New comment. Mercedes-benz gl-klasse x164 with mileage: knocks in the chassis, weak automatic transmission and unsuccessful engines On slippery surfaces

There are no complaints about the brakes, except that they are a bit weak for a huge and powerful crossover. In any case, according to some owners of such machines. No, the braking distance is excellent, with original parts, excellent behavior is guaranteed in all conditions.

But the pads can’t stand the race around the city, they “float”, and the discs easily drive after overheating. Without deep tuning of the brake system, the GL is only able to apply its power on straight lines. Fortunately, most of the owners of these machines have enough of its traditional use.

In the photo: Mercedes-Benz GL 420 CDI (X164) "2006–09

pendants

In X 164, they are characterized primarily by the obligatory use of air struts. The usual spring is rare here, and for the most part the result of collective farming. If we are talking about pure mechanics, then there are complaints about the front strut mounts: the support mounting bolts and the strut mounting nut are loosened.

In the photo: Mercedes-Benz GL 500 (X164) "2006–09

Front air strut

original price

72 668 rubles

The bolt of fastening of the upper arm of the front suspension and the bolts of the anti-roll bar are also loosened. With any trouble in the cabin, a hard-to-identify knock from the front of the car is felt. Moreover, the rack itself can also knock: its design is such that the shock absorber is simply obliged to knock inside the airbag. Some owners painstakingly study the design, put washers for sealing, change anthers and seals to fix the problem. Taking into account the fact that both the steering column with its plastic bearings and the rack can knock, there can be a lot of knocking options. The annoyance of GL owners who pay hundreds of thousands of rubles for unsuccessful attempts to eliminate knocking over and over again, I perfectly understand. You can consider these knocks as an unpleasant feature.

The ball joint of the upper arm, together with the arm itself, as well as the rear arm of the lower arm, require replacement at runs of 70-100 thousand kilometers. The rear suspension is more reliable, often up to a run of 150-200 thousand kilometers does not require replacement at all.

Native pneumatics, oddly enough, is also quite resourceful. But the resource of non-original kits is floating, and the chances of catching an “explosion” after a hundred runs are growing. It is highly desirable to repair these nodes in advance, otherwise the car will fail for a while - you can only drive on a broken cylinder in a “whisper”. And their resource usually lies within 70-150 thousand kilometers. The lower limits correspond to a cold climate and minimal maintenance, and the upper limits correspond to typical Moscow operation with periodic suspension maintenance, cylinder washing and lubrication.

The installation of covers from X166 can significantly extend the service life of the pneumatic hose, but does not eliminate the need for special lubrication to restore rubber after two or three years of operation of the cylinders and clean them with compressed air. In any case, more than 200 thousand air struts are unlikely to pass without repair.

Either the original Vibracoustic, or Bilstein or Arnott is suitable for replacement, which will be slightly cheaper with a comparable resource. All sorts of Chinese counterparts, albeit even cheaper, but a resource of 30 thousand is already an achievement for them.

Air compressor

original price

43 616 rubles

And don't be embarrassed by the availability of remanufactured parts. Installing a new sleeve is a very common repair method that is used instead of buying a decent quality pillow. In the collection for 14-40 thousand rubles, only the “gum” itself changes at a price of a quarter of the amount. Moreover, for our climate, multilayer cold-resistant silicone is offered. The quality floats, but there are reviews about the high resource of this kind of improvements, especially for the northern regions.

If the cylinder exploded, it is recommended to immediately pull out the fuse, the left one of the large pink ones in the block, and the third green relay from the left in order to save the life of the expensive system pump. But if the leak is slow, then the reason may not be in the cylinder. Numerous connections and the pump valve block can also fail.

In the photo: Mercedes-Benz GL 500 (X164) "2006–09

By the way, it is useless to diagnose cylinders at normal operating pressure: they need to be inflated in excess of the norm so that the bend of the sleeve begins to “bubble”.

Steering

Sometimes it fails too. The rail turned out to be rather weak for the wide 18-21 ”rubber and frequent parking “on the patches” - Moscow is very different from southern California in terms of parking features. It breaks both bushings in the steering, and plastic stops in the rail itself, rods and tips wear out very quickly. It is recommended to check the condition of the nodes at each TO. A small backlash is quite acceptable, but the knocks will pester. The noise isolation features are such that knocks are very well audible in a very quiet cabin.

In the photo: Mercedes-Benz GL 320 BlueTec (X164) "2008–09

The power steering pump is also at risk - the high load on the assembly affects. Moreover, the mechanical pump fails more often than the occasionally occurring EGUR electric pump. But on the other hand, the first one can be bought original for a relatively small amount - about 15 thousand rubles, if taken with a pressure of 120 bar instead of 128, like the original GL. The latter, with an insignificant difference in power, will come out at least 70 thousand. You can meet an electric booster only on diesel cars with a three-liter engine in a number of regional versions.

All-wheel drive transmission

In terms of transmission, the GL differs little from passenger Mercedes of the same years. The transfer case on machines without an off-road package with a simple differential and a front axle drive with a leaf chain is quite reliable and is able to travel 150-200 thousand kilometers under mild operating conditions.

In the photo: Mercedes-Benz GL 320 CDI (X164) "2006–09

If there is an “off-road” package, then a planetary gearbox and a differential lock are added, the presence of which does not affect the resource, although theoretically it increases the likelihood of failure. Shafts and transfer cases operate at their breaking point in a heavy machine and are very sensitive to oil contamination, oil level and driving style. For “racers”, the chain can wear out after 40-50 thousand mileage, but usually it still withstands more than a hundred or one and a half hundred thousand mileage, like the rest.

If you ignore the howl of the box, you will have to change not only the chain itself, but also the gears. And often also shaft bearings - chips in oil will finish them off. The oil level also needs to be monitored and changed at least once every 60 thousand kilometers.

For owners of forced engines, especially with V 8 diesels and 5.5 gasoline ones, the transfer case housing is also at risk. To begin with, the bearings and seals “correct” a little, and after shock loads, it can break several bolts securing the “halves” of the housing. If you ignore the howl and noise that has appeared, the housing may crack near the input shaft, or the oil leak will finish off the bearings. There are not so many owners of seriously tuned cars, and such problems are rare, which clearly indicates the ultimate strength of the unit.

Rear cardan shaft

original price

64 791 rubles

Surprisingly, there are cars with a "collective farm" repair of handouts. The chain is shortened “by a tooth” or additional tensioners are installed. The meaning of such events is not obvious, because the chain is on sale, although it is not available for ordering from the catalog. Shaft bearings and other wear parts are also available. Specify who and how did the repairs, if there are traces of an autopsy.

Cardan shafts and CV joints are quite reliable, especially if you only drive around the city and do not drive. Otherwise, these are all consumables with an unpredictable resource, like wheel bearings.

automatic transmission

You can tell a lot about the "automatic". But better not in print. The X 164 turned out to be one of the first cars on which the 722.9 automatic transmission, aka 7G-Tronic, was installed without alternative, after its “running in” on the C-class.

With a fairly strong mechanical part, the number of problems with the valve body turned out to be above the comfortable threshold even for car owners who were very loyal to the company. With more or less dynamic movement, the first problems began after 20-30 thousand kilometers.

In the photo: Torpedo Mercedes-Benz GL 450 (X164) "2006–09

The rigid temperature regime of the valve body electronics (the term “mechatronics” is applicable to such a design, meaning the combination of electronics and hydraulics in a single module) led to failures. Electronics from Siemens simply could not withstand such modes, and failures in control electronics became commonplace.

The oil pump and rubber seals could not withstand such conditions either. On a number of series of boxes, even the “bell” of the box turned out to be at risk - it was literally broken by vibrations during active movement. For all ten years of production of these boxes, the problems have not been completely eliminated, although the situation with failures has improved significantly since 2004, and there was no more outright “case” on the 2006 production machines. Just a low resource and increased chances of a trip on a tow truck to the service.

Automatic transmissions manufactured after 2009 are conditionally reliable, subject to the maintenance regulations (oil change is recommended after 40 or at least 60 thousand kilometers), they can travel without serious problems until their small resource is exhausted.

All GLs were equipped with the W 7A 700 version of the box - the most powerful option available, even withstanding 6.3 engines. But even he does not tolerate long-term movement on the ground and towing heavy trailers very badly. In this case, any version of the automatic transmission, even the most recent, begins to literally “crumble” before our eyes.

The problems are still the same: insufficient cooling, very harsh use of gas turbine engine blocking pads, starting from first gear and minimum speed, plus complex and delicate electronic filling, insufficient wiring and sensors.

For most of these boxes, the milestone of 200 thousand kilometers is unattainable even with careful operation and oil changes every 60 thousand. What can we say about those cases when they drive a car ...

However, there is good news for the “racers” - a reinforced oil pump, reinforced friction clutches and planetary gears, refinement of the valve body and better cooling allow it to “digest” a moment of about 1,000-1,200 Nm for a long time, although the price of such a refinement will pull on the price of another inexpensive GL.

When buying cars before 2010, pay close attention to the box series and raise the service history with the dealer. If the box has not been changed or no major repairs have been carried out, then the chances are high that it was being finalized by “craftsmen”. And not the fact that it is successful. And repairs will be expensive, because even a kit for repairing a valve body costs 35 thousand rubles, and the price of spare parts for the mechanical part is usually more than a hundred thousand.

Fortunately, this automatic transmission is well diagnosed by a scanner, it has a large margin of adaptability and serious internal monitoring. It is worth paying attention to the errors of the ISM block, and to the failures of the selector itself.

Now most of the automatic transmission problems are still associated with overheating and its consequences, as well as with a high load on the gas turbine engine, damage to the lining of which leads to progressive overheating. If the car is old, the mileage is up to a hundred, the automatic transmission has not been changed, then with a high probability one can expect the manifestation of childhood diseases in the form of a weak oil pump, wear of the separator plate and cracks in the bell.

Motors

Not many engines were installed on the GL X 164. Two variants of gasoline V 8 series M273, with a volume of 4.6 and 5.4 liters, with a capacity of 340 and 388 liters. With. respectively. Several varieties of the bestseller OM 642 - diesel V 6 with a volume of 3 liters, power from 211 to 265 liters. With. And a diesel V 8 with a volume of 4 liters, the OM 629 series, with a capacity of 306 liters. With.

If you take a look at the powertrain offer table, you'll notice that the V6 diesel is leading by a wide margin. And this is not surprising, because it turned out to be the best choice not only in terms of power range, but also in terms of reliability.

But the gasoline engines of the M273 series were in an unenviable position almost immediately after the start of production. A clear miscalculation with timing materials, wear of the chain and intermediate bypass gear in the collapse of the block with runs up to 50 thousand kilometers have already greatly undermined the reputation. An expensive and suspiciously fast-wearing intake manifold, the dampers of which, in the event of breakdowns, could get into the cylinders or simply wipe a hole in the intake, and the high chances of teasing the delicate aluminum piston group completed the job. Only the reputation of the manufacturer made it possible to avoid a serious scandal.

By 2009, the chains became lamellar and more reliable, and the roller ones became stronger, as a result, the design resource increased to 200-300 thousand kilometers. But the weak intake manifold and the chances of the piston group scuffing remained, the price of the phase shifters is still high, and they themselves are not particularly reliable.

In general, even the cars of the latest releases will require increased attention, and there is always a chance that the engine will go to the capital due to bullying. Never buy such an engine without endoscopy of the last cylinders and with an oil appetite.

Diesel engines OM 642 are not problematic. The resource is more than sufficient, the layout is convenient. Of course, exhaust manifolds manage to break turbines with flying pieces, injectors and fuel equipment in general with our diesel fuel are not reliable enough, and there are few specialists in such engines.

In the photo: Under the hood of the Mercedes-Benz GL 320 CDI (X164) "2006–09

Particulate filters and EGR are a constant headache for owners, which is best turned off in advance to avoid killing the engine. Chains - both double-row roller and single-row plate after 2010 - run more than 200 thousand kilometers, then they need to be changed without waiting for the timing slip. The replacement technology is simple - by broach, and dampers and gears can go on for a long time.

There are no capricious phase shifters here. The nozzles stick to their places, as do the glow plugs (which I wrote about). I repeat that it is recommended to remove and install prophylactically once a year or two and use the “correct” services - damage to the cylinder head is possible during an illiterately performed operation.

Well, oil and antifreeze leaks from the oil and EGR heat exchangers - you need to monitor these elements and change them in time. Often leaks are also associated with a banal malfunction of the crankcase ventilation system.

The resource of the turbine is quite acceptable, more than 150-200 thousand mileage. Unless the most powerful ones have an indecent price even according to Mercedes concepts, about 200-250 thousand rubles. Fortunately, usually the "problems" are not associated with the failure of the turbine itself, but of the electric drive of the actuator.

The diesel V 8 biturbo of the OM 629 series is very uncommon, and for good reason. His ancestor in the face of OM 628 left the most unpleasant memories for many owners and. Let the Thielert Centurion 4.0 aircraft engine with a peak power of 350 hp be made on its basis. With. and a resource of 2,400 hours, able to work on aviation kerosene ... On the ground, this technological engine weighing only 272 kg became famous as superbly unreliable and very expensive to maintain. With complex fuel equipment, unsuccessful cylinder head material, prone to cracking and chemical corrosion, piston cracks and many other by no means minor troubles.

In the photo: Under the hood of the Mercedes-Benz GL 450 CDI (X164) "2011–12

Perhaps all this is not true, and the OM629 is an excellent engine that has been undeservedly slandered, but there are too few of them to obtain reliable data on the resource and problems. But a three-liter diesel engine is successfully "supercharged" to about the same power, while being noticeably easier to maintain.

To take or not to take?

It seems that there are many possible problems, but all of them are somehow “frivolous”. Unless the reliability of the automatic transmission on cars of the first years of production is in doubt. But there is a choice in terms of engines, air suspension is not so expensive to operate, based on the price of the car and total costs.

Everything spoils the nuances. Inexpensive gasoline engines have design flaws. Knocks and unnecessary suspension noise, which are so annoying to owners of cars of this class, can be extremely costly when eliminated in a service, especially an official one, with it.

Fuel costs are rather big, because the car is big. And the interior is the same as that of a simpler ML. With the most popular diesel engines, the same ML turns out to be an order of magnitude more dynamic, and it also manages better. In addition, the suspension resource of the GL is at the limit, while for the ML the same elements work much longer due to the lower mass. And the rear SAM unit of the GL turned out to be worse protected than on the ML, so there are obviously more electrical failures.

If you are ready to delve a little into what they do with the car in the service, you like the “cotton” handling, smooth ride and do not need the dynamics of a sports car, you are ready to save the suspension and pay for comfort, then the GL is a good choice. Especially if you have somewhere to park it.

In this case, the best and least troublesome option in operation would be a diesel car with a three-liter OM642 after restyling in 2009. Better without the Off-road package, with a perfectly dry interior and, ideally, with additional moisture protection.

Pictured: Mercedes-Benz GL 350 BlueTec (X164) "2009–12

Would you buy yourself a Mercedes GL?

Bought used from authorized dealer. Needed two cars and bought almost simultaneously ML350 (2006) and GL450. Now I can compare these two cars in terms of practicality, driving properties, comfort, etc. Despite one body index (164) and a number of common parts in the cabin, the cars are completely different. Rideability: The ML as a whole is perceived as a much lighter, more agile and easy-to-accelerate car. "Cheerful" as the wife says. The GL feels a lot heavier, doesn't steer as easily, and maneuvers more reluctantly. The GL450 accelerates quite well, but keeping the car under control at high speed is more difficult. Changing lanes on the ML is easy and pleasant, and you can easily fit the car where you need it in the stream at almost any speed. GL "does not like" to rebuild, especially abruptly. Despite the air suspension, the GL feels like a much more rolly car. And further. Periodically changing cars, I can say that the ML on a conventional suspension seems to me a more comfortable car on our roads than the GL on pneumatics. The attitude on the road to the ML is not something that would be respectful, as to large SUVs, but, let's say, carefully and cautiously. To GL attention and "honor")) a little more, but this is very subjective. The maximum speeds of the cars are almost the same - 210-212 km / h on the speedometer and 206-207 km / h on the navigator. Naturally, the GL has a more sophisticated equipment, there are many things, such as an off-road package, a preheater, a TV, a monitor for rear passengers, navigation, hands-free, a rear door with a lift, etc., so on a long journey I personally go to GL. Similarly, if you have to push through traffic jams in Moscow. But if you drive somewhere quickly and with a twinkle, then ML. I can't really say anything about off-road. In winter, both cars crawled quite reliably along country roads near Moscow, although I didn’t climb anywhere special. GL can be very seriously lifted on pneumatics, maybe when it comes in handy.

Mercedes-Benz GL450 4Matic on the background of AMG G55. When rumors surfaced that DaimlerChrysler was preparing a replacement for the Gelaendewagen, everyone was talking about the imminent demise of a true SUV...

Almost a year has passed since the publication of the article (ORD No. 4, 2006). Then we presented the Mercedes GL to your court. On the one hand, it was a test, and on the other hand, it was carried out by Passion 4x4 magazine. I remember that we noted that we did not agree with all the conclusions of our French colleagues. Well, it seems that the time has come to fulfill the promise made at the same time and conduct a “face-to-face interrogation” of the new top model of Mercedes SUVs.

When there were rumors that a replacement for the Gelaendewagen was being prepared, everyone started talking about the imminent demise of this brutal SUV. But the management of Mercedes-Benz hastened to assure that the GL model will not be produced instead, but in parallel with the G-class. The topic of comparing two "powerful branches" growing from one corporate "trunk" became especially relevant at the moment when it turned out that the price of these models differed by several times.

Technically, the Mercedes GL has a lot in common with the single-platform ML (0RD No. 1.2006). They are produced at the same factory in Tuscaloosa (Alabama, USA). The cars have in common not only a load-bearing body, but also a similar design of independent Airmatic air suspension (those that brought so much trouble in last year's frosts). The standard equipment of the GL also includes the ADS damping system installed on the ML. The range of powertrains is also similar to the ML. But with a little clarification - only GL450 and GL500 are delivered to Russia. The design of transmissions is also the same, the same permanent all-wheel drive with a center differential. All engines fitted to the GL are mated to a 7G-Tronic seven-speed automatic transmission equipped with steering wheel-mounted shifting. The only difference will be that the GL will not be delivered to the European and Russian markets without the Off-Road-Pro package, which means without downshifts and locks for the center and rear differentials. The GL control electronics also differ little from similar ML systems. But there is one important difference: the ESP system has a TSA (Trailer Stability Assist) trailer stabilization function - its task is to detect skidding or swaying of the trailer and suppress these movements by alternately braking the front wheels of the car.

Specifications of the tested vehicles (manufacturer's data)
Mercedes-Benz	GL450 4Malic	G500 Long Station Wagon 2006
Engine	V8 4 valves per cylinder	V8 3 valves per cylinder
Working volume, cu. cm	4663	4966
Maximum power, l. s / rpm	340 / 6000	296 / 5500
Maximum torque, Nm / rpm	460 / 2700-5000	456 / 2800-4000
Transmission	7 speed automatic	7 speed automatic
Curb weight (according to EU directive), kg	2465	2400
Gross weight, kg	3250	3200
Number of seats	7	5(7)
Ground clearance, mm	197-307	220
Turning radius, m	6,05	6,65
Fuel consumption, l/100 km:
urban cycle	18,4	20,6
suburban cycle	10,6	12,5
Maximum speed, electronically limited, km/h	235	190
Acceleration time 0-100 km/h, s	7,6	9,7
Base car price with VAT, €	92 400,00	100 300,00
Tested car price, €	127175,77	For the new modification G55 AMG

Grand GL?

Despite the same initial index letters, the appearance of the GL and G-Klasse correlate with each other in the same way as a strict business suit with a ceremonial army uniform. At first glance, it is clear that the GL is a civilian car, although powerful. And if Gelaendewagen resembles a calm German officer, then GL brings to mind the heroes ... Steven Seagal. Due to some angularity (the very one that is associated with masculinity), the GL impresses not only and not so much with its cyclopean, from a European point of view, size, but also with the overwhelming aggressiveness of the design. In this sense, it is somewhat similar to another prominent representative of the DaimlerChrysler concern, the new Jeep Grand Cherokee. Even a certain unity of stylistic decisions attracts attention. The same pronounced brow ridges above the strict headlights, the same muscular hood and large-mesh chrome grille, the same vigorously rising window sill line under the narrow side windows. Only all this is even more prominent and more intense. It feels like the same design team worked on them and decided to further exacerbate the unfriendly nature of the car. In general, match the current image of the Yankees, and even with some bust. I will say more: in a three-quarter rear view of them (Grand Cherokee and GL), one could even confuse if not for the size. So characteristic is the stylistic decision of the impressive rear pillar.

Completely even!

The interior and organization of the driver's workplace of the Mercedes GL almost exactly repeats the ML (with the difference that the dashboard of the first is sheathed in leather). So he has the same pros and cons, and Mercedes is unmistakably identified here in the same way. The gearshift joystick is easy to use and intuitive, but the left stalk, according to a tradition I don't quite understand, is unusually low, overloaded with functions and, in addition, hides behind the steering wheel spoke. The multi-zone climate control system provides the necessary and sufficient distribution of air flows. At the same time, it is still so smart that you can limit yourself to “studying” only the button labeled Auto. The seats can be equipped with all possible electrical adjustments, heating, ventilation and, possibly, a massager. But the plastic of the door skins is somewhat inconsistent in quality with the rest of the interior. But there is a separate skylight above the third row of seats! A significant difference from the ML is noticeable only when getting into the car, thanks to the higher roof, the sloping A-pillar “presses” not so much. But when compared with the “square” doorways of the Gelaendewagen, something is still missing. But the rear of the cabin is very different from the ML. In the rear-view mirror open just the same bus vistas. Passengers in the middle row have their own climate control unit, and ceiling deflectors, which allow for layer-by-layer adjustment of the air temperature in the cabin, and backrest tilt adjustment, and heating. But in practice, things are no longer so rosy. For example, when trying to sit “by myself”, I have practically no gap to the front seats (and this is possible thanks to the recesses for the knees in the back of the front seat). Apparently, the whole point is that the car is declared as a seven-seater with a full-size third row of seats. It seems that DaimlerChrysler, in pursuit of the “seven-seat” fashionable on the North American continent, simply missed such a moment as the comfort of middle-row passengers. Which, it seems to me, can significantly reduce the consumer qualities of this car. Especially when used in a representative function (that is, with a driver). In addition, in the seven-seat version of the cabin, the trunk volume also turned out to be less than that of the Q7 - 300 against 330 liters (of course, this is also a lot). But on the other hand, with both rear rows folded, the trunk volume is simply gigantic - 2300 liters, and the floor is completely flat.

End of the generational curse

Riding the GL in the urban "jungle" did not reveal any particular problems. The car provided quite comfortable movement through traffic jams, frightening the neighbors downstream with its ferocious appearance. Accelerating dynamics left a very pleasant impression with the well-coordinated work of the engine and the seven-speed gearbox, and the “automatic” worked so well that there was never a desire to use manual gear shifting. And, which is especially pleasant, while crawling in traffic jams caused by snowfall, fuel consumption did not exceed 17 liters per 100 km. That for 4.6 liters of displacement and 340 liters. With. is a modest figure, given that the average speed per trip barely reached 5 km / h and the engine idling a lot. Fuel consumption was low and during suburban traffic. Despite the condition of the roads, the performance was surprisingly good. Of course, when making a decision to buy such a car, fuel consumption is third-rate, but indirectly it speaks of the perfection of the power unit.

Sit down - get up

And now about the sad. For the first time in the history of the journal, for a number of organizational reasons, we were unable to test a car taken from the Moscow representative office on the roads of the Dmitrovsky auto-polygon. Accordingly, it was not possible to carry out most of the measurements. Meanwhile, the situation with the ground clearance was interesting. Even in the Highway body position, the ground clearance of the GL turned out to be greater than that of the Gelaendewagen (205 mm under the rear axle gearbox), and its tuning version of the AMG G55 that we had on the test (225 mm)! As for the Off-Road 3 position, there was already 115 mm more under the engine protection (the lowest point in the center of the track) than under the Gelaendewagen rear axle gearbox! Of course, it should be noted here that in the Mercedes GL450 the lowest points are the suspension arms (254 mm in front and 260 mm in the rear), but they are located on the sides and affect the patency less than the axle gearboxes.

Along the way, it turned out that the operation of the GL air suspension is somewhat different from the declared one. The GL450 has four body levels besides the standard one, called “Highway”: these are Off-Road 1, 2 and 3 (raising by 30, 80 and 110 mm, respectively) and Highspeed (at high speed, Mercedes lowers by 15 mm). But in reality, everything turned out not quite so. In the Off-Road 1 GL position, it raises by 34 mm, but only the “stern” (thereby equalizing the clearance along the entire length of the car). In the OffRoad 2 position, the entire car is already crawling up 23 mm in front and 70 mm in the rear (relative to the Highway level). When you turn on the Off-Road 3 mode, the body rises 75 mm in front and 100 mm in the back. That is, apparently, the tow bar rises by the declared 110 mm. But, nevertheless, the resulting 320 mm of ground clearance is a very good result, promising good off-road properties. But the GL has the same problem as all other cars with adjustable suspension: when the body is raised, the rebound travel decreases. As a result, in the GL (ML, Q7) in the Off-Road 2 and 3 positions, the suspension starts to knock on the rebound buffers ...

On slippery surfaces

Unfortunately, it is not entirely correct to directly compare the handling characteristics of the Mercedes GL450 and AMG G55 that we tested. The fact is that the tested Gelaendewagen, for all its excellent technical condition, was not equipped with the ESP system (it has been installed on these cars since 2001). And yet ... The behavior of the GL, which has a clear understeer, is very well predicted on a slippery road, and even if conditions are created for the occurrence of a skid (usually associated with buildup), the driver always has time to correct it. At the same time, at low speeds, ESP effectively helps to "get" into the turn, slowing down the desired wheels. As a result, during the passage of the "snake" speeds, the maximum for Gelaendewagen, for the GL turned out to be ... comfortable.

It turns out that, in general, the characteristics of the G-Klasse are more suitable for surfaces with a high coefficient of adhesion. But on slippery roads, it has a noticeably higher tendency to skid. The inclusion of inter-axle blocking in the general case only exacerbates the situation. As for the use of other locks, it is only acceptable on off-road, because with them the car simply “stops turning”. In general, we can say that Gelaendewagen is not very suitable for fast movement on slippery roads. If a skid occurs, the process is very abrupt and requires fast and precise steering (unlike the GL, which allows time for a smooth correction). However, once again I will make a reservation, we tested the car without ESP, which, in theory, should improve the situation.

Evgeny SPERANSKY
Drive Expert ORD

HE GIVES TIME

Mercedes GL at low friction coefficients normally obeys the control, the ESP system at low speeds does not allow a decrease in directional stability, that is, skidding, it turns on already when there is a discrepancy between the position of the wheels and the direction of movement. The system recognizes this and begins to brake the wheels to restore trajectory stability. In this way, it dampens the speed, in order to realize the friction coefficient so that the car can turn. The system turned off makes it possible to drive a little faster, with greater heading angles, the response of the car improves slightly, but outside the critical slip mode, the ESP system turns on again to limit the driver's speed and reduce the number of errors. At higher speeds and smaller steering angles, the operation of the included ESP changes. Under these conditions, the car showed understeer at the initial stage, and the system in this case does not work out the loss of trajectory stability, but turns on only at the stage of loss of course, that is, at the beginning of the skid, which develops very slowly, smoothly, giving the driver a lot of time to correct. And only if the skid continues to develop to a dangerous value, the system begins to work out, but not immediately. This is the normal operation of the ESP, good. The G-Class has slightly better steering response, which is good at high traction coefficients, but at low coefficients it leads to understeer, a large delay in steering input, and it also has a higher tendency to skid. The inclusion of an interaxle lock in the engine speed change mode exacerbates the situation. The inclusion of other locks is only suitable for special driving modes in difficult conditions. In general, this car is not for fast movement on slippery roads. If there is a skid, the process is very abrupt and requires a very quick correction, unlike GL, which gives time and opportunity for smooth skid correction.

test cell

We decided to start assessing the off-road properties of the Mercedes GL450 and AMG G55 (both cars were on studded winter tires) by overcoming obstacles, which, with some stretch, can be called standard for cars with electronic differential locks (“ditch” and “steep short climb”). During the first series of tests, the following became clear: when moving the ditch diagonally, the Gelaendewagen demonstrates very large travel of the dependent suspension, which accordingly allows it to keep the wheels in contact with the road for a very long time. As a result, the “old soldier” overcame a deep snow-covered ditch without resorting to the front differential lock (the automatic box at the same time made it easy to dose the moment). The turn of the GL has come ... Let's say right away - fearing for the safety of plastic bumpers, we did not dare to move into a ditch with a low position of the body. And since there are almost no rebound moves in the upper level of the body, in such a situation there is all hope for blocking. Passing through an obstacle (with the mobilization of all off-road capabilities of the car) was so successful that we began to study the logic of the electronic systems. It turned out the following. If the car is left in high gear and in Auto mode (especially without turning off the ESP), then the traction control system will focus on the work of the brakes and, as slippage develops, it will actively choke the engine. But even in this, not very efficient mode, the GL was able to run over the "test" ditch. True, he did it not so confidently. If ESP is turned off, then things will go more fun. At the same time, however, you need to understand that this is not the most effective way - slippage is very large. But then the fun begins - when you turn on a lower gear, the GL changes the program of the traction control system. She begins to give preference not to brakes, but to locks (to a lesser extent than the Jeep Grand Cherokee, but still noticeable). If you turn on the “center” lock, and especially the rear differential, then the GL completely goes into off-road mode. No, it does not block in advance, but does it almost immediately after the start.

We are going to Golubino

At the invitation of members of the Moscow G-class Club, we went to the vicinity of the village of Golubino to fight against winter impassability ... To begin with, it was decided to see how the GL450 and G55 would behave on virgin snow. And it must be said that the “family ties” in this case manifested themselves so clearly that the “pathetic” half a meter of snow simply did not reveal any differences. That is, both tested cars punched a rut without much effort, started off, turned around and easily scattered snowdrifts. Moreover, on both cars I didn’t even have to turn on the “lowered” one (there was enough time anyway). For confident movement on the G55, the center and rear differentials were locked, and the GL had to turn off the ESP (in sharp turns, it sometimes tried to choke the engine at the wrong time). If you use the Auto mode on the GL, then the start from a place began with a slip - at the first moment, the ESP tries to fight it with under-braking, and then it starts to “choke” the engine. If you turn on a lower gear, then the ESP program of work changed, basically the locks began to work. A characteristic detail - in such conditions, it was better to get under way with the GL. That is, in the “free” version, it turned out the same way as on the G-Klasse with locked central and rear differentials, and at the same time, handling did not suffer. That is, in the conditions of virgin snow, the situation on the rise was exactly repeated. The next test - forest roads - was no problem, and both Mercedes successfully overcame not too deep ruts and snowdrifts.

sediment left

In the end, we were so bold that we tried to cross a stream that flows through a swamp in a lowland between the hills. The first Gelaendewagen slipped through. On the GL450, we, fearing for the bumper, drove "pulled" and, of course, fell down. It was then that the difference between electronic locks and real locks became clear... blocking and began to try to do something with the brakes, transferring the moment between the wheels. In general, we had to resort to the help of a winch from one of the support vehicles ... By the way, the short-wheelbase Gelaendewagen following us, when trying to drive through the same place, also got stuck. But be that as it may, my faith in "electronics" was once again seriously shaken. She (faith) was not saved by the fact that later the GL450 tried to fully rehabilitate itself, passing wherever the G55 passed. And in some places, the “newbie” felt even more confident than the “veteran”. As the saying goes, "spoons were found, but the sediment remained ..."

Here and now!

So what is a car called Mercedes GL? From the point of view of the owner, who uses it as a city SUV, its cross-country ability is practically not inferior to the Mercedes Gelaendewagen. Moreover, it is unlikely that anyone will buy the G500 version (namely, it makes sense to compare the GL with it) for purely rural operation. In terms of handling, the GL is much better than just the G, and in terms of capacity, with all the "buts", the novelty also outperforms the "veteran". In addition, in conditions of equal equipment, the GL is slightly cheaper. So what makes GL better than G? Then tell me why no one is going to discontinue Gelaendewagen? Yes, because these are ... completely different cars. They came to their current state from different evolutionary branches, initially focused on different categories of consumers. Gelaendewagen is designed to work reliably for many years in "unsuitable conditions for life" and at the same time maintain good off-road performance and satisfactory comfort (which was strengthened in the G55 version). GL, on the contrary, was created in order to demonstrate all of the above “here and now”. At the same time, for the funds saved on durability, he received such bonuses as comfort, handling, capacity, and so on. It turns out that the Mercedes GL is nothing more than a reflection of the trend (characteristic of the last years of the evolution of all-wheel drive cars) of the transition from a working SUV to a crossover. Whatever one may say, for this class of cars, the ordered output characteristics are decisive ...

	Mercedes GL450 4Matic	Mercedes AMG G55
pros	Expensive, aggressive appearance. Large internal volume. Excellent work of the power unit. Adequate electronic stabilization system. Excellent permeability. Cheaper than the G-class in a similar configuration.	Charismatic appearance. The highest cross-country ability in the class. Recognized reliability and durability.
Minuses	Unexpectedly cramped second row of seats. Insufficient rebound travel in off-road positions Less durability in severe operating conditions.	Not good enough handling for such a dynamic car. Low smoothness. Not the most spacious interior. High price.
Verdict	Very large and dynamic crossover, with excellent cross-country ability. A car for those who need everything at once and more.	A true performance SUV with the luxury and performance of a sports car.

COMPETITORS

Thank you for the provided car "DaimlerChrysler Cars RUS"

text: Alexey ISAEV
photo: Alexander DAVIDYUK
Alexey VASILEV

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Automakers are well aware that the absence of such a popular car as a seven-seater SUV among their models means missing out on a huge number of customers who will have to use the equipment of another company to meet their needs. The leaders of Mercedes-Benz agreed with this statement. It was this manufacturer who developed a seven-seater off-road SUV.

There is an opinion that the GL intends to replace the G-Class or this model is a seven-seater modification of the ML. However, in reality, the GL is a completely new car, which has nothing in common with the German "UAZ" G-Class. The production of the latter is carried out at the Austrian plant. However, the seven-seat SUV Mercedes GL 450 surpasses ML in some parameters.

It should be noted that the appearance of the GL is completely different. And although the interior of this SUV resembles the latest M-Class, it is much more comfortable. The manufacturer of the GL is the USA, and it is in this country that this model is in the highest demand. The DaimlerChrysler plant is located in Tuscaloosa.

Of course, many auto companies produce large ones. However, not every manufacturer can create really stylish and luxurious cars. Especially if such a technique has the following indicators: length 5088 mm, height 1840 mm and width 1920 mm.

The Mercedes GL 450 car has an exquisite design and an excellent level of comfort, as well as the necessary off-road performance and increased cross-country ability on any road surface.

This model has excellent handling, as if it were a passenger car. In addition, the power of such a car is 340 horsepower, which in turn provokes its drivers to drive fast. Under the hood of this technique is a 4.7-liter V8 engine with a high torque of 460 Nm. This novelty in the world of motors was presented on the GL450.

The basic equipment of the Mercedes-Benz GL has a motor with a 7-speed automatic transmission - 7G-Tronic. It has seven gears for forward movement, as well as two steps that are designed for reverse. At the same time, this box has the ability to "jump" through the transmission, which provides powerful motors with excellent dynamics.

The steering column is equipped with an automatic transmission lever, which makes the central part of the tunnel free. This made it possible to place other controls for the left hand on one lever. Initially, such placement will seem uncomfortable, so it will take some time to get used to it. The basic equipment of the GL 450 Mercedes car involves the placement of the so-called "petals" of gear shifting behind the steering wheel.

Mercedes-Benz has an excellent ride. State-of-the-art air suspension and shock absorber adjustment function create real comfort.

The ability to choose between high-speed and smooth running allows the driver to choose the optimal driving style. So in the case of turning on the comfort mode, the GL450 moves smoothly along the road.

However, switching to the suspension option makes the SUV more collected, while reducing the amount of damping of the shock absorbers and there is a desire to increase speed. After all, in this mode, rolls are reduced when cornering, and in addition, there is a more confident overcoming of bumps on the roads.

The only imperfection of the Mercedes-Benz GL450 is the understeer during corner entry. This fact occurs even when driving at low speeds. As a result, there is a risk of not getting into the chosen trajectory. In this case, you will have to tighten the steering wheel.

The safety of this car is thought out to the smallest detail. In particular, a special protection system called PRE-SAFE is installed on the car. Its main difference is the ability to exchange information between active and passive safety systems. This is done thanks to the ABS system, directional stability and emergency braking.

In the event of an emergency, the PRE-SAFE protection system prepares the belts and airbags for the best possible response. This takes into account the speed of movement and the level of braking. Window airbags cover three rows of seats and are able to protect against the GL's four B-pillars.