost six inches in overall length and three inches in width. The wheelbase has been stretched by almost four inches to 114. Despite the boost in size, gone is the third-row seat in favor of increased front and rear legroom (a full two inches more for each). You’ll need to move up to the GL-Class or R-Class models if you need three rows.

For 2007, the M-Class adds two new and very different models: the ultra-high performance ML36 AMG and our tester this week, the fuel-efficient ML320 CDI diesel. The V-6 powered ML350 and V-8 powered ML500 models are carryovers from last year.

Also new for 2007 are three options: a dual-screen rear-seat DVD entertainment system, a rearview backing camera that activates when the vehicle is in reverse, and a Bluetooth cell phone interface for hands-free operation. Everything else remains unchanged.

All engines are teamed with a seven-speed automatic transmission that uses driver-adaptive shift logic. Gone is the traditional console-mounted shifter and five-speed automatic from the previous generation. The shifter is mounted on a stalk to the steering column, almost identical to the setup on the BMW 7 Series. There are dual rocker buttons on the backside of the steering wheel for shifting gears manually. So smooth and quick is the seven-speed transmission it rendered the manual mode completely unnecessary. Until you get used to operating the column-mounted shifter, you’ll want to keep your foot on the brake until you know for certain which gear you’re in.

Unlike its predecessor, the M-Class looks more like an SUV than a loaf-shaped minivan. The new model looks like it spent time at the fitness center with a more chiseled, aggressive appearance similar to the sporty Mercedes SLK roadster.

Headlamps are multi-element projector type. Tail lamps are larger. The bolder grille is black on the ML350 and diesel model, silver on the ML500. Both models have three side louvers with air vents that display the familiar three-point Mercedes-Benz star in the center. The new AMG version is easily identified with a unique grille, flared fenders, deeply sculpted side flanks and an aggressive front and rear apron.

Mercedes also introduced a new scratch-resistant paint that embeds ceramic flecks to help resist the best efforts of kids bikes and careless parking lot neighbors, and for those who do wander off-road and tangle with overgrown brush.

Inside, everything is new. Passengers are treated to a luxurious, well-appointed cabin. Four huge, round air vents compliment the dash. There’s a new multi-function steering wheel, with wood adorning the top half, leather below. There’s ample use of bird’s-eye maple wood and brushed aluminum trim about the dash, door panels and center console.

Our macadamia leather seats were exceptionally comfortable yet firm enough to ward off fatigue from long spells behind the wheel. Power seat adjustments have been relocated from the door to the side of the seat bottom. The rear seat is split 60/40 and folds easily for additional cargo room.

Despite a firm suspension, the M-Class rides better than most sedans you can buy, and easily absorbs bumps and jolts. All models are full-time all-wheel drive.

Our 2007 diesel powered ML puts out 215 horsepower and 398 pound-feet of torque. Similar to the 2005 E-Class diesel powered sedan we tested, we experienced significantly better fuel economy than the comparable gasoline-powered ML350 without a loss of power during acceleration or passing.

The diesel will cost an extra $1000 but we easily recommend it over the gas powered ML. The added mileage extends the cruising range so you don’t have to stop and refuel as often. The per-gallon cost of diesel was identical to that of unleaded regular during our weeklong test drive.

Standard safety gear includes front dual-stage airbags, front and rear side airbags, front and rear side-window airbags, front knee bolsters, traction control, four-wheel disc brakes and electronic stability control. The new M-Class also offers the unique Pre-Safe system, which, when sensing an impending collision, actively prepares for it by pulling the seatbelts taut.

Both the 2007 and 2006 models earned the highest 5-star front and side crash test scores from the NHTSA, and the IIHS awarded its highest “Good” rating in frontal offset and side impact crash tests.

While Mercedes continues to work on correcting the quality and reliability problems of the previous generation M-Class, early results are encouraging. We can confidently state that the new model is a huge overall improvement and is highly recommended. The M-Class has, at a minimum, caught up with the competition and, in most cases, surpassed it.