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Follow-Up Test: 2002 Mercedes-Benz ML500
My Friends All Drive Porsches and I Must Make Amends
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By Liz Kim
Date posted: 07-19-2002
Recently, an article in The New York Times Magazine discussed instant
fame and fortune — how those who succeed in the entertainment industry, with
a new cascade of heretofore-unseen riches, spend their newfound wealth. "They're
down at the Mercedes dealer," one agent was quoted as saying. "It always has to
be a Mercedes."
So when the venerable carmaker joined the SUV trend in 1998 with the new ML-Class,
it had an instant hit on its hands. Though fraught as it was with build-quality
issues, the U.S.-built ML appealed to those flush with cash made in the booming
economy. Halfway through 1998, the ML was outselling everything Mercedes-Benz
offered except the E-Class.
Other luxury carmakers saw the phenomenon and eyed the segment hungrily. Since
then, almost every major luxury brand has thrown its hat into the ring. So what
happens when you're no longer the sole belle of the ball? You go and learn some
new moves, as the ML500 did for the 2002 model year.
A new outfit wouldn't hurt, either. The 2002 M-Class is the recipient of a few
subtle styling updates. One of our primary gripes with earlier versions was that
they looked more like minivans than SUVs, a turn-off for image-conscious buyers.
As a fix, Mercedes has fashioned more aggressive-looking bumpers with integrated
foglamps and chrome grille bars to provide a shiny background for the three-pointed
star. Headlamps are housed in clear lenses, the side mirrors include turn signals,
and the whole package rides on 17-inch wheels. Of course, the lines of the vehicle,
which one reviewer likened to those of the Mercury Villager, haven't changed.
Dominating the list of changes reflected in the 2002 model is a switch from a
4.3-liter V8 to one that displaces 5.0 liters, which results in an increase of
20 horsepower and 37 pound-feet of torque. It's now rated at 288 hp and 325 lb-ft
of torque. Low-end twisting force is plentiful, with a thrust-you-to-your-seatback
oomph that makes for impressive off-the-line acceleration. Our test truck took
7.1 seconds to reach 60 mph and 15.5 seconds for the quarter-mile. The ML430 we
tested a couple of years back managed 7.9 seconds and 16.2 seconds, respectively.
Power delivery is on the rough side, which seems unusual since the engine is sourced
from the ultra-smooth S-Class. We loved the guttural growl emitted by the V8,
but it didn't allow for a quiet, peaceful cabin, as engine noise intruded during
highway cruising.
Brake modulation proved to be tricky — with a long pedal travel and somewhat
squishy feel, we really had to stomp on it to activate the brakes. Once those
rotors were working, however, the ML's stopping distance from 60 mph of 126 feet
proved that they more than adequately do their job, especially on a 4,874-pound
vehicle. The ML500's brakes are supplemented by a stability control system and
brake assist, but we don't see electronic brake force distribution on the list;
this would be handy when towing, as the ML500 can handle an impressive 5,000 pounds.
Also new for the year are side curtain airbags, used to protect your family's
precious melons better in the event of a collision. The M-Class has been ranked
by the Insurance Institute of Highway Safety as a Best Pick Overall in crashworthiness.
Handling proved to be a mixed bag. Previously, the M-Class was praised for its
car-like characteristics on pavement. Surely, compared to the other truck-based
vehicles that it competed with in its youth, it provided a more pleasant on-road
experience. But when you put it up against newer car-based crossover vehicles,
its more numb handling, slower reflexes, body-on-frame design and five-year-old
platform become more apparent. Our vehicle was equipped with the pricey Sport
package, which is an appearance upgrade and has no bearing on its handling; it
includes Evo II wheels, sculpted color-keyed bumpers, fender flares, side cladding
and tailgate filler panel, round projector-beam front foglamps and chrome exhaust
tip.
In fact, one of our drivers liked the ride and handling of our long-term Ford
Explorer better than this Mercedes, and remarked upon it in the Ford's long-term
update. Preferring a domestic vehicle over a German vehicle is a rather rare
occurrence in these parts. Our performance test driver remarked that it felt tall
and heavy. Harshness from the road was probably a result of the fat Dunlop SP
Sport 5000 275/55VR17 tires, but they sure do a good job of sticking to the road.
While driving in Southern California doesn't often allow us to test its slippery
road performance, we previously commended the ML's Zamboni-like demeanor in an
evaluation of the ML430.
The Benz was able to traverse a steep dirt road littered with loose gravel with
élan; while few buyers will punish their new Benz on anything more than
a rough trail, it has more rock-bashing abilities than most crossover vehicles.
With its four-wheel traction control, downhill traction system and low-range transfer
case (although we're not fond of the placement of the button next to the stereo
controls, where it could be easy to engage accidentally), it's able to go where
no BMW X5 dares tread.
One of the ML500's strengths is that, unlike the other German sport-ute, it actually
has a usable cargo area. It offers 34.7 cubic feet with the second-row seats in
use and 81.2 cubic feet when they're down. Optional is a third-row seat so that
the vehicle can transport seven. Mercedes boasts that there are 1,100 new parts
for the 2002 model year. One of the more noticeable is the redesigned single-zone
climate control system, which is much easier to use than the previous version,
with a three-knob operation identical to those found in the new SL500. There are
also rear-seat controls for the comfort of passengers. All four windows are one-touch
up and down; the cupholder and center console have been retouched; and IsoFix
latches have been added. Mercedes also added an auto-on feature for the headlamps.
Notably, we didn't observe any build-quality issues on our test model, a problem
that has plagued previous vehicles and thus our reviews.
An expensive option for our vehicle was the Bose sound system with a six-disc
CD changer in the rear cargo hold; we prefer in-dash systems, but at least Mercedes
has included a navigation system and a single-disc player as standard equipment.
And we all like the pretty wood trim that's newly standard for all models.
This latest Mercedes certainly has the appeal, to back up its brand-name cache.
But is it the best? The ML500 is still an attractive, comprehensive package, but
in individual elements, other newer models do more. Want a ute with sports-car
reflexes? The X5 will scratch that itch. How about one that rides like a sedan
and has a magically disappearing third-row seat? The Acura MDX will do right by
you and save a pretty chunk of cash. Losing sleep about the prestigious cars your
friends drive? Pay just 27 percent more than our as-equipped car and a Range Rover
will trot home with you, and if money is not an issue, wait for the Porsche Cayenne
to spice up your day. The elite might like to choose purely by what badge is on
the hood. The savvy consumer knows that there are better choices available.
See all the Ratings: 2002 Mercedes-Benz M-Class ML500 AWD 4dr SUV (5.0L 8cyl 5A) Road Test Scoreboard
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