Lexus is a luxury, but... The wood and pliable plastic in a Japanese car is enough for a presidential suite, but a scattering of rough keys and toggle switches, coupled with an abundance of silver-plated plastic in the most prominent place, inappropriately remind that the owner of the hotel did not let go of the calculator from his hands. The adjustment ranges of the driver's seat are the most modest, and the steering wheel in the extreme upper position falls forward strongly. Even the doors - and those without closers, although Mercedes and Range Rover have them in the "base".
Mercedes - this is an example of rigor and good quality! Especially ours, which has almost everything covered in leather for an additional payment of 31,000 rubles, with the exception of lacquered inserts. The soft orange-yellow light of the contour lighting gives the German interior an extra charm. Everything is familiar, everything is at hand - and there is not the slightest desire to get out of the multi-contour chair. Firstly, because I spent a lot of time on its individual fit through the menu of the Comand multimedia system. And secondly, because the entertainment complex captivates with luxurious graphics and friendliness of the interface, which cannot be said about similar systems of the "Japanese" and "English".
Meridian audio system and refrigerator - standard equipment of the Autobiography version for 5 million 845 thousand rubles
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Range Rover takes the soul to others. There is no former pomposity in it, but how clean the surfaces, how graceful the lines! And how persistent this British spirit exudes literally every detail.
The inside is airy and light, and the highest landing in the trio only enhances this feeling. Moreover, if you decide to ride with a driver and you do not need to transport skis and other long items in the cabin from time to time, then you pay extra 540 thousand rubles for the Autobiography version - and you get a mini-bar between two separate rear seats equipped with ventilation and a massager. And for those who like to drive in a noisy company, a basic five-seater car is more suitable. Simpler, but with folding backs of a triple rear sofa. But in any case, when loading heavy loads into a large trunk, strength and dexterity will be required: the tailgate interferes, and the loading height is the largest.
Every door has a secret
The Range Rover's magnificent seat is customizable in every conceivable and unthinkable way. You can’t just increase the coefficient of adhesion of clothes with slippery leather of excellent workmanship
The “cliff” of the front panel in the style of the more affordable Ewok is more elegant than massive
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The Lexus has a similar amount of luggage space - and similar problems due to the tailgate. But the interior options are different: the LX570 can be either a five-seater (we have one) or appear in an eight-seater bus incarnation, and for a modest surcharge of 54 thousand rubles. But in any of the options on the second row of the Lexus, there is three to four centimeters more space in the knees than in the Range Rover or Mercedes. Although sitting in the back in the "Japanese" is less comfortable - the pillow is rather low.
Driver SUV? There is such a Range Rover Supercharged! Especially with active stabilizers
And the Mercedes GL 500 has seven seats by default. But the gallery will not be crowded only for people less than 160 cm tall - fortunately, these chairs are easily folded electrically flush with the floor without significant damage to the largest trunk among our cars.
Just press a button on the key fob, and Range Rover will light up such a welcome illumination
Range Rover's split rear seats are heated, ventilated and massaged. In terms of length and height, the supply of space is no more than on a three-seat Mercedes sofa
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Control weighing at the test site showed that it was not in vain that the British spent money on a completely aluminum body: Range Rover is 42 kg lighter than Mercedes and as much as 251 kg lighter than Lexus! It is not surprising that, having the most powerful engine, the “Englishman” easily beats competitors in traffic light races. But in heavy traffic, despite the controversial and smooth shifting of the "machine", the Range Rover makes you nervous. Responses to stroking the gas pedal are so lazy, and jumps with a little more decisive movements with the right foot are so sharp that you immediately refuse the Moscow style of driving “bumper to bumper”, so as not to accidentally “jump” the leader. In Sport mode, it is impossible to get rid of the strong damping of the gas pedal, although the box honestly goes down one or two steps. There is little help from the "manual" mode.
Lexus LX 570. Multimedia systems Range Rover and Lexus upset with angular graphics, and the screens react to touch with a delay. Against this background, the Comand Mercedes system with beautiful pictures and a convenient “washer” of control can be considered the standard of beauty and ergonomics.
Mercedes-Benz GL 500. Range Rover and Lexus multimedia systems are disappointing with angular graphics, and the screens react to touch with a delay. Against this background, the Comand Mercedes system with beautiful pictures and a convenient “washer” of control can be considered the standard of beauty and ergonomics.
Range Rover Supercharged. The multimedia systems of Range Rover and Lexus upset with angular graphics, and the screens react to touch with a delay. Against this background, the Comand Mercedes system with beautiful pictures and a convenient “washer” of control can be considered the standard of beauty and ergonomics.
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Mercedes is quieter. Perhaps the matter is in the traditionally tight gas pedal, perhaps in the lazily stretched responses of the biturbo engine ... In general, you quickly remember that "the one who is in no hurry anywhere is in time everywhere."
And then you forget, having moved to Lexus! Despite the most modest power of a naturally aspirated engine (367 hp versus 435 hp for the “German” and 510 hp for the “Englishman”), this one is eager to fight. An almost three-ton colossus with a hunter follows the pedal, and a six-speed “automatic” changes gears deftly and on time. Although at a "low start" to keep up with Mercedes, and even more so for the Range Rover, Lexus, of course, is not able to.
Dispute between Mercedes-Benz, Cadillac and Range RoverMercedes-Benz GL500
5.5 (388 hp) 7AT, price 5,052,074 rubles.
Cadillac Escalade
6.2 (409 hp) 6AT, price 3,150,000 rubles.
Range Rover Supercharged
5.0 (510 hp) 6AT, price 4,782,250 rubles.
Automotive journalists need to be objective and unbiased. True, this does not always work out. So this time the dinner discussion turned into a real argument. One colleague argued in favor of the power of a three-beam star, another condescendingly grinned and argued that nothing could be cooler than Land Rover, and Range Rover is generally the pinnacle of luxury SUV evolution. I tore my shirt for the American auto industry and Cadillac - its legend. To find out who is right, as usual, they decided at the Dmitrovsky training ground
So, we present the number one player - the MercedesBenz GL 500. The price tag is 5 million rubles. makes it the most expensive participant in the test. The car is not new, it debuted in 2006, and in 2009 it underwent modernization. "Our" version is equipped with a 5.5-liter V8 engine (388 hp and 530 Nm) and a 7G-Tronic automatic transmission.
The second participant in the test is the monumental Platinum Cadillac Escalade, which includes such nice “little things” as, for example, 22-inch wheels, heated and ventilated seats, aluminum, olive and walnut interior trim, as well as an entertainment system for second-row passengers. . Against the backdrop of the cost of the Merc, this is just a super offer: a Vortec 6200 V8 that develops more than 400 hp. and paired with a six-speed automatic, a dimensionless interior, a solid frame structure “only” for 3,150,000 rubles.
The third will be the Range Rover Supercharged, which has already been hardened in a test battle with the Nissan Patrol and the Audi Q7. Although the current generation debuted back in 2002, the car has been repeatedly upgraded and was able to take a fairly high line in our rating. The "British" with a five-liter compressor monster is significantly stronger (510 hp and 625 Nm) of the other two duelists, and at a price of 4.7 million rubles. turns out to be even cheaper than the GL 500.
German order
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Sitting in the Mercedes-Benz GL 500, I doubted that he was born into the world in the same way as all other cars. A picture arises before my eyes: a huge laboratory with sparkling floors, people in crystal-white overalls with modern devices are scurrying around and measuring, calculating ... Are you a designer with crazy ideas? Come in later. GL-Klasse is a mind that prevails over emotions, a truly German scrupulousness in the approach to convenience and ergonomics. They tried to bring the driver's seat closer to that in a passenger car. The entrance-exit makes you bend down a little, because the roof is lower than that of other duelists. Because of this, the footboards look like overkill. There is not a shadow of frivolity in the interior design, and the test version with black leather and greenish “marble” inserts is austerity itself! The backlighting of soft creamy pictograms does not tire the eyes, the monochromatic instrument panel, which does not sparkle with multi-colored arrows and risks, is perfectly readable, and it is not difficult to deal with numerous pictograms at once. But the automaton selector algorithm to the right of the steering wheel takes some getting used to. The single stalk is overloaded with features, and the rear-view mirrors are tiny.
The driver and front passenger seats are harsh, but perfectly profiled and have lumbar support adjustment, which can be moved up and down (the “roller” control is placed on a separate remote control on the right at the edge of the pillow). By the way, you can adjust the density of the lateral support. The adjustment ranges (both the seat and the steering wheel in two directions) are more than enough even for tall people, and complaining about the headroom and legroom both in front and behind is simply a sin. Is that a little bit lacking lumbar support at the back of the second row. The most interesting thing is that on the third row it is very free - the pillow is set high enough from the floor, so you don’t have to sit with your knees propped up on your jaw. The gallery can be both folded and raised electrically, but not everything goes smoothly with the average sofa. To fold it, you will have to reach into the narrow section with your hand to the base of the pillow to reveal the coveted red "lace".
Mercedes-Benz GL500
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The Mercedes-Benz GL power unit is placed longitudinally in front. Between the front and rear wheels, traction is distributed by conical free differentials (D). A free symmetrical differential is responsible for the distribution of traction between the axles, the role of which is played by a planetary gear (SP). In addition to it, a reduction stage (PP) is also provided in the transfer case. By switching the toggle switch located on the central panel, the driver can block (P) both the center differential and the rear axle differential. First, the center differential is excluded from work, only then - the rear axle differential (then the lowering stage is also activated in the transfer case). If the toggle switch is in Auto mode, then the locks (E) and the center differential and the rear axle differential are activated without the participation of the driver, if necessary.
welcome aboard
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How different national car cultures are from each other! To fully experience the contrast, it is enough to transfer from the gloomy intellectual GL 500 to the gigantic good-natured Cadillac Escalade. Here it is, the real America - charismatic and self-sufficient in its purest form! Many of my peers, who drive WRX and other GTIs, shake their heads in disbelief at overseas mastodons. Like, it's later, when I get older. Indeed, one must come to such a machine or simply love specific and peculiar giants from the cradle. I know from my own experience that "American" is an incurable "disease". The Germans foolishly think over the diameter of the climate control “turntables” and the size of the marks on the speedometer, but Cadillac did not exchange for such trifles, which did not prevent them from creating a comfortable, sincere and very user friendly car. Those who have never pulled the steering column “poker” of a machine gun in their lives experience a culture shock at first. This is unusual, because out of habit, the hand begins to fumble between the seats in search of a selector ... But, when you get used to it, it becomes very convenient! Another feature is the wide seat without pronounced lateral support. I can already hear the dissatisfaction of the “athletes” about the “body slipping in the turn”. Are you going to drive like crazy on a cruise yacht? That's the same.
The process of "climbing" in the Cadillac is perhaps the most convenient thanks to the high doorway and retractable running boards. If the "Mercedes" in terms of the layout of the interior space of the cabin and the driver's workplace gravitates towards cars, then the Caddy is a real truck, but coolly ennobled. The cushion is set high, which provides a captain's landing, and the cabin is wide enough for several sumo wrestlers. “But I would hang this in my hallway,” the photographer joked about the rear-view mirrors, the size of which excludes dead zones as such. The steering wheel moves only in the vertical direction, but the lack of longitudinal adjustment is compensated by an adjustable pedal assembly that moves back and forth in a large range. Second row seats are separate. A few people can be seated in the third row, but they will complain about a very low pillow.
Cadillac Escalade
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The power unit of the Cadillac Escalade is placed longitudinally in front. Between the front and rear wheels, the traction is distributed by an asymmetric free differential, made in the form of a planetary gear (SP). The gear tooth ratio provides a 40:60 power distribution (in favor of the rear wheels). In the front axle there is a free symmetrical conical differential (D), and in the rear axle there is a self-locking differential (SSD). A system for simulating cross-axle differential locks is also provided, operating in a relatively small range.
When using the machine on heavy ground, it is recommended to activate the trailer towing mode. This can be done with the automatic transmission selector. The driver, in addition, can improve the off-road properties of the car by turning off the dynamic stability control system.
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Thing in itself
“But why do they fasten it like that ... An English thing!” - I remembered the phrase from the movie "Formula of Love". The Range Rover, the tenderly grown child of the planet called the Land Rover, is unique and unlike anything else. The characteristic silhouette of the body, high windows - the "range" is always recognizable! It doesn’t have footrests that interfere with off-road, but the entry-exit is convenient, you can’t find fault with the landing and adjustment ranges of the seat and steering wheel, and visibility is excellent. The climate control, seat heating and audio system are controlled using large and comfortable roundels.
Considering the final result from a personal point of view, we, of course, once again became convinced that the brand's traditions allow us to build luxurious stuffed cars. This applies not only to the overall style, but also to interesting ergonomic solutions. For example, the central locking key is located in the center of the “beard”, next to the “emergency gang” triangle, and the power window control unit is placed on the far side of the door plane, almost at the very rear-view mirror.
However, the main shock of unprepared viewers, of course, was caused by tidying up. After pressing the engine start button, the whole black “cave” flashes ... a picture with the evening sky. I don't drink anything stronger than green tea, but I rubbed my eyes the first time too. One more press before launch - and shock number two: the instruments are virtual, “painted”, like the latest generation Jaguar XJ! A thick arrow highlights and highlights the numbers it passes by. The modes of the Terrain Response proprietary transmission system are also displayed here. "Digit" looks entertaining and unusual, but a little overloaded with information and all the colors of the rainbow.
Range Rover Supercharged
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The Range Rover power unit is placed longitudinally in front. Simple symmetrical differentials (D) are installed in the front and rear axles. Between the wheels of the front and rear axles, the thrust is distributed by a free symmetrical differential, made in the form of a planetary gear (SP). In tandem with it, a multi-plate friction clutch works, which ensures its blocking in automatic mode (E). The same clutch also blocks the rear axle differential. A toothed chain is used to transmit power to the front axle drive shaft. The transfer case also includes a reduction gear (PP). It can be activated in two ways: using the Lo key located on the central panel, and by using the Terrain Response program, selecting the “stones” mode (rightmost icon). The driver can also disable the stability control system.
Again... ordnung!
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Mercedes-Benz is not only perfect inside, but also perfect in habits. The 5.5-liter engine is the weakest in the test trio, but the car starts so confidently and strongly, as if it wants to measure its strength with a crazy Range Rover. The V-shaped "eight" confidently pulls from the very bottom and famously spins up to the limiter to the juicy, assertive exhaust accompaniment. "German" takes not only and not so much by force, but by the accuracy of control. The reactive force on the steering wheel is present even in the near-zero zone. The brake pedal setting and deceleration itself are the best of any test car. I really liked the way the GL 500 performs the “rearrangement”.
"Transparent" controls in critical modes are successfully assisted by electronics. But she does not straighten the car, "grabbing" the brake discs, but helps to build a trajectory that a large SUV follows like a chore. Thanks to the Airmatic air suspension, the ride is very high, and the noise isolation is excellent. The stiffness of the suspension can be changed between standart, sport and comfort modes. On a broken road, the ability to “dissolve” the shock absorbers comes in handy, although in the “comfort” the five hundredth remains quite elastic. In general, the car behaves honestly, exemplary and predictable.
Serenity and wisdom
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The Escalade does not have sophisticated air suspension, and at the back there is a bridge beam and shock absorbers that are traditional for full-size jiam trucks. But the “American” floats over all the hardships of domestic “destinations” with amazing equanimity, despite 22-inch rims with not the most high-profile tires. Moreover, the potholes on which the representatives of the Old World stumble will remain almost unnoticed by them. The only thing that can upset the pompous Caddy is the vibration of the unsprung masses on a broken road, which, however, does not bring the ride to discomfort.
The motor can easily “fire up” to the very top, but there is no need for strength exercises. On the bottoms of the "muscles" V8 is enough to dynamically carry a hefty carcass. The machine works well, but with slight delays. Handling is reminiscent of a luxury yacht. Steering sensitivity is not very high, and the trajectory changes with majestic slowness. On the “rearrangement” Escalade rolls a little and “floats away” to the side, requiring a wider corridor and fast, ahead of the wheel. The brakes are enough, provided that you do not use the SUV as a supercar. But driving along a winding road to the rhythm of a Mercedes Benz is unlikely to succeed. And is it necessary? As a participant of one "American" conference rightly noted: "A big truck is a weapon of mass destruction. There is no need to rush anywhere.” Caddy is an ideal track car for very long distances, and national American features, which often cause fierce resistance in the domestic auto press, turn into a number of pluses in normal operation. Few people can pull a heavy trailer with the same ease or provide a similar level of comfort on the dirt road. The average consumption of 92nd gasoline of 20.6 liters per "hundred" seems quite moderate for such an engine. "Europeans" showed more impressive numbers.
Demon in the flesh
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Witches and ghosts feature in a lot of films, but the most sinister blockbuster has yet to be filmed. However, I already came up with a name - "Solihull Witch". Range Rover Supercharged is asking for the main role, and the plot will be stronger than Goethe's Faust! The traditional green nameplates with the company emblem are repainted in a menacing black color for a reason: the SUV seems to be under the power of dark otherworldly forces. Five liters, a mechanical supercharger and five hundred forces in the back of an SUV is serious.
As long as the Range Rover rolls slowly and occupants enjoy supremely smooth ride and outstanding noise isolation, there are no signs of a storm. But drown the gas pedal harder, and ... a hurricane will begin! The “awakened” mechanical supercharger emits a screech, from which the blood freezes, and from longitudinal overloads, slight dizziness begins. A well-functioning machine gun spurs on a frenzied engine, like a lion trainer with a whip. The 6.2 seconds it takes for the super SUV to hit the 100 target on the speedometer are felt extremely keenly. But even further, the acceleration rate does not subside: this “living room” on wheels absolutely does not care at what speeds to start a crazy run.
The steering wheel sensitivity is neutral, and the reactive force is not very pronounced, which, however, does not prevent the steering wheel from being quite informative. On the “repositioning”, the Range Rover instills confidence in the driver, precisely bypassing the cones. True, you should not expect filigree Mercedes work of electronics - the exchange rate stability system will return the car to the trajectory already in fact. With the brakes, alas, not everything is smooth. There is a lack of information on the pedal, and the pressing force does not correspond to the rate of deceleration. In addition, the feeling of “oiled” slippery pads did not leave me.
Ready for work and off-road!
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Mercedes-Benz has just admired its light handling, and now it stands on the inspection hole and surprises with the metal protection of the engine oil pan and automatic transmission. Even spars are “sewn up” with metal. The bottom is relatively “flat”, but the razdatka is vulnerable to an electric sensor located below, and on difficult off-road conditions, the handbrake cable can be damaged. There are enough gaps in the “normal” position of the body so as not to strike the bottom on a moderate intersection, and if you use the air suspension, you can significantly “raise” the car and increase the angles of entry and exit and reduce the risk that the car will catch on the bottom in a deep rut. Suspension travel before hanging the wheel, however, is more modest than that of the US-British "coalition". In addition, you should remember about the long wheelbase: the Mercedes can lean against the bottom of a steep inflection of the terrain.
Cadillac with an all-wheel drive system through a free asymmetrical center differential without a downshift and a low front bumper was hardly conceived as a serious "rogue". What was our surprise when the "American" showed impressive suspension travels and clearances almost like the GL 500 with the upper position of the air suspension! There is no “sheet” protection, but the units are protected by powerful frame cross members. The front one - between the levers - covers the engine crankcase and a little crankcase of the machine gun, the second one - the transfer case from blows from behind, and the third one - the gas tank. Of the relatively weak points, we note the electrical wiring (which still needs to be reached) between the transfer case and the gas tank, as well as the handbrake cable at the rear axle. However, it should be understood that the car is not suitable for heavy off-road. For example, on soft ground, even a slip of one wheel can lead to complete immobilization, and only a self-block in the rear axle can slightly smooth out the situation.
With frightening dynamics and transcendent luxury of the interior, the Range Rover remained a real SUV. With the highest position of the air suspension, it has quite “high” clearances and large angles of entry, exit, ramps, as well as better articulation (in the lower position of the body). The list of auxiliary off-road systems includes not only a reduction gear, but also the Terrain Response system, which configures the machine's electronic systems for a specific type of surface. But the engine has plastic protection, the pipes protecting the transfer case are not very successful in configuration, and the catalysts hang a little low. But protruding wiring harnesses were not found, and the bottom is quite “flat”.
Suits and cowboy hat
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The choice of a particular car depends on the preferences of buyers, who in this segment are especially zealous and have a pronounced predisposition to their favorite brand. Those who once consciously opted for the "three-pointed star" will rejoice at the GL 500's balance of driving performance on asphalt and worthy preparation for off-road driving. The charismatic and very comfortable Cadillac will suit not only romantics - fans of the brand: a much more affordable price tag compared to European competitors significantly expands the radius of consumer interest. In addition, the car feels good on moderate off-road, has a huge capacity and is relatively economical in relation to its engine size. The snobbish Range Rover Supercharged, redundant in its power and stuffing, resembles an expensive classic suit with gadgets sticking out of its pocket, and its geometric cross-country ability and an arsenal of off-road auxiliary systems will fit for quite severe sorties.
P.S. Most of the time, I drove the Escalade with the window open, listening to the throbbing thunder of the exhaust system. At one intersection I heard a dialogue between two boys crossing the street. One of them pointed a finger at the mother-of-pearl handsome man and exclaimed: “I would like such a car.” Perhaps so am I. True, you will have to wait a long time until the price of the Caddy in the secondary market drops to the cost of the perfectly preserved Takha “four hundred”.
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| The results of geometric and weight measurements made by editorial experts in the conditions of an auto-polygon | ||||
|---|---|---|---|---|
| Mercedes-Benz GL500 | Cadillac Escalade | Range Rover Supercharged | ||
| C | Clearance under the front axle in the center, mm | 222 (285)*** | 256 | 235 (271)*** |
| Clearance under the front axle in the shoulder area, mm | 212 (241)*** | 253 | 260 (285)*** | |
| Clearance under the rear axle in the center, mm | 231 (292)*** | 237 | 255 (275)*** | |
| Clearance under the rear axle in the shoulder area, mm | 219 (244)*** | 268 | 220 (235)*** | |
| D | Minimum clearance inside the base, mm | 1228 (290)*** | 281 | 248 (280)*** |
| Clearance under the frame or side member, mm | 230 (293)*** | 301 | 300 (380)*** | |
| Clearance under the fuel tank, mm | 238 (297)*** | 304 | 235 (275)*** | |
| B1 | Cabin width in front, mm | 1460 | 1610 | 1430 |
| B2 | Rear cabin width, mm | 1488 | 1610 | 1490 |
| B3 | Trunk width min./max., mm | 1025 | 1242 | 1190/1400 |
| V | Useful trunk volume (5 pers.), l | 528 | 696 | 516 |
*R point (hip joint) to accelerator pedal
** The driver's seat is set to L 1 = 950 mm from point R to the accelerator pedal, the rear seat is shifted all the way back
*** Data in brackets for maximum air suspension position
| Vehicle Specifications | |||
|---|---|---|---|
| Mercedes-Benz GL500 | Cadillac Escalade | Range Rover Supercharged | |
| MAIN CHARACTERISTICS | |||
| Length, mm | 5099 | 5144 | 4972 |
| Width, mm | 1920 | 2007 | 2034 |
| Height, mm | 1840 | 1887 | 1877 (1837) |
| Wheel base, mm | 3075 | 2946 | 2880 |
| Track front / rear, mm | 1651/1654 | 1730/1700 | 1629/1625 |
| Curb / full weight, kg | 2480/3250 | 2684/3311 | 2776/3200 |
| Maximum speed, km/h | 240 | 170 | 225 |
| Acceleration 0–100 km/h, s | 6,5 | 6,7 | 6,2 |
| Turning diameter, m | 12,1 | 12,4 | 12,0 |
| FUEL CONSUMPTION | |||
| City cycle, l/100 km | 10,5 | 11,3 | 10,4 |
| Country cycle, l/100 km | 13,4 | 14,5 | 14,9 |
| Combined cycle, l/100 km | 12,1 | 12,4 | 12,0 |
| Fuel/fuel tank volume, l | AI-95/100 | AI-92/98 | AI-95/101 |
| ENGINE | |||
| engine's type | Petrol | Petrol | Petrol |
| Location and number of cylinders | V8 | V8 | V8 |
| Working volume, cm 3 | 5461 | 6162 | 4999 |
| Power, kW / hp | 388/285 | 409/301 | 510/375 |
| at rpm | 6000 | 5700 | 6000–6500 |
| Torque, Nm | 530 | 563 | 625 |
| at rpm | 2800–4800 | 4300 | 2500–5500 |
| TRANSMISSION | |||
| Transmission | Automatic transmission 7G-TRONIC | AKP6 | AKP6 |
| Downshift | 2,93 | - | 2,93 |
| CHASSIS | |||
| Front suspension | Independent, pneumatic | independent, spring | Independent, pneumatic |
| rear suspension | Independent, pneumatic | Dependent, spring | Independent, pneumatic |
| Steering gear | Rack | Rack | Rack |
| Brakes Front | Disc ventilated | Disc ventilated | Disc ventilated |
| Brakes Rear | Disc ventilated | Disc ventilated | Disc ventilated |
| Active Safety Tools | ABS+ASR+ADS+ESP+BAS+4ETS+DSR | ABS+ESP+EBD+Brake Assist + StabiliTrak | ABS+EVA+DSC, HDC+GRC+Forward Alert |
| Tire size* | 295/40R21(30.3")* | 285/45R22 (32.1")* | 255/50R20 (30.0")* |
| MAINTENANCE COSTS | |||
| Estimated costs for the year and 20 thousand km, rub. | 373 924 | 324 901 | 441 683 |
| The calculation takes into account | |||
| The cost of the CASCO policy (experience from 7 years) **, rub. | 223 084 | 178 901 | 222 923 |
| Road tax in Moscow, rub. | 58 140 | 61 350 | 76 500 |
| Base cost of maintenance***, rub. | 19 000 | 7000 | 60 310 |
| We are standing. first oil change***, rub. | - | 3700 | - |
| Frequency of maintenance, thousand km | 15 | 40 | 12 (or half a year) |
| Fuel costs for the combined cycle, rub. | 73 700 | 73 950 | 81 950 |
| WARRANTY TERMS | |||
| Duration of the guarantee, years/thous. km | 2/no limit | 3/100 | 3/100 |
| CAR COST | |||
| Test equipment ****, rub. | 5 052 074 | 3 150 000 | 4 782 250 |
| Basic equipment****, rub. | 4 990 000 | 2 800 000 | 4 276 000 |
**Averaging based on data from two large insurance companies
***Including consumables
****At the time of preparation of the material, taking into account current discounts
| Expert assessments based on test results | ||||
|---|---|---|---|---|
| Index | Max. score | Mercedes-Benz GL500 | Cadillac Escalade | Range Rover Supercharged |
| Body | 25,0 | 21,5 | 21,8 | 19,7 |
| Driver's seat | 9,0 | 7,7 | 6,5 | 6,1 |
| Seat behind the driver | 7,0 | 6,3 | 6,7 | 5,9 |
| Trunk | 5,0 | 3,5 | 4,6 | 3,7 |
| Safety | 4,0 | 4,0 | 4,0 | 4,0 |
| Ergonomics and comfort | 25,0 | 23,9 | 21,8 | 23,8 |
| Governing bodies | 5,0 | 5,0 | 4,3 | 4,6 |
| Devices | 5,0 | 4,4 | 4,4 | 4,8 |
| Climate control | 4,0 | 4,0 | 4,0 | 4,0 |
| Interior materials | 1,0 | 1,0 | 1,0 | 1,0 |
| Light and visibility | 5,0 | 4,5 | 4,2 | 4,6 |
| Options | 5,0 | 5,0 | 3,9 | 4,8 |
| Off-road qualities | 20,0 | 15,9 | 12,7 | 17,9 |
| gaps | 4,0 | 3,7 | 3,4 | 3,7 |
| corners | 5,0 | 3,0 | 2,0 | 4,1 |
| Articulation | 3,0 | 2,3 | 2,6 | 2,6 |
| Transmission | 4,0 | 3,8 | 2,1 | 3,7 |
| Security | 2,0 | 1,7 | 1,0 | 1,9 |
| wheels | 2,0 | 1,4 | 1,6 | 1,9 |
| Expeditionary qualities | 20,0 | 16,7 | 15,5 | 16,0 |
| Controllability | 3,0 | 2,7 | 2,1 | 2,3 |
| Driving comfort | 3,0 | 2,8 | 2,9 | 2,8 |
| Accelerating dynamics | 3,0 | 3,0 | 3,0 | 3,0 |
| Fuel consumption (combined) | 3,0 | 2,0 | 1,6 | 1,4 |
| Highway range | 2,0 | 1,5 | 1,3 | 1,4 |
| load capacity | 2,0 | 2,0 | 2,0 | 1,6 |
| Length unfolded. trunk | 2,0 | 1,7 | 1,6 | 1,5 |
| Spare wheel | 2,0 | 1,0 | 1,0 | 2,0 |
| Expenses | 10,0 | 5,1 | 4,8 | 4,8 |
| Price in a test package | 4,0 | 1,8 | 1,8 | 1,8 |
| Operating costs | 4,0 | 1,8 | 1,8 | 1,8 |
| Resale prospects | 2,0 | 1,5 | 1,2 | 1,2 |
| Total | 100,0 | 83,1 | 76,6 | 82,2 |
_MBGL500_CadillacEscalade_RRSupercharged_Page_11_Image_0002.jpg) | _MBGL500_CadillacEscalade_RRSupercharged_Page_11_Image_0003.jpg) | _MBGL500_CadillacEscalade_RRSupercharged_Page_11_Image_0004.jpg) |
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| Mercedes-Benz GL500 | Cadillac Escalade | Range Rover Supercharged | |
|---|---|---|---|
_MBGL500_CadillacEscalade_RRSupercharged_Page_14_Image_0003.jpg) | _MBGL500_CadillacEscalade_RRSupercharged_Page_14_Image_0002.jpg) | _MBGL500_CadillacEscalade_RRSupercharged_Page_14_Image_0001.jpg) |
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| pros | Excellent combination of passenger habits and good off-road capabilities, excellent ergonomics | Good ride, powerful and pleasant-sounding engine, huge trunk, good articulation | The dynamics of a supercar and the potential of a serious SUV in one car. Stylish appearance |
| Minuses | High maintenance cost, automatic selector algorithm and overloaded steering column switch | Not the most precise handling, the inability to fold the seats into a flat area, not very sophisticated transmission | Exorbitant cost, too many functions are assigned to electronics - a person is a little removed from the car |
| Verdict | The personification of the concept of "German car" and a worthy brainchild of the "three-beam star" | Comfortable representative of the true "Americans" for a simple off-road | Royal comfort in all conditions: Range Rover has been true to itself for many decades |
text: Asatur BISEMBIN
photo: Roman TARASENKO
In less than 30 years, the British brought the RR to mind. Now the reality has been brought into line with the legends. And we are ready to oppose it to the Mercedes-Benz GL... By the beginning of the test, there was only one person left in the editorial office who was able to stand up for the English car industry...
Unlike me, he already rode the fourth generation RR. But in my opinion it didn't matter. What's the difference - third or fourth generation Range Rover? Funny. If for so many years the king has remained naked, what will this change? Design, finish and smooth ride are not everything. And then there are these Indians… Who will seriously believe that, having bought the Land Rover brand, they will strictly according to the contract not interfere in anything for another five years?
Compared to the Range Rover, the interior of the Mercedes-Benz is gloomy, rough, martinet 
Captain's landing, light and comfortable steering wheel, Martian sunset on the dashboard - this is Range Rover
ENGLISH HORSE FUCK
Previously, the Range Rover was a rolly, heavy, pseudo-comfortable bus, too confused for off-road. I remember how, in a sandy quarry near Moscow, I helplessly pressed all the available buttons and pedals in an RR with a 4.2-liter Supercharged engine, but could not move because I could not find the right algorithm of actions. And a colleague thoughtlessly rode around on a Lexus LX570 ...
Now everything is different. Let's start with the fact that in the fourth generation Range Rover, a five-liter engine is equipped with a supercharger. And he will beat everyone. The gigantic volume plus supercharger make any fantasies possible. He has so many forces that the only thing to worry about is how not to squeeze the pedal. But that's not scary either. Because all the incredible horse English nonsense is now under the competent control of electronics. Maybe swarthy elephant trainers wrote a new program for the traction control system, because they are the best programmers in the world after Russian ones?
ALL IN THE PAST
The supercharged five-litre RR trim is capable of a lot. It can cut through adits in the rocks. And the electronic assistant - the updated Terrain Response system - is so good that it allows the driver not to dig in loose snow, even when he presses on the pedal, not obeying common sense. Now he would not lose a duel in the sands with a Lexus. The innovation is admirable, but so far I haven't named enough to beat Mercedes.
Doubts about the RR's abilities are completely eliminated when you try the Adaptive Dynamics mode in the suspension. While maintaining comfort, it keeps the suspension in check whether the car is driven on asphalt or sand, snow or mud. It works. And very well.
This is the time to introduce GL into the story. But what to write? Before the test, I was sure of its advantages, and as it turned out, the Range Rover is just as good. The “German” was unlucky even with the AMG styling package (this is exactly what arrived for our test), which includes wide wheels. And without them, the GL was not ideal in terms of directional stability on rough roads, and even with it it loses to the “British” - you have to taxi all the time.
I thought the Mercedes would be more comfortable off-road, and I wanted to whip the Range Rover - after all, the previous version swayed so mediocrely on the hillocks in the longitudinal and transverse directions. But that, too, is in the past.
PURE GERMAN ARGUMENTS
The fourth generation of RR seems to have nothing to show. But if you search well, you can. Take, for example, overclocking. The GL does 100 km/h in 6.5 seconds and the Range Rover in 6.2. The “German” achieves the same dynamics with the “Englishman” with the help of 388 horsepower. The Harvard fakir needs all 510 for a meager advantage of 0.3 seconds! It is impossible not to notice such a fatal difference in the efforts made. In addition, the English turkey is too fat: GL is 300 kg lighter. Such “tasteless”, purely German arguments have to be used for Mercedes-Benz, which at one time shocked off-road journalists with its abilities at the first tests in Russia.
Now RR eats the fruits of admiration. He greets the driver with a captain's landing, offering a beautiful view of the extreme points of the immense square hood. Embraces the wearer's body with a soft seat. Gives him a light, especially pleasant steering wheel when maneuvering off-road. Displays a Martian sunset on the dashboard.
Quickly - in 20 seconds - raises the air suspension to the top position and offers to press the gas pedal until the gasoline or all the snow under the wheels runs out.
Mercedes-Benz GL tests you with hard pillows. Tests how fast you can turn a sticky, heavy steering wheel. It takes four and a half times longer to inflate suspension air bellows. And smirks if you forgot to turn on your head before engaging the horseshit of a five-liter engine. Despite the lower power compared to the RR, you need to press the GL accelerator as lightly as possible. We drove in deep snow and after several failures found the right algorithm. It is necessary to fix the second overdrive in the automatic transmission. Activate the central and rear locks. Disable ESP. Then he rides. And RR goes anyway. Just for fun, I've tried every possible combination...
HE WILL REMIND ABOUT HIMSELF
And yet, still ... the more time passed after the test, the more shortcomings of RR I remembered. The charm of this scoundrel is so great that all the shortcomings during the acquaintance are somehow quickly obscured. How did I forget to mention that compared to the GL, its brakes feel like they are covered in oil. And no one needs acceleration and power, because driving faster than 140 km / h is already scary. Predictable result for a car with a curb weight of under 2800 kg.
There are also punctures in ergonomics. The main control functions in the cabin are equipped with large, visible buttons from afar. Having believed the designers, you begin to press them almost blindly and without taking off your thick gloves. Then, when you need to lower the side window, the mirrors suddenly fold in, because at this point the engineers didn't think of it. And traditional English reliability is a three-word anecdote. The rear wiper RR, unable to bear the boredom of the first day of the test, told us it, chuckling.
This depresses me no more than the grave decoration of the Mercedes-Benz interior - a la the Reich Chancellery. This mixture of killer gray, indifferent black and hazy brown. Just imagine a gentleman in a black suit, brown boots and a gray shirt. Wildness.
PARTS: RANGE ROVER
MATCH PART: MERCEDES-BENZ GL
AND IN THE CAR YOU CAN…
A similar but silly Range Rover against the background of the GL - like an actor in the royal theater. The texture, color and finishing materials are like from a dressing room. And the TFT screen that replaces the dashboard shows speed, temperature and the future. Looking at it, you understand: all disputes about the backlight, readability, size and design of the speedometer will soon go away. The driver himself will determine all the parameters. For example, I love the green background and large numbers in full screen, like in Citroen. I sold the car to a girl - she changed everything to pink and returned the indication in the form of a dial. Everyone will get what he likes. Especially if you completely replace the touch screen and all other functions of the front panel, making its mount adjustable. The driver will set the optimal height and angle for himself, destroying today's endless mistakes of designers and ergonomists. They would have long ago decided among themselves what is more important - beauty, convenience or safety.
Something similar has already happened in the area of geometric passability. In both the RR and the GL, we adjust the suspension ourselves, pneumatically raising the body to the desired position. By the way, the upper limit of adjustable ground clearance for rivals is 283-307 mm. What else do these SUVs have in common? Both cars are built according to a similar scheme: a load-bearing body, independent suspension front and rear, low gear in the transfer case. Plus blocking - interaxal and rear interwheel. But blocking management is already out of the realm of differences between our rivals. GL allows you to enable locks manually. RR reserves this right, including them only in automatic mode. Mercedes-Benz has a similar algorithm, but much less intelligent, it is useless in loose snow.
If you do not pay attention to technical details, the future owner will have to make a funny choice. What do you prefer - to get a role in a series where you have to squeeze fashion models on a soft sofa all the way, juggling pineapples, or watch the chronicle of the First World War for the rest of your life?
Mercedes has been rebranded this year. Confused by the number of their own models, the Germans renamed almost everything anew. And did it somehow affect the philosophy and image of the brand? Understanding the new German alphabet along with the unchanged Range Rover Sport.
ML, M-class and now GLE - the first civilian Mercedes SUV appeared back in 1997, and therefore it is changing its "surname" for the third time. The logic is as follows: GL - belonging to the segment of Stuttgart SUVs, and the last letter (in this case E) denotes the corresponding class of car. The last change is the reduction of the uppercase three-letter designations of engine modifications to one lowercase - d - diesel. As a result, the decoding says that we have at our disposal a business-class Mercedes-Benz SUV with the most powerful diesel engine available in Russia.
Changes in the appearance of the GLE are exclusively within the framework of a small update, and the design of the car itself, from our point of view of the current generation, is the most controversial. Full face - do not take your eyes off! All the power, luxury and pathos of a three-beam star in one "look". The relief of the entire front is like your AMG.
But the more Mercedes begins to turn sideways, the more the disproportions of the body, individual lines and stampings come to the fore. The stern was already clearly made to American tastes - visually heavy, with hypertrophied lanterns and a massive bumper hem.
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The lean "British" is visually simpler, but stylistically cleaner. There are no differences in perception in his appearance, and every detail of the swift image continues each other from whichever side you approach, and from whatever angle you put it. Even our photographer noted that working with the Range Rover is much easier and faster.
The only remark is the color. The gray tint completely dissolved the Range in the dullness of both wet asphalt and autumn Petersburg. This car needs a defiant bright color.
SDV 6 is an abbreviation for a medium-sized 292-horsepower diesel engine. Despite the noticeable power superiority of the "Englishman", in terms of speed characteristics, he is inferior to the "German". But that's on paper. But in reality?
But in reality, there is no desire to check the dynamic capabilities of the Mercedes-Benz GLE, because as soon as you find yourself in the cabin, the all-terrain vehicle immediately envelops you in comfort, envelops you with care and warms you with imperceptible phantom warmth.
The reason for this perception is, of course, the combination of textures that has become as old as the world, or rather, the combination of textures that has become a classic of automotive luxury. Expensive cream leather, unvarnished natural wood of a dark brown hue, leaving “parquet” of cup holder covers and new-fashioned gentle lighting flowing from under the panels, diluted with real metal decor. This is the living room of a fashionable retro hotel, where you are waiting not for the engine to wake up and go to the bustle of the metropolis, but for a cup of hot tea and a peaceful reading of the latest press.
The restyling of the interior brought to the GLE point refreshing changes, the main of which is the new central display, rendered in the form of a tablet. You can control its functionality in two different ways, but invariably with your right hand - either, according to tradition, rotate, move and press the “puck”, or slide your finger along the touchpad located above it. The first option is more convenient.
The graphics and animations on the screen are amazing. With the convenience of the menu, there are also no particular problems, especially those familiar with cars. Mercedes. AcousticsHarman/ cardon not only does it sound great, it also has a powerful radio antenna and transmits sound through Bluetooth.
The Germans do not like to experiment with ergonomic solutions, so the convenience of using all the functionality in Mercedes-Benz is already a tradition, from seat adjustment to climate control wheels. All the main functions are turned on exclusively by buttons, but already the nuances of their settings can be adjusted in the on-board system menu.
In terms of the quality of finishing materials and the smell of expensive leather, the Range Rover is in no way inferior to Mercedes, except that individual elements, such as plastic armrests screwing along the thread, are made rudely.
However, the feeling in the cabin is different. Laconic technocracy, wrapped in black and gray tones, strongly disguises the high cost of the interior, not to mention home comfort. The buyer of the Range Rover will need to be especially careful about the selection of body colors and interior options.
Yes, and landing in the Range is completely different - deliberately high, jeeper. In general, if the GLE gives the impression of being, so to speak, more unisexual, suave and crossover-like, then the Range Rover Sport is clearly a masculine car. Ergonomics is one of the factors confirming this - not everything in the numerous options of the "British" is visual, and requires investigation in the bowels of the functions wired into the screen. And there…
The Achilles heel of all Range Rovers is the multimedia unit. After the Mercedes screen, look at the display of the “British”, which after the FullHD TV, look at the kinescope. Primitive pixel graphics, to put it mildly, mediocre quality from review cameras and thoughtful navigation. And that's not counting the poor radio reception and the mediocre quality of music playback via Bluetooth. At the same time, Meridian acoustics perfectly play back audio recorded in high quality on a USB drive.
But the Range Rover liquid-crystal “tidy” with a lot of displayed information turned out to be clearer than the Mercedes shield. The driver of the latter is also hindered by small digitization.
The choice between the stalk of the "automatic" Mercedes and the traditional joystick Range Rover itself decided in favor of the "German". After the test, we tried for a couple of weeks to turn on the gears on other cars ... with the “wipers” lever.
The profile of the chic-looking Range Rover seats is noticeably sportier. Mercedes seat width immediately shows: the main market for the model is American. However, it is possible to get comfortable with a dozen and a half adjustments in both cars. Heating and ventilation - by itself. Massage - extra charge.
And in that, and in another premium "rogue" behind it is really convenient only for two, despite the fact that there is enough space for the third. In the Range, despite the flat floor, it is a little cramped, and the sofa is molded into two magnificent armchairs. In a Mercedes, the central passenger's feet are hindered by a ledge of the tunnel. The amount of additional benefits depends only on the size of the wallet.
The trunks of both SUVs are top-notch with a similar range of extras. But the hold of the "Brintian" is much smaller - 489 liters versus 690 for the "German". The reason for this is underground Range Rover, UnlikeGLE, complete spare wheel.
Well, now, finally, on the road! The fact that Mercedes and Range Rover have 3.0-liter diesel turbo engines under the hoods cannot be recognized by the sound inside. If the GLE simply doesn’t hear anything inside, then the “Sport” when regassing creates the feeling of having some kind of V-shaped “eight” - the excessive noble decibels are clearly left on purpose.
One way or another, and at the start, you can even determine which car you are in with your eyes closed and your ears plugged. Mercedes-Benz with a 249-horsepower engine and a thrust of 620 Newtons starts off with the softness of a kitten, but the dynamics of a cheetah - it is impossible to understand which feeling is primary. Simultaneous smoothness and excellent responsiveness to the accelerator - this is only Mercedes!
Range Rover Sport from the first touch rushes into battle. Acceleration is richer, and reactions are sharper - the "British" frankly provokes temperamental or impatient drivers, and even incites to drown with his bass. Mercedes, in a word, can also be made sharper by switching the controller of the proprietary Dynamic Select system to Sport mode. But in any mode, comfort is a top priority.
DieselGLE- the first of the Mercedes, which is equipped with the latest 9-speed (!) Automatic 9G-Tronic. It works perfectly - lightning fast and incredibly smoothly in any mode. In a word, in the Range box there is only one gear less, but translated into “sport”, it begins to justify the name of both the mode and the entire car.
Having gained a move, the situation changes. Throwing out emotions right away, the Range Rover calms down and begins to respond to the gas more lazily, while the GLE at any speed and gear, at the slightest desire of the driver, is in good shape. Subjective feelings are also confirmed by the performance characteristics: despite the fact that the “British” is 43 “horses” more powerful, he loses to the “German” both in traction and in dynamics. True, the lag is microscopic.
Be that as it may, we can safely state that the powerful diesel engines of cars are magnificent. Especially when looking at fuel consumption readings. Both hefty all-wheel drive SUVs weighing under 2.2 tons and with acceleration to “hundreds” in about 7 seconds consume an average of only 10 to 13 liters of diesel fuel. Mercedes, for example, on a full 90-liter tank showed the rest of the course ... 1043 km.
Surprisingly, my first acquaintance with the Range Rover Sport a few years ago took place here, at the St. Petersburg circuit in a summer duel with the Lexus GX. Then the “battle of the titans” ended with the victory of the “British”, who easily outplayed the frame “Japanese” in driving disciplines. Now the situation is different. The rival is equal in parameters, it is late autumn outside, and winter tires are on the wheels with completely different grip properties. And so much the better!
We translate all possible modes into Sport. At Mercedes, the air suspension is clamped and “crouches”, the steering wheel becomes heavier, the engine is more responsive, the gearbox is faster - if you want, you can set everything up individually. The Range Rover has a sport mode only on the "automatic", but you can press the "pneuma" separately. To battle!
Both hold the straights perfectly - they go like an arrow at any speed. Moreover, Mercedes is more comfortable - its suspension completely ignores any flaws in the road, while Range Rover chats even on asphalt microdips.
In turns, both fly in different ways. The GLE is smoother and more predictable - its always soft and slightly inert "steering wheel" still brings to the driver almost all the nuances of the car's deflection. Controlling a Mercedes to the limit is not so much faster, but more accurate and safer.
The rolls of both off-road vehicles are commendably small for their class, but, whatever one may say,GLE falls less. Well, the brakes are definitely better for the “German” - the “British” almost in every dangerous maneuver forced to literally drive the central pedal into the floor.
The Range Rover Sport let down power steering and Pirelli Ice Zero tires (Mercedes was shod in Nokian Hakkapeliita 8). The “British” in steep maneuvers literally immediately began to slip, forcing the driver to take urgent countermeasures, which in turn were hampered by distinct delays in steering turns. Although in civilian conditions the “steering wheel” of the Range seemed to us richer and more accurate than the German one.
Both cars are equipped with adjustable air suspension. Moreover, the adjustment speed of the "British" is twice as fast as the "German" Mercedes- Benz GLEfive lifting modes from 180 to 285 mm. AtRange Rover Sport- three: from 200 to 278 mm. However, in off-road mode, the Range can briefly rise to 335mm.
Overcoming off-road for both cars is not an empty phrase. For the Range Rover, it's a must-have part of the image, and Mercedes has turned it into an additional profit in the form of an optional Off-Road package. One way or another, off-road vehicles have an impressive arsenal in the form of permanent all-wheel drive with the possibility of inter-axle blocking and reduction gears. And that's not counting the whole complex of auxiliary electronic systems. True, which of the real buyers uses all this is a big question.
In general, in both off-road vehicles you need to think to a minimum - electronic brains are in charge of everything. You just need to select the appropriate driving mode and the cars will do everything themselves, displaying their actions in detail on the screen of the on-board systems.
There was no need to be surprised - Range Rover Sport copes with off-road better, faster and better. Rushing through the mud without the slightest fear, and even has the best body geometry and large suspension travel.
Mercedes GLE is also not a miss - it is on the heels, but not so confidently. The electronics of the “German” are more timid - it will either strangle the engine, or burrow into a stall, which you have to give back and take the dirt by storm again. However, to be honest, we had more fear - we did not dare to look for the off-road limit of Mercedes and Range with a total cost of ten million.
What's the bottom line?
Another change of surname of the large SUV Mercedes turned out to be a formality. GLE is a true Mercedes, the main philosophy of which is incomparable comfort, isolating the inhabitants of the cabin from all external influences. The best part is that in all other parameters, Mercedes-Benz not only doesn’t fail, on the contrary, it sets the tone. There is nothing to dissemble - whatever you take in comparison, the "German" is half a step ahead. In the worst case, it is not inferior, being comparable in price.
The Range Rover Sport is also true to itself. This is, first of all, a charismatic rebel who, as a matter of fact, boasts of correctness. The car is very fast, but not sporty. Heaped up, but not everywhere and always comfortable. With a bunch of options, but there are questions about the implementation of each. The truth is uniquely passable and emphatically stylish. By and large, it's time for Sport to be updated. We are looking forward to a restyled version of an extremely characteristic car.
P. S. And we have once again become convinced of the incredible efficiency of diesel engines, which, at the request of the EU authorities, are now afraid of Europe. If you choose one of the presented cars, you should look at the petrol versions only if you choose crazy V 8. In all other circumstances, 3.0-liter turbodiesels will more than satisfy all needs, and in choice Range RoverversionSDVnot so much fasterTDV, How much more expensive.
The editors of the magazine "Dvizhok" expresses gratitude to the company "Autobiography", the official dealer of Range Rover in St. Petersburg, and the Russian representative office of Mercedes-Benz Rus for the cars provided.
