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ML500 will spawn an ultimate AMG V8 version
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Here's where Mercedes-Benz promises major gains, thanks mainly to the stiffer, unitary body - which, incidentally, helps this M-Class weigh about 50kg less than the old one. There's no doubt that it clings well to the road, but if you're expecting the responsiveness of an X5 or even a new Discovery you'll be disappointed. The steering is soft and rubbery, and you're always aware of controlling a large and tall mass even if it never threatens to fall over. The V8-engined ML500 has enough torque to liven up the cornering experience, with the tail hunkering down as you power out of a corner despite the nominal 50-50 front-rear torque split, but that's as exciting as it gets. The brakes on all versions are soft and springy underfoot, too, although they stop the M-Class effectively enough.
Where it pulls back points is in the ride, which is fair for an off-roader in normal coil-sprung guise (lumpy surfaces do set up a choppy motion, though) and extremely good with air suspension. That's definitely an option worth having.
With the electric seat option you can create a fair driving position, but if you're short in the leg you'll find the pedals too vertical to be able to attack them comfortably. This problem is worse with manual seats, because you can't find an optimum combination of seat height and cushion angle and the front edge of the cushion digs in the back of your knees. Some of the M-Class's slighter, female buyers may not find this a comfortable car. There's a good view out, though, and the instruments and switchgear are clear and logical to use - even the dozens of buttons that make up the optional COMAND sat-nav and telematics system, which is still easier to use than a BMW iDrive.
Off-road, this M-Class copes better than the previous one thanks to that Downhill Speed Regulation, which goes one better than Land Rover's Hill Descent Control by letting you adjust your maximum, ABS-controlled downhill speed via the cruise control. Pressing a button alters the ABS settings for off-road use, and there's a Start-Off Assist to stop you rolling back. With Off-Road Pro, you can raise the ground clearance to 291mm and splash through two feet (600mm) of water. Low range gears are selected on a dial, as are the centre and rear differential locks although the traction systems, which use ABS sensors to brake a spinning wheel, are usually enough. An Off-Road Pro M-Class can cope with as much as the best proper 4x4s, but the normally smooth ride becomes jerky when the suspension is raised.
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