Volvo XC90 D5 AWD Inscription
Power 225 hp, Acceleration 0-100 km / h 7.8 s, Price from 4,907,700 rubles.
Audi Q7 3.0 TFSI quattro
Power 333 hp, Acceleration 0-100 km / h 6.1 s, Price from 5,121,275 rubles.
Power 249 hp, Acceleration 0-100 km / h 7.1 s, Price from 5 320 258 rubles.
Range Rover Sport SDV8
Power 339 hp, Acceleration 0-100 km / h 6.9 s, Price from 5 896 005 rub.
BMW X5 xDrive 40d
Power 313 hp, Acceleration 0-100 km / h 5.9 s, Price from 6 495 350 rubles.
Volvo XC90 D5 AWD Inscription
Audi Q7 3.0 TFSI quattro
Mercedes-Benz GLE 350 D 4MATIC
Range Rover Sport SDV8
BMW X5 xDrive 40d
Audi Q7, BMW X5, MB GLE 350 D, Volvo XC90 D5, RR Sport SDV8
A full-size SUV of a premium brand is a cherished consumer dream for many. And for many, this dream, alas, remains unrealizable. We believe that dreams should come true, and we have collected five cars at the same time and in one place - one is better than the other. Or is it not better? Let's figure it out now!
Text by Vasily Ostrovsky, photo by Artem Popovich
All cars are extremely relevant. The “oldest” is the Range Rover Sport: its sales began in the summer of 2013. The BMW X5 appeared at the end of the same year, and the Volvo XC90, Audi Q7 and Mercedes-Benz GLE came to Russia quite recently.
Quite frankly, comparing such cars has more academic interest than practical meaning. Speaking of such a format as an expensive SUV of noble origin, one has to take into account not only the "physical" parameters of the car, but its "mental" qualities. It is hard to imagine that a person who thought of getting behind the wheel of a Mercedes would be able to prefer the blue-and-white propeller of a car with a different ideology to his starry dream. Yes, and an Anglomaniac is unlikely to covet the Teutonic technique: in his view, only an even more expensive Range can be better than the Range.
But "Audi" and "Volvo" are somewhat apart. However, the Q7 was a status thing before, while the XC90 has only now risen to the level of other cars, having significantly risen in price compared to its predecessor. Well, the more interesting our observations will be.
Audi Q7 3.0 TFSI quattro
Nearly ten years have passed between the premieres of the two Q7 generations - a period that is almost prohibitive by today's standards. The new "Ku" differs from the old one strikingly: if the old car seemed like a rounded elephant, now the "Audi" has sharpened its edges and ... has ceased to look like an SUV. But a big crossover simply has to be impressive!
The impressions from the salon are also mixed. The first score is cool. The climate control knobs are interestingly executed, on which the temperature and operating mode are displayed. Nicely made black wood inserts with a matte texture and thin stripes.
Fully digital devices are also impressive: the graphics are well-developed, and the functionality is the highest. However, the last feature is a double-edged sword: an excess of readings on the display significantly complicates perception. And I was also very surprised by the orientation of the dashboard: it is not facing the driver's organs of vision, but as if tilted down. You get used to it over time, but the question "why?" still remains.
SUV? Rather, a big station wagon. Very big! And also - solid, strict, comfortable. Driving this car, you feel a sense of confidence and invulnerability. Perfect finish, proper handling and powerful acceleration of the petrol V6. The space on the back sofa is almost more than necessary! And everything is good in front: comfortable chairs, beautiful and, in principle, clear interface. What can you find fault with here? But I would have preferred a diesel version, even if at the expense of dynamics. Then Q7 would definitely be a good option for me.
When the car is unlocked, bright white stripes flash on the front panel and doors, which after a while are replaced by red. Effectively! I liked this performance, but not all experts appreciated this beauty, finding it annoyingly intrusive.
However, when it came to the convenience of controlling the multimedia interface, there was no disagreement: the Germans made a mess. A button-laden touchpad, combined with a circular controller and menu selection keys, is mind-blowing. In addition, the volume knob is located away from the useless touchpad and is also made to rock. As a result, adjusting the volume is more convenient for the passenger than for the driver. Woe from Wit!
"Audi" likes a soft suspension: the car in some incomprehensible way goes through even large irregularities, without shaking the wheels or shaking the body. And the trunk is large, moreover, its volume can be adjusted not only by folding the rear row, but also by simply moving its individual parts back and forth. However, I could not find a common language with the ingenious onboard system, no matter how hard I tried: the heap of controls on the central tunnel horrified me. This is some kind of ergonomic bacchanalia, by God! I didn’t like the screen instead of the dashboard: it’s not easy to figure out the numerous numbers, moreover, it remained an insoluble mystery to me why it was installed with a downward slope.
Our copy turned out to be in a strange configuration: in the presence of rather expensive options like the Bang & Olufsen audio system, the car was deprived of the memory of the front seats and climate control for the passengers of the sofa. The steering column was not electrified at all - as, indeed, on the Volvo. Nevertheless, there are no complaints about the chairs - the adjustment ranges are more than sufficient. The rear seats are also adjustable: individual parts of the sofa can be moved longitudinally and the backrest can be tilted over a very wide range. In terms of space and convenience of entry / exit "Audi" is beyond competition.
The armrest is divided into two equal parts,
each of which is adjustable in length. At the same time, the "warehouse" itself in its depths is extremely modest in volume.
The touchpad falls short of expectations:
the driver wants to use it as a means of navigating through the menu, but it is only suitable for "finger" input, which you rarely use
Very comfortable steering wheel
in places of grip trimmed with delicate perforated leather. A special joy is a dedicated button for adjusting the volume of the navigation system
Of the five cars, only the Q7 was equipped with a 333-horsepower gasoline engine and was inferior in power only to the Range. With dynamics, of course, the crossover is all right. And the most vivid impression was left by the smoothness of the "Ku-seventh". I can't remember a more comfortable suspension! The crossover completely destroys small irregularities, and reduces large ones to frivolous sizes. On it you can drive through the "speed bumps" without reducing the speed at all. Great!
But the handling of the car alerted. On the one hand, the "German" demonstrates an excellent grip in turns - on the other hand, it does not at all seek to put reliable information on the angle of rotation of the wheels into the driver's hands: a light steering wheel does not have sufficient information content, and you have to get into a turn almost at random.
As for the cross-country ability, the "Audi" is not strong in this discipline, even despite the presence of air suspension with the ability to change the ground clearance: a long wheelbase and large overhangs are not the best help on the off-road.
BMW X5 xDrive 40D
At the end of the last century in Munich, they proved to the whole world that an SUV can have the habits of a sports car: having appeared in 1999, the X5 became the most driver's crossover (there were still three years left before the appearance of the Cayenne). And even now "X-Fifth" still provokes to ride "with a stick high." Another thing is that compared to its predecessor E70, the current car of the F15 series has become much more comfortable: excellent smoothness is the main acquisition of the X5.
Like the Mercedes, the Bavarian crossover is faithful to tradition: from the point of view of the boomer, everything is in its place in the cabin. However, the key difference between Munich and Stuttgart traditionalism is that, from the point of view of a normal person, BMW has no problems with ergonomics. With each new generation, "X-Fifth" becomes more and more saturated with electronics, but its high density per square meter of the car does not conflict with ease of use - with the exception of navigation, which is categorically inconvenient to control with a round controller. Eh, here would be a normal human touchscreen ...
"Ha-fifth" is a certain history and image. He is like a noble horse who dreams of going into a gallop. But what is the boredom in the salon? This is a premium crossover! Where is the deliberate luxury that the closest competitors generously endow? It seems that everything is with him - "both the skin and the erysipelas." And yet, as if something is missing - some kind of deliberate gloss, or something ... But the trunk with a split door is a convenient thing. If we abstract from the specific image of the "boomer", then the bottom line will be a versatile, but devilishly fast car, well suited to the needs of an adult couple with a couple of small children who will be comfortable on the not too spacious back sofa.
Compared to competitors, the interior of the "X-Fifth" may even seem a bit conservative: despite the fact that the multimedia interface is endowed with rather extensive powers, the main functions are still hung on the usual buttons. Of the inconveniences, it is worth noting the non-fixed steering column switches (only a person with a well-developed intuition is able to determine in which mode the wipers work) and the same automatic joystick.
BMW's front seats are masterpiece - no exaggeration. In addition to a million of all kinds of usual adjustments in the front seats, the backrest also "breaks" in half: the angle of inclination of its upper part can be set separately. In general, the chair can be easily adjusted to any, even the most non-standard, shape. Bravo!
BMW seemed to me too jerky: it jumps and decelerates too sharply - the brake pedal turned out to be too sensitive. I also did not like the fact that the thresholds are not protected from dirt in any way - in this sense, Audi and Range Rover are preferable. But there are no problems with smoothness. And I was also surprised by the lack of air suspension with adjustable clearance: it seems to me that in this class and for this money, it should be a mandatory equipment.
The Bavarians have been equipping their expensive cars with head-up displays for a long time, and the X5 is no exception. In terms of the quality of information presentation, it is impeccable: a clear color image seems to float above the road. Volvo also has a HUD, but the Swedes have a simpler implementation.
Ambient interior lighting
allows you to select the color of illumination at the discretion of the driver - this function is dedicated to the corresponding item in the on-board system menu
Double armrest
opens access to the box on the central tunnel, in which a significant part of the volume was drawn by a shelf for a mobile phone. By the way, BMW supports connecting two phones at the same time
The most laconic dashboard
provides a clear perception of the most important information. In addition, some data is displayed on the head-up display.
X5 is not shy about flaunting its athletic skills
Despite the fact that the current "X-5" has settled down a bit, replacing the stiffness of the course for smoothness, he still does not hesitate to show off his athletic skills - especially the modification with a 313-horsepower diesel engine, spurred by a pair of hefty turbines. The motor is crazy! And the box is in the very suit: the transmissions replace each other quickly, but smoothly.
The steering wheel is clear, sharp - and at the same time not annoying with excessive nervousness. The sports mode seemed to be a piece of narrow application: light, unobtrusive imposingness leaves, leaving a bunch of nerves exposed - for each press of the gas, the car jerks forward too actively, sometimes forcing it to brake. The brakes of the X5, by the way, are also very sensitive - you have to get used to this feature.
In terms of cross-country ability, BMW is definitely inferior to the leaders: despite a decent ground clearance and a well-functioning imitation of differential locks, the X5 is devoid of both a lowering row and air suspension with variable ground clearance.
Mercedes-Benz GLE 350 d 4MATIC
Normally, the GLE is considered a new model, but in fact, the Mercedes became the oldest participant in our test: in fact, it is a third-generation ML, processed with a restyling.
The interior has not changed too much during the modernization: instead of the display built into the front panel, it has a grown-up "tablet", a new steering wheel has appeared, and a small wheel for walking through the on-board system menu has given way to a massive controller with a touch panel hanging over it.
Mercedes seems to be a perfectly balanced car
By inertia, the Swabians exploit the left steering column switch, tortured by many functions, to which you need to adapt for a long time if this is your first Mercedes. It is impossible to quickly get used to the fact that the windshield wipers turn on to the left of the steering wheel, and not to the right. But to the selector "machine", which sticks out of the steering column in place of the lever for the wipers, you adapt instantly. When, after the Mercedes, I switched to a BMW, instead of starting off, I cleaned the windshield.
Mercedes is a special brand for me: since childhood, I have a weakness for cars with a three-pointed star. The GLE's salon is like a cozy office that you don't want to leave. Everything here is solid, almost conservative - and at the same time modern, respectable and aristocratic. There are no remarks about driving qualities either - they are polished to a shine. And the brand speaks for itself: the word "Mercedes" does not need to be explained to anyone. True, I do not like the new designation system - it is now almost impossible to distinguish one SUV from another by ear.
The front seats of our GLE have been electrified to the maximum. They are traditionally controlled by the door, however, there are buttons in the bases of the seats - in particular, they regulate the lumbar support. By the way, a curious feature: as the seats move back, their headrests are automatically raised - in my opinion, this is absolutely logical.
It’s amazing that other manufacturers still haven’t thought of doing this. It is no less strange that the Mercedes for some reason did not use the seat to facilitate the driver's landing: when the ignition is turned off, only the steering wheel moves off.
In terms of space on the sofa, Mercedes is inferior to Audi and Volvo, but outperforms BMW and Range. There are no inconveniences with entering and exiting, although there is still a chance of getting your trousers dirty - the doors do not protect the thresholds from dirt.
Of all the five cars, it is the "Mercedes" that gives the impression of the most respectable car. Everything in it is emphasized well: a noble appearance, and a comfortable interior, and a roomy trunk. True, with multimedia, it seems to me, the Germans were too smart: the touch panel on the central tunnel is clearly superfluous here. But the picture on the screen is good: both the image quality is extremely clear, and the font is large enough - no problems with the perception of information. And the work of the all-round view system is beyond praise! I also liked the fact that for the GLE you can order a transfer case with a reduction gear: using it to pull a trailer with a boat out of the water is a piece of cake. Still, other things being equal, I would have preferred the larger GL, solely because of its size.
From the point of view of cargo transportation, the GLE salon is well tailored. And although the cushions and the back of the back row have to be folded separately, lowering the head restraints to the lower position, this operation leads to the formation of an absolutely flat floor.
Easiest Audio Control
due to the fact that the driver has the opportunity to choose the way of interacting with it - through the menu of the multimedia interface, the keys on the steering wheel or buttons on the center console
Cool all-round visibility with a clear picture,
which forms a quartet of cameras, is an excellent working tool: to drive in reverse, focusing exclusively on the display, on a Mercedes is as easy as shelling pears
The light skin of the interior turned out to be too brand:
in a completely new car with less than a thousand kilometers of mileage, it has already acquired a distinct blue tint
The steering column is bristling with many levers -
three on the left and one on the right. However, if you get used to the automatic selector quickly enough, the proprietary multifunctional lever with turn signals and windshield wipers is not so easy to learn.
The three-liter diesel engine, which revives the GLE 350 d, is neatly included in the "tax" 249 forces (in Europe, the same engine produces 258 hp) and is equipped with a 9-speed "automatic". Such a tandem works great: the set of speed is fast, but smoothly in a Mercedes-like manner. Noise isolation has been worked out in the most meticulous way, the suspension is perfectly drilled - the ride is good even in sport mode. Mercedes generally left the impression of a perfectly balanced car.
Yes, he is almost sterile in sensations - there is not a single comment about his behavior! At the same time, the language does not turn out to be boring to call the crossover from Stuttgart - the GLE seems to be a very lively and mobile organism. His character is deliberately even, but this is precisely the charm of this car: it is felt throughout that there is a tremendous engineering work behind such restrained behavior.
As for the off-road qualities of the Mercedes, on the off-road it is second only to the Range, and even then only a little: the GLE 350 d arsenal, supplemented by the Offroad package, coupled with air suspension, includes a downshift, forced locking of the central differential and an adjustable ground clearance, the maximum value of which reaches 285 mm.
Range Rover Sport SDV8
Generation was made from Discovery, then its successor is built on a common platform with a large "Range". During the reincarnation, the RRS became 400 kg lighter and acquired new engines - in particular, a 4.4-liter turbodiesel, which was just under the hood of our car. Such a powerful "dviglo" and the tank will be dragged away after itself playfully - not like an off-road vehicle! In response to pressing the accelerator pedal, Sport, squatting slightly on the rear axle, goes on the offensive into the space under the uterine rumble of the diesel "eight". And although in the drag "Range" will give way to both BMW and Audi, the impressions from acceleration are still very strong: you immediately feel yourself in a large and heavy, but at the same time incredibly fast car that generates a feeling of total superiority over other road users.
This illusion is fueled by the high seating position - you look at the neighbors in the stream from above. It provides good visibility, but complicates the access to the car: you don't get into the Range, and you don't even enter, but get up. It will be more difficult for short people to jump into the salon than for people of taller than average height. And the process of landing on the front passenger seat of a girl in a narrow skirt turns into a strip show!
I didn’t really like the former “Sport” - for all the pathos, it seemed rustic. Here's a new "Range" - another matter! He is handsome and elegant, although he looks imposing and menacing. In terms of the organization of the interior space, the "Briton" is somewhat similar to a BMW - for example, in the back row, with my height, I do not have enough space, and it is inconvenient to sit there - the sloping body pillar interferes. In terms of handling, it is inferior to the Bavarian crossover - but it is clearly capable of off-road feats, which I personally will hardly ever be worthy of.
The British SUV compensates for the inconvenience of landing with a full-fledged comfort access system and thresholds that always remain clean - they are completely closed by doors with seals.
The rear passengers of the Range are also not easy: in addition to the high location above the ground, entry-exit is complicated by the protruding wheel arch and the strongly inclined body pillar. And there is less legroom than in other cars, although more than in BMW. And there is also the largest armrest, which also contains the entertainment system control panel - each passenger is entitled to a monitor and a set of headphones.
I liked the English car more than the rest. If you do not pay attention to some inconveniences such as difficulties with the inclusion of seat heating, the "Range" impresses with the convenience of landing. The steering wheel and seat slide away for easier exit, and the sills are protected from dirt by doors. And what a motor here! It not only makes a large car pick up speed rapidly, but also has an exorbitantly low fuel consumption. I am only confused by possible reliability problems.
Life is easier in the front row. Nevertheless, here too it has its own specifics. For example, seat heating and ventilation can only be activated using the touchscreen display of the multimedia system, although you get to the desired menu item immediately - by pressing a special button on the center console. By the way, only in the "Range" you can separately heat or cool the back or seat cushion by pressing the desired zone on the seat diagram with your finger on the display.
Unfortunately, the RRS came out without waiting for the new multimedia system that debuted on the Jaguar XE: the old one has primitive graphics that clearly does not correspond to the status of the car. I also didn't like working with USB drives: the system does not recognize all flash drives and refuses to play individual tracks for unknown reasons.
In general, the interior of the "British" makes an exceptionally pleasant impression - first-class leather is adjacent to polished aluminum and plastic, pleasant to the touch.
Dual-image display
considered a trademark of British cars: the driver and front passenger see a different picture at the same time
Fixed gear selector
quite straightforward to use, but shiny washer. which controls the automaton on other "Ranges" looks more stylish, and in terms of ease of use it is even preferable to a joystick
Displays with outdated graphics -
this is the main problem with Range Rover multimedia devices. However, the virtual dashboard can be abandoned in favor of conventional analog instruments.
Comfort access system
on a British car, it greatly facilitates the process of placing behind the wheel: the steering wheel rises up and is pressed against the front panel, and the seat moves back
The trunk of this "Range" - apparently because it is "Sport" - is not perfect. First, the significant loading height makes it difficult to place heavy luggage. Secondly, if you fold the back sofa, you will not get a flat floor. Thirdly, only a person with good physical fitness can remove a heavy full-size spare tire from under the floor.
Despite the powerful engine, Sport does not dispose to driving on race tracks, although it is able to go fast: cruising speed far beyond "hundred" is in the order of things for it. The ride is not bad, but when driving through more or less large irregularities, an understanding comes of how massive the wheels of an SUV are: the vibrations of the unsprung masses are felt better than we would like.
But in cross-country ability "Range" has no equal! The suspension features impressive articulation and air bellows allow the body to be lifted off the ground up to a record 335 mm. Also in the list of off-road virtues the "Briton" has a razdatka with a lowering, as well as a forced locking of the center and rear differentials.
Volvo XC90 D5 AWD Inscription
Like the Audi Q7, Volvo's flagship crossover was delayed at the start: the first-generation XC90 gave way to its successor only at its twelfth year of life. However, the wait for the new car was worth it - the "ninetieth" was a success!
Both the petrol and diesel engines that power the XC90 have the same configuration: two liters, four cylinders, plus varying degrees of supercharging.
Looks "Volvo" in a Scandinavian low-key, but at the same time modern and absolutely recognizable. Solid symbolism: the sign of Mars flaunts on the grille, and the headlights are decorated with the hammer of Thor - the T-shape of the LED running lights should be interpreted that way. The only pity is that the Swedes, for some reason, did not cover the thresholds with doors: when landing, it is easy to get your pants dirty due to inattention.
The appearance of the Swedish car seems boring to me. But inside, the second-generation crossover surprised not only with the highly artistic interior design, but also with its convenience: everything is for a person here. And the "tablet" on the center console is quite appropriate here, especially since it is controlled by touches, and not abstruse twists and turns. And what a gorgeous sound of the audio system! It's just a pity that Volvo has risen in price so much: if the new XC90 cost the same as the old one, it would definitely become a hit!
Once inside the Volvo, you immediately relax, feeling the very “atmosphere of well-being” that the designers have so thoroughly imbued in the interior. The inner world of the XC90 is made with great taste and full of grace. Just what is the interior decoration of the door: the sculptural surface, the combination of textures, colors, smooth lines of joining of materials make it a work of art. Individual elements that are presented as branded chips do not look far-fetched: faceted "jewelry" for starting the engine and selecting driving modes is not only functional, but also convenient to use. In any case, the quality of the XC90's finish is in no way inferior to German and British cars. The only concern is the lacquered black plastic, from which the buttons on the steering wheel spokes and door panel are made, the framing of the climate control vents and the display on the center console. All this looks fashionable, but in fact it turns out to be easily soiled.
By the way, about the display: the vertically oriented touchscreen tablet with the Sensus interface, the stuffing of which Mitsubishi Electric specialists pored over, is distinguished by good graphics and sufficient performance. It turned out to be easier to understand the menu than it seemed, since the onboard system does not suffer from the lack of logic. But the virtual instruments were not impressed - after talking with Audi, the feeling does not leave that the Swedes have mastered only a small part of the potential of such a dashboard.
Dispute between Mercedes-Benz, Cadillac and Range RoverMercedes -Benz GL 500
5.5 (388 hp) 7AT, price 5 052 074 rubles.
Cadillac escalade
6.2 (409 hp) 6АT, 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 lunch discussion turned into a real dispute. One colleague argued in favor of the power of a three-pointed star, another grinned condescendingly and argued that nothing could be cooler than Land Rover, and Range Rover is generally the pinnacle of the evolution of luxury SUVs. I tore my shirt on for the American auto industry and Cadillac - its legend. To find out who is right, as usual, they decided at the Dmitrov training ground
So, we present the player number one - MercedesBenz GL 500. The price tag is 5 million rubles. makes him the most expensive test participant. The car is not new, it debuted in 2006 and underwent modernization in 2009. "Our" version is equipped with a 5.5 liter V8 engine (388 hp and 530 Nm) and an automatic transmission 7G-Tronic.
The second test participant is the monumental Platinum Cadillac Escalade, which includes such nice "little things" as, for example, 22-inch wheels, heated and ventilated seats, interior trim with aluminum, olive and walnut wood, as well as an entertainment system for second-row passengers ... Against the background of the cost of the Mercedes, this is just a super offer: the Vortec 6200 V8, which develops more than 400 hp. and working in tandem with a six-speed automatic transmission, 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 Audi Q7. Although the current generation debuted back in 2002, the car has been modernized several times and was able to take a fairly high line in our ranking. "Briton" 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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Once in the Mercedes-Benz GL 500, I doubted that it was born in the same way as all other cars. A picture rises before my eyes: a huge laboratory with sparkling floors, people scurrying around in crystal-white overalls with modern devices and measuring, calculating ... Are you a designer with crazy ideas? Come back later. GL-Klasse is a mind over emotion, a truly German meticulous approach to comfort and ergonomics. They tried to bring the driver's landing closer to that in a passenger car. Entry-exit forces you to bend down a little, since the roof is lower than that of other duelists. This makes the footpegs look overkill. There is not a shadow of frivolity in the interior design, and the test version with black leather and greenish "marble" inserts is severity itself! The backlighting of the pictograms of a soft cream shade 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 the numerous pictograms right away. But the automaton selector algorithm to the right of the steering wheel takes some getting used to. The single paddle shifter is overloaded with functions and the rearview mirrors are tiny.
The driver's and front passenger's seats are harsh, but ideally profiled and have adjustable lumbar support, which can be moved up and down (control of the "roller" is placed on a separate panel on the right at the edge of the pillow). By the way, you can also adjust the density of the lateral support. The adjustment ranges (both the chair and the steering wheel in two directions) are more than enough even for tall people, and it is simply sinful to complain about the head and leg room both in the front and in the back. 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 quite free - the pillow is installed high enough from the floor, so you don't have to sit with your knees propping up your jaw. The gallery can be folded or raised using an electric drive, but not everything is smooth with the middle sofa. To fold it, a narrow section will have to crawl to the base of the pillow with your hand to find the coveted red "lace".
Mercedes -Benz GL 500
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The power unit of the Mercedes-Benz GL is located longitudinally at the front. Conical free differentials (D) distribute traction between the front and rear wheels. A free symmetric differential is responsible for the distribution of thrust 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 center panel, the driver can lock (P) both the center differential and the rear axle differential. First, the center differential is excluded from work, only then the rear axle differential (at the same time the lowering stage is activated in the transfer case). If the toggle switch is in Auto mode, then the locks (E) of both 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 much national automobile cultures differ from each other! To fully experience the contrast, it is enough to transfer from the gloomy intelligent GL 500 to the giant 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 confusion at the overseas mastodons. Like, this is later, when I get older. Indeed, one has to come to such a machine or just love specific and peculiar giants from the cradle. I know from myself that the "American" is an incurable "disease." The Germans are stupidly thinking over the diameter of the climate control “turntables” and the size of the marks on the speedometer, but in Cadillac they did not waste their time on such trifles, which did not prevent them from creating a comfortable, sincere and very user friendly car. Those who have never in their life pulled the steering column "poker" of an automatic machine, at first experience a culture shock. This is unusual, because out of habit the hand begins to fumble between the chairs 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 out in the turn." Are you going to drive headlong on a cruise yacht? That's the same.
The climbing process in the Cadillac is perhaps the most comfortable thanks to the high doorway and retractable footrests. If the "Mers" in terms of the layout of the interior space of the cabin and the driver's workplace gravitates towards passenger cars, then the Caddy is a real truck, but nicely refined. The pillow is set high for a captain's seat, 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 the adjustable pedal assembly, which moves back and forth over a wide range. The second row seats are separate. Several 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 located longitudinally in front. Between the front and rear wheels, the traction is distributed by an asymmetrical free differential, made in the form of a planetary gear (SP). The ratio of the teeth of the gears provides a distribution of thrust in a ratio of 40:60 (in favor of the rear wheels). The front axle houses a free symmetric bevel differential (D), and the rear axle has a self-locking differential (SCD). There is also a system for imitation of interwheel differential locks, which works 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 properties of the car off-road by disabling the dynamic stability control system.
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Thing in itself
"But why are they fixing it like that ... English thing!" - I remembered a phrase from the movie "Formula of Love". Range Rover, tenderly grown child of the planet called Land Rover, is a unique thing and nothing else like it. The characteristic silhouette of the body, high windows - the "range" is always recognizable! It does not have footrests that interfere with off-road terrain, but the entry-exit is convenient, you cannot find fault with the landing and adjustment ranges of the chair and steering wheel, and the visibility is excellent. The climate control, seat heating and audio system are controlled using large and comfortable rounds.
Considering the final result from a personal point of view, we, of course, once again made sure that the traditions of the brand allow us to build luxurious stuffed cars. This applies not only to the general style, but also to curious ergonomic solutions. For example, the central locking button is located in the center of the "beard", next to the "emergency gang" triangle, and the power window control unit is located on the far side of the door plane, almost at the rear-view mirror itself.
However, the main shock among the unprepared viewers was certainly caused by the tidying up. After pressing the engine start button, a picture of the evening sky flashes into the entire black "cave". I don't drink anything stronger than green tea, but the first time I rubbed my eyes too. One more press before starting - and shock number two: virtual devices, "drawn", like the latest generation Jaguar XJ! The thick arrow will highlight and highlight the numbers you pass by. The modes of the proprietary Terrain Response transmission system are also displayed here. "Digit" looks interesting and unusual, but a little overloaded with information and all the colors of the rainbow.
Range rover supercharged
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Range Rover's powertrain is positioned longitudinally at the front. Simple symmetrical differentials (D) are installed in the front and rear axles. Between the wheels of the front and rear axles, the traction is distributed by a free symmetrical differential, made in the form of a planetary gear (SP). A multi-plate friction clutch works in tandem with it, which ensures its locking in automatic mode (E). The same clutch also blocks the rear axle differential. A toothed chain is used to transfer power to the front axle drive shaft. A reduction gear (PP) is also provided in the transfer case. It can be activated in two ways: by using the Lo key located on the central panel, and by using the Terrain Response program by selecting the "stones" mode (the far right icon). Also, the driver can turn off the stability control system.
Again ... ordnung!
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Mercedes -Benz is not only perfect inside, but also perfect in demeanor. The 5.5-liter engine is the "weakest" in the test trio, but the car starts so confidently and intensely, as if it wants to face off against the insane Range Rover. The V-shaped "eight" confidently pulls from the very bottom and dashingly spins up to the limiter under the juicy, energetic accompaniment of the exhaust. "German" takes not only and not so much by force as by the precision of control. Reactive steering force is present even in the near-zero zone. The brake pedal setting and the deceleration itself are the best of all test cars. I really liked the way the GL 500 performs the "rearrangement".
"Transparent" controls in critical modes are successfully assisted by electronics. But it does not tug at the car, "grabbing" the brake discs, but helps to build the trajectory that the large SUV follows, like a string. Thanks to the Airmatic air suspension, the ride is very smooth and the sound insulation is excellent. The suspension stiffness can be changed between standart, sport and comfort modes. On a bumpy road, the ability to "dissolve" the shock absorbers comes in handy, although in "comfort" the five hundredth remains quite elastic. In general, the car behaves in an honest, exemplary and predictable manner.
Calm and wisdom
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The Escalade does not have sophisticated air suspensions, and at the rear there is the axle beam and pumped shock absorbers, which is completely traditional for full-size DJ tracks. But the "American" floats over all the hardships of the domestic "directions" with amazing equanimity, despite the 22-inch wheels with not the most high-profile tires. Moreover, the potholes on which the representatives of the Old World will stumble will remain almost unnoticed by them. The only thing that can upset the pompous Caddy is the vibration of unsprung masses on a bumpy road, which, however, does not come close to bringing the ride to discomfort.
The motor can easily "fire up" to the very top, but there is no need for strength exercises. At the bottom of the "muscles" V8 enough to dynamically carry a hefty carcass. The machine works well, but with slight delays. The handling is similar to that of a luxury yacht. The steering response is not very high, and the trajectory changes with a majestic leisure. On the "rearrangement" Escalade heels a little and "floats" to the side, requiring a wider corridor and quick, advanced steering action. The brakes are enough, provided that you are not using the SUV as a supercar. But driving along the winding track in the rhythm of MercedesBenz is unlikely to work. And is it really necessary? As a participant of one “American breeding” conference correctly noted: “The big truck is a weapon of mass destruction. There is no need to rush anywhere on it. " The Caddy is an ideal track car for very long hauls, and the national American characteristics, which often cause fierce resistance in the domestic auto press, turn into a number of advantages in normal operation. Few will be able to haul a heavy trailer with the same ease or provide a similar level of comfort on a dirt road. The average consumption of 92-th gasoline in 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 have been featured in tons of films, but the most sinister blockbuster has yet to be filmed. However, I have already come up with the name - "Solihull Witch." Range Rover Supercharged asks for the main role, and the plot will be stronger than Goethe's "Faust"! The traditional green nameplates with the corporate emblem are repainted in menacing black for a reason: the SUV seems to be under the rule of dark otherworldly forces. Five liters, a mechanical supercharger and half a thousand forces in the body of an SUV - this is serious.
As the Range Rover rolls unhurriedly and riders enjoy superb ride quality and outstanding sound insulation, nothing heralds a storm. But drown the gas pedal harder, and ... a hurricane will begin! A "woken up" mechanical supercharger emits a squeal, from which the blood freezes, and slight dizziness begins from longitudinal overloads. A perfectly working machine gun whips up the enraged engine like a lion trainer with a whip. Those 6.2 seconds, which are required for a super SUV to hit the target "100" on the speedometer, are felt extremely sharply. But the acceleration rate does not subside further: this "living room" on wheels is absolutely indifferent to the speed at which the crazy run starts.
The steering wheel sensitivity is neutral, and the reaction force is not very pronounced, which, however, does not prevent the steering wheel from being sufficiently informative. When swiveled, Range Rover instills confidence in the driver by accurately avoiding cones. True, the filigree Mercedes work of electronics is not worth waiting for - the system of exchange rate stability 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 deceleration rate. In addition, the feeling of "oiled" slippery pads did not leave me.
Ready for work and off-roading!
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Mercedes -Benz has just admired its light handling, and now it stands on the inspection pit and surprises with the metal protection of the engine oil pan and automatic transmission. Even the spars are "sewn up" with metal. The bottom is comparatively "flat", but the electric sensor located below is vulnerable at the transfer case, 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 scratch 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 of the car catching on the bottom in a deep rut. The travels of the suspensions before hanging the wheel, however, are more modest than those of the American-British "coalition". In addition, you should remember about the long wheelbase: "Mers" can lean its bottom against a steep bend in the relief.
Cadillac with an all-wheel drive system through a free asymmetric center differential without a downshift and a low front bumper was hardly conceived as a serious "rogue". Imagine our surprise when the "American" showed impressive suspension travel and clearance almost like the GL 500 with the air suspension in the upper position! There is no "sheet" protection, but the units are protected by the powerful cross members of the frame. The front one - between the levers - covers the sump and a little the crankcase of the machine, the second - the razdatka from rear impacts, and the third - the gas tank. Of the relatively weak points, we note the electrical wiring (which still needs to be reached) between the distributor and the gas tank, as well as the parking brake cable at the rear axle. However, it should be understood that the car is not suitable for a heavy off-road. For example, on soft ground, even the slip of one wheel can lead to complete immobilization, and the situation can be slightly mitigated only by the self-block in the rear axle.
With frightening dynamics and outrageous luxury of the interior, Range Rover remains a true SUV. At the highest position of the air suspension, it has rather "high" clearances and large angles of entry, exit, ramp, as well as better articulation (with the lower position of the body). The list of off-road support systems includes not only downshifting, but also the Terrain Response system, which adjusts the electronic systems of the car for a specific type of coverage. But the engine has plastic protection, the pipes protecting the distributor are not very successful in configuration, and the catalysts hang rather low. But no protruding wiring harnesses were found, and the bottom is quite "flat".
Costumes 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 deliberately opted for the "three-pointed star" will rejoice at the GL 500's balance of on-tarmac ride and off-road preparation. Charismatic and very comfortable Cadillac is suitable not only for 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 colossal capacity and is relatively economical in relation to its engine size. The snobbish Range Rover Supercharged, redundant in its power and stuffed, resembles an expensive classic suit with gadgets sticking out of its pocket, and its geometric cross-country ability and an arsenal of off-road support systems will fit for rather harsh outings.
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 the dialogue of two boys crossing the street. One of them pointed a finger at the pearlescent beauty and exclaimed: "I would like to have such a car." Perhaps me too. True, you will have to wait a long time until the price of the Caddy on the secondary market drops to the cost of the perfectly preserved Takhi "four hundred".
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| The results of geometric and weight measurements made by the editorial experts in the conditions of the auto-polygon | ||||
|---|---|---|---|---|
| Mercedes -Benz GL 500 | 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 spar, mm | 230 (293)*** | 301 | 300 (380)*** | |
| Clearance under the fuel tank, mm | 238 (297)*** | 304 | 235 (275)*** | |
| B1 | Front passenger compartment width, mm | 1460 | 1610 | 1430 |
| B2 | Rear interior width, mm | 1488 | 1610 | 1490 |
| B3 | Trunk width min / max, mm | 1025 | 1242 | 1190/1400 |
| V | Useful trunk volume (5 persons), l | 528 | 696 | 516 |
* From 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 moved back to the end
*** In brackets data for the maximum position of the air suspension
| Technical characteristics of cars | |||
|---|---|---|---|
| Mercedes -Benz GL 500 | Cadillac escalade | Range rover supercharged | |
| MAIN CHARACTERISTICS | |||
| Length, mm | 5099 | 5144 | 4972 |
| Width, mm | 1920 | 2007 | 2034 |
| Height, mm | 1840 | 1887 | 1877 (1837) |
| Wheelbase, mm | 3075 | 2946 | 2880 |
| Front / rear track, 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 circle, m | 12,1 | 12,4 | 12,0 |
| FUEL CONSUMPTION | |||
| Urban 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 |
| Arrangement and number of cylinders | V8 | V8 | V8 |
| Working volume, cm 3 | 5461 | 6162 | 4999 |
| Power, kW / h.p. | 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 |
| Reduction gear | 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 | Ventilated discs | Ventilated discs | Ventilated discs |
| Brakes Rear | Ventilated discs | Ventilated discs | Ventilated discs |
| Active safety equipment | ABS + ASR + ADS + ESP + BAS + 4ETS + DSR | ABS + ESP + EBD + Brake Assist + StabiliTrak | ABS + EVA + DSC, HDC + GRC + Forward Alert |
| Tire dimension * | 295 / 40R21 (30.3 ") * | 285 / 45R22 (32.1 ") * | 255 / 50R20 (30.0 ") * |
| MAINTENANCE COSTS | |||
| Approximate costs for the year and 20 thousand km, rubles | 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 |
| Basic cost of maintenance ***, rub. | 19 000 | 7000 | 60 310 |
| We stand. first oil change ***, rub. | - | 3700 | - |
| Maintenance frequency, thousand km | 15 | 40 | 12 (or half a year) |
| Combined fuel costs, rub. | 73 700 | 73 950 | 81 950 |
| WARRANTY CONDITIONS | |||
| Warranty duration, years / thous. km | 2 / no limits | 3/100 | 3/100 |
| COST OF THE CAR | |||
| Test set ****, 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 the current discounts
| Expert assessments based on test results | ||||
|---|---|---|---|---|
| Indicator | Max. score | Mercedes -Benz GL 500 | 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 |
| Clearances | 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 |
| Ride comfort | 3,0 | 2,8 | 2,9 | 2,8 |
| Accelerating dynamics | 3,0 | 3,0 | 3,0 | 3,0 |
| Fuel consumption (combined cycle) | 3,0 | 2,0 | 1,6 | 1,4 |
| Cruising on the highway | 2,0 | 1,5 | 1,3 | 1,4 |
| Carrying 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 |
| Costs | 10,0 | 5,1 | 4,8 | 4,8 |
| Price in test set | 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 GL 500 | 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) |
|
| pros | An excellent combination of light habits and good off-road capabilities, excellent ergonomics | Good ride quality, 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 accurate handling, the inability to fold the seats into a flat area, not a very tricky transmission | Prohibitive cost, too many functions are entrusted to electronics - a person is a little removed from the car |
| Verdict | The embodiment of the concept "German car" and a worthy brainchild of the "three-pointed star" | Comfortable representative of true "Americans" for a simple off-road | Royal comfort in all conditions: Range Rover has been true to itself for decades |
text: Asatur BISEMBIN
photo: Roman TARASENKO
Mercedes got a rebranding this year. Confused by the number of their own models, the Germans renamed almost everything anew. Did this somehow affect the philosophy and image of the brand? We understand the new German alphabet along with the unchanged Range Rover Sport.
ML, M-class and now GLE - the first civilian SUV of Mercedes appeared in 1997, and therefore it has changed 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 latest 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 a business-class Mercedes-Benz SUV with the most powerful diesel engine available in Russia.
The changes in the exterior of the GLE are solely within the framework of a small update, and the design of the car, from our point of view, for the current generation, is the most controversial. Full face - you can't take your eyes off! All the power, luxury and pathos of a three-pointed star in one "look". The relief of the entire front end is that of your AMG.
But the more Mercedes begins to turn sideways, the more imbalances in the body, individual lines and stampings come to the fore. The food was already clearly made to suit American tastes - visually heavy, with hypertrophied lanterns and a massive bumper hem.
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The lean "Briton" is visually simpler, but stylistically cleaner. There are no disagreements of perception in its appearance, and every detail of the impetuous image continues each other from whatever side you approach, and from whatever angle you put it. Even our photographer noted that working with Range Rover is much easier and faster.
The only caveat is color. The gray tint completely dissolved Range in the grayness of both wet asphalt and autumn Petersburg. This car needs a defiant bright color.
SDV 6 is an abbreviation of a 292-horsepower diesel engine with a medium power. Despite the noticeable power superiority of the "Englishman", he is inferior to the "German" in speed characteristics. But that's on paper. But in reality?
But in reality, there is no desire to test the dynamic capabilities of the Mercedes-Benz GLE, because as soon as you find yourself in the cabin, the SUV immediately envelops you with comfort, envelops you with care and warms you with imperceptible phantom warmth.
The reason for this perception is, of course, the old as the world, or rather the combination of textures that has become a classic of automotive luxury. Expensive cream leather, unlacquered natural wood of a dark brown shade, leaving "parquet" of the cup holder lids and new-fashioned gentle lighting flowing from under the panels, diluted with decor made of real metal. This is the living room of a fashionable retro hotel, where you do not expect the engine to wake up and be sent to the bustle of the metropolis, but a cup of hot tea and a peaceful reading of the fresh press.
The restyling of the interior brought the GLE some refreshing dots, chief among which is the new center 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 move your finger over the touchpad located above it. The first option is more convenient.
The graphics and animations on the screen are amazing. There are no special problems with the convenience of the menu, especially those who are familiar with cars Mercedes... AcousticsHarman/ Cardon not only does it sound great, it also has a powerful radio antenna and transmits sound with minimal distortion through Bluetooth.
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 wheels. All the main functions are turned on exclusively by buttons, but the nuances of their settings can be adjusted in the onboard system menu.
In terms of the quality of finishing materials and the smell of expensive leather, Range Rover is in no way inferior to Mercedes, except that some elements, such as the plastic armrests twisting along the thread, are made roughly.
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 the comfort of home. The Range Rover buyer will need to be particularly careful when considering body color and interior options.
And the landing in Range is completely different - deliberately high, jeep. In general, if the GLE gives the impression, so to speak, more unisexual, suave and crossover, then the Range Rover Sport is clearly a man's car. One of the factors confirming this is ergonomics - not everything in the numerous options of the "British" is clear, and requires investigations in the bowels of the functions hardwired 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 "Briton", which after the FullHD TV look through the picture tube. Primitive pixel graphics, to put it mildly, mediocre quality from view cameras and thoughtful navigation. And that's not counting the weak radio reception and mediocre music playback quality via Bluetooth. At the same time, the Meridian acoustics perfectly play back audio recorded in high quality on a USB-drive.
But the liquid-crystal "tidy" of Range Rover with a mass of displayed information turned out to be clearer than the Mercedes dashboard. The driver of the latter is also hindered by small digitization.
The choice between the steering column lever 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 wiper blade.
Range Rover's chic-looking seats have a sportier profile. Mercedes with the width of the seats immediately shows: the main market for the model is the American one. However, it is possible to get comfortable with a dozen adjustments in both cars. Heating and ventilation is a matter of course. Massage - extra charge.
And in that, and in another premium "rogue" in the back is really comfortable only for two, despite the fact that there is enough space for the third. In the Range, despite the flat floor, it is slightly cramped, and the sofa is molded into two magnificent armchairs. In a Mercedes, the protrusion of the tunnel interferes with the feet of the central passenger. The amount of additional benefits depends only on the size of the wallet.
The luggage racks of both SUVs have first-class finishes and a similar set of extras. But the hold of the "Brintants" is much smaller - 489 liters versus 690 for the "German". The reason for this is underground - u Range Rover, UnlikeGLE, a full spare wheel.
Well, now, finally, let's go! The fact that the Mercedes and Range Rover have 3.0-liter turbo diesel engines under the hoods cannot be recognized by the sound inside. If the GLE simply does not hear anything inside, then the Sport has the feeling of having some kind of V-shaped "figure eight" during the re-throttle operation - 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 closed eyes and plugged ears. 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's impossible to understand which feeling is more primary. Simultaneous smoothness and superb accelerator response - this is only a Mercedes!
The Range Rover Sport leaps into action at the first touch. The acceleration is richer, and the reactions are sharper - the "Briton" frankly provokes temperamental or impatient drivers, and even with its bass it urges them to drown. Mercedes, in a word, can also be made sharper by transferring 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. Works great - lightning fast and incredibly smooth in any mode. In a word, there is only one gear less in the Range box, but translated into "sport", it begins to justify the name of both the regime and the entire machine.
Having typed the move, the situation changes. Having splashed out emotions immediately, Range Rover calms down and begins to react to 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 confirmed by the performance characteristics: despite the fact that the "Briton" is 43 "horses" more powerful, he loses to the "German" both in traction and 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 you look at the fuel consumption readings. Both hefty four-wheel drive SUVs weighing under 2.2 tons and accelerating to "hundreds" of 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 remainder of the course ... 1043 km.
Surprisingly, my first acquaintance with Range Rover Sport a few years ago took place here, at the St. Petersburg autodrome, in a summer duel with a Lexus GX. Then the “fight of the titans” ended with the victory of the “Briton”, who easily outplayed the frame “Japanese” in driving disciplines. Now the situation is different. The rival is equal in parameters, it is late autumn on the street, and winter tires with completely different grip properties are on the wheels. And so much the better!
We transfer all possible modes to Sport. At Mercedes the air suspension is clamped and "squats", the steering wheel becomes heavier, the engine is more responsive, the gearbox is faster - if you want, you can adjust everything individually. Range Rover has a sport mode only on the “automatic”, but you can press the “pneuma” separately. To battle!
Both straps hold perfectly - they go like an arrow at any speed. Moreover, Mercedes is more comfortable - its suspension completely ignores any flaws in the road, while the Range Rover pranks even on asphalt microlovers.
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 in the limit turns out not so much faster as more accurate and safer.
The rolls of both SUVs for their class are commendably small, but, whatever one may say,GLE falls less. Well, the brakes are definitely better at the "German" - "Briton" almost in every dangerous maneuver forced to literally drive the central pedal into the floor.
Range Rover Sport let the power steering and Pirelli Ice Zero tires (Mercedes wore a Nokian Hakkapeliita 8). "Briton" in steep maneuvers literally immediately began to slide, forcing the driver to take urgent countermeasures, which in turn were hampered by distinct delays in steering turns. Although in civilian conditions Range's "steering wheel" seemed to us richer and more accurate than the German one.
Both vehicles are equipped with adjustable air suspension. Moreover, the speed of adjustment of the "Briton" is two times faster than the "German" Mercedes- Benz GLEfive lifting modes from 180 to 285 mm. HaveRange Rover Sport- three: from 200 to 278 mm. However, in off-road mode, the Range can briefly rise to 335 mm.
Overcoming off-road for both cars is not an empty phrase. For Range Rover, this is a must-have part of the image, and Mercedes turned it into 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 a permanent all-wheel drive with the possibility of inter-axle locking and crawler 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 at a minimum - electronic brains are in charge of everything. You just need to choose the appropriate driving mode and the cars will do everything themselves, displaying their actions in detail on the screen of the onboard systems.
There was no surprise - Range Rover Sport copes with off-road conditions better, faster and better. Rushing through the mud without the slightest fear, and even has the best body geometry and long suspension travel.
Mercedes GLE is also not a miss - it is on the heels, but not so confidently. The electronics of the "German" is more fearful - it will strangle the engine, then it will slip buried, which has 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 the name of the big SUV Mercedes turned out to be a formality. GLE is a true Mercedes, the main philosophy of which is incomparable comfort, isolating the occupants from all external influences. The best part is that in all other parameters, Mercedes-Benz does not just fail, on the contrary, it sets the tone. There is nothing to dissemble - for 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 true to itself, too. 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. True, unambiguously walkable and emphatically stylish. Generally speaking, it's time for Sport to renew itself. We are looking forward to a restyled version of an extremely characteristic car.
P. S... And we were once again convinced of the incredible efficiency of diesel engines, which, at the request of the EU authorities, Europe is now afraid of. If you choose one of the presented cars, you should look at the petrol versions only if you choose insane V 8. In all other circumstances, 3.0-liter turbodiesels will more than satisfy all needs, and in the choice Range RoverversionSDVnot that much fasterTDV, How much more expensive.
The editorial board of the Dvizhok magazine expresses gratitude to the Autobiography company, the official dealer of Range Rover in St. Petersburg, and the Russian representative office of Mercedes-Benz Rus for the cars provided.
They say, as you name the boat, so it will float. Wasn't that what the British were thinking in 2005 when they named the heavy frame SUV based on Discovery the Range Rover Sport name? On the road, he did not behave very athletic, but he swam very successfully. The new Sport has changed dramatically: it is more technologically advanced, lighter and, yes, sportier. But his opponent is not an easy one - Mercedes ML, the leader in the segment of large premium crossovers. True, today they have a conversation in a raised voice: both cars with serious off-road packages and eight-cylinder supercharged engines.
You do not see yourself as an off-road conqueror, and your habitat is a city? Then you do not need to order the On & Offroad package, which complements the test ML 500. In this case, you will get permanent all-wheel drive with a free center differential, and the maximum ground clearance will not exceed 255 mm (instead of 285).
Heavy-duty Brabus-style footpegs are factory option. The reversing camera always stays clean because it automatically folds under the plastic cover.
The British SUV gained a monocoque aluminum body, dropping 420 kg at once, and more rigid suspension elements compared to the regular Range. But the first discrepancy with the Sport prefix is indicated by the sensations in the driver's seat - you sit behind the wheel as high as if you were in a trunk tractor. The magnificent embossed chair is set 20 mm lower than in the older "brother", but even in the lower position you can see the whole hood and look over the roofs of different Focuses, Solaris and other Octavias. A side effect is the inconvenience of entering and exiting due to the high floor. But the visibility thanks to the thin A-pillars, large side mirrors and a large glass area is exemplary!
The car turns into a serious rogue for a fee (an exception is this version of Supercharged, which is originally equipped with an advanced off-road transmission), and in the basic versions the five-door is content with an asymmetric limited-slip differential Torsen, which sends up to 62% of thrust forward and up to 78% back. By default, it divides the moment in a ratio of 48:52. No downshift, no cross-wheel locks.
Regardless of the air suspension mode, it is difficult to climb into the passenger compartment without retractable side steps (option) - the floor is too high. But thanks to the developed side plate made of plastic at the bottom of the doors, the threshold is always clean.
After the Range Rover in a Mercedes, you sit down like in a coupe. You sit low in the ML 500, the front edge of the hood is no longer accessible to your eyes, and the landing process does not cause any inconvenience - the floor is lower, and the thresholds are complemented by a branded footrest. The front multicontour seats have a less strict profile, but they are comfortable and, in addition to all conceivable adjustments, can pamper the owner and front passenger with four types of massage (Range is not available). But you look at the world around you from the driver's seat of a Mercedes - and you feel the feeling of security created by the British model dissolve. And with the visibility of the German car, not everything is smooth: even if the thickness of the struts does not go beyond reasonable limits, after the mugs of the Range, the small side mirrors of Mercedes are discouraging.
Expensive finishes, high build quality, home comfort and well-thought-out ergonomics - it seems like I just found myself in the salon, but it seems as if I spent more than one year here. The steering column switch for automatic modes (on the right side) is the most convenient thing!
The interior design is up-to-date, there is noticeably more space in the front width, and in terms of finishing materials and the adjustment of the effort on the buttons and washers-controllers, Range Rover Sport even surpasses Mercedes. But the interior is assembled worse (the lower edge of the central horizontal panel creaks and breathes when you press it with your fingers), and using the equipment is not so convenient.
Inside is the realm of genuine leather, real aluminum and wood, and under the hood is the territory of eight cylinders. The English five-door is armed to the teeth - a V-shaped five-liter engine with a supercharged drive. Its output is 510 hp. and 625 Nm, which allows a car weighing 2310 kg to eject up to a hundred in 5.3 seconds and develop 250 km / h. Mercedes ML 500 weighs less - 2235 kg. But his engine is also weaker - the "eight" 4.7 with two turbochargers produces 408 forces and 600 N.m. And even if in terms of power-to-weight ratio Mercedes is inferior to its counterpart (183 "horses" per ton against 221), the ML 500 accelerates to 100 km / h in 5.6 seconds after the start, and the maximum speed is also electronically limited to 250 km / h However, these numbers should not mislead you - in the driving disciplines there is a gap between the British and German cars.
Control buttons for the most demanded functions in Mercedes are always at hand and do not require long manipulations. And such things as advanced settings of the front multicontour seats (adjustment of the length of the cushion, lateral support rollers, massage) are available only through the colorful and clear menu of the Comand Online system. It is a pleasure to use it. And navigation works faster than on the Range.
Range's virtual dashboard is clearer than classic Mercedes instrumentation. In addition, such a solution allows you to display more useful information, including large and understandable prompts from the navigation system and alarm messages about various malfunctions (there were enough such notifications from Mercedes). But here the central touch screen kills all life in us. It is larger than the display in a Mercedes, but the graphics send greetings from the last century, and the inhibition of the reaction to pressing the buttons will infuriate even a boa constrictor. Not happy with the fact that to control some functions of the air conditioner and heated / ventilated seats, you need to go to the menu of the multimedia complex. Only the stereo image function will slightly sweeten the pill.
Both SUVs are strewn with cameras along the perimeter of the body - they are not only in the trunk lid, but also in the rear-view mirror housings and in the front bumper. But only Mercedes can draw a picture from a "bird's eye view", while Range Rover Sport displays images from all cameras in several virtual windows.
Range Rover Sport Supercharged speaks of its character especially loudly while standing still - when starting the engine after an overnight stay. The housemates will hate you! The first couple of minutes, the SUV exudes such a wild roar that a shiver runs through the body. Then, only a pulsating hoot is heard from the exhaust pipes, and after another five minutes warm air flows from the air ducts in the cabin. Mercedes also quickly begins to warm up the driver and passengers, but starting the engine is more prosaic. Outside, you can hear the unremarkable sound of a multi-liter gasoline engine, and inside, a barely audible rustle. It is not good for a solid Mercedes to scare people around with animal sounds.
The optics from Mercedes seem to be borrowed from two different cars, which brings dissonance to the design. Cast wheels with 255/50 R19 tires and perforated brake discs on both axles are standard equipment for the V8 version.
From whatever side you look, Range Rover Sport is made in a single memorable style. Stunning 22 "alloy wheels are optional (" base "- 21" wheels). Brembo six-piston calipers on the front axle are available on V8 machines by default.
This is how the ML 500 gets under way - with emphasis on smoothness, with a sense of its own dignity. The gas pedal reacts to pressing with detachment, but as soon as you stomp on the accelerator, the seven-speed “automatic” will throw off one or several steps, and Mercedes will make a powerful leap under the soft growl of the supercharged V8. The traction becomes unrestrained from 1600 rpm, and the peak torque extends to 4750 rpm. In other words, there was not a single situation when I did not have enough G8 capabilities. There is no separate sport mode for the gearbox, but the entire powertrain can be switched from Auto to Sport mode. The SUV will become more responsive to the accelerator, and enthusiasm will be added to the work of the “automatic machine”. A very fast all-wheel drive by any standards, but that doesn't change the impression - the ML 500 is perceived as a car for a reasonable, calm driver.
The German SUV does not look big, but there is enough free space in the cabin for everyone. The seats with many adjustments are friendly to the front and rear riders, but in our Mercedes the passengers of the second row will be bored - from the convenience there is only an armrest with two cup holders and a backrest tilt adjustment. Although any whim is possible, for your money - by order, the car will be supplemented with an entertainment system with monitors in the headrests of the front seats and a separate climate control unit.
The Range's front seats are no less technologically advanced. Even if they are not equipped with a built-in massager, they hold the body better, and three-stage heating or ventilation can be turned on separately for both the pillow and the back. It should be noted the chic front headrests that gently hug the head. The rear sofa is also heated and ventilated, and its backrest is adjustable in tilt. One thing is perplexing - why, with a wheelbase of three meters in the second row, there are places in front of your feet back to back?
Test Range Salon - a multimedia kingdom! There are two screens in the headrests, in the door pockets there are wireless headphones, in the center armrest there is a control panel for a DVD player and a Meridian audio system with 23 speakers with a power of 1700 W for 228,500 rubles (Mercedes has a Harman Kardon with 14 speakers and 830 W). True, it is hard for rear passengers to watch movies on the go - they start to rock from shaking.
An English SUV can offer a full spare wheel. But the volume of the luggage compartment is moderate 784-1761 liters. With a shorter length, width and wheelbase, Mercedes offers from 690 to 2010 hp. And the "German" also has a lower loading height and a slightly wider opening. Both vehicles have an electric tailgate.
Charge with melancholy and chassis settings. The steering wheel has almost no resistance when deflected - it seems to turn if you slightly blow on it. At speed, the rim becomes heavier, which allows you to iron straight without too much attention to the trajectory. And with information content at low speeds, Mercedes has order. But the emerging self-confidence and the car dissolves, it is only necessary to quickly go into a turn. The low steering sensitivity is superimposed on the roll, diagonal buildup and the general softness of the chassis. And the Sport mode only changes the nuances: the air suspension becomes a little tighter, and the steering wheel is more viscous. But even in "Sport" Mercedes remains itself without any "but" or "if".
Like the Range Rover Sport, the Mercedes ML 500 is equipped with adaptive cruise control with stop & go function. Both systems work imperfectly, but still the Mercedes one makes you more nervous because of the late and rough work of the brakes.
And all for the sake of unprecedented comfort. Air suspension protects the driver and passengers in a way that professional bodyguards do not protect their employers. In automatic mode, there is no trace of irregularities. The ML 500 smoothes rough and bumpy surfaces to smooth ice, while small, medium and large pits, as well as transverse sores in the asphalt, remain somewhere between you and the road. In "Sport" the car is more attentive to the little things, better denotes potholes, but still remains velvet on the go. In an amicable way, you need to slow down only in front of strongly protruding irregularities - only they can hurt the passengers. And everything is perfect with acoustic comfort - neither the spikes of winter tires, nor the incoming air, even at the most immodest speeds, violate the atmosphere of tranquility. The king of comfort!
Mercedes keeps the high-speed straight line better due to less sensitive steering, soft suspension and indifference to squeezed ruts on the asphalt. Perhaps the ML would have been more assembled if the chassis were supplemented with optional Active Curve active stabilizers for 222 thousand rubles.
And Range Rover Sport is the king of what? Sports? At first it seems so. Especially when you shamelessly press the gas pedal. A moment - and the giant, sitting on the rear axle, under the deafening, heartbreaking roar, makes a lightning journey to the horizon. Passengers who are pressed into the seat backs feel shock at this moment, but after a short break, beaming with smiles, they are asked to repeat. And still they cannot understand - how can this hefty SUV, weighing a little less than a Crusader tank, can go over so quickly with its 22-inch wheels? And I understand them! After all, every energetic acceleration on the Range is a loud event that cannot go unnoticed. Neither people in the cabin, nor drivers of neighboring cars, nor passers-by on the street.
The British SUV is more likely to drive on twisty roads than its opponent, and the axle weight distribution is almost perfect (the ML 500 has almost 60% of the mass on the front axle).
After the Mercedes, driving the "sports" Range Rover, you feel 20 years younger. The English four-wheel drive is also trying to match, which turns out to be more dense on the go. It responds quickly to steering turns, requires you to turn the rim to smaller angles without depriving the driver of valuable information, and thanks to active anti-roll bars it rolls less than the ML 500. And the Range's accelerator link is more honest, although it raises questions. You can activate the dynamic mode (in it the suspension also becomes a little stricter) and, in addition, switch the eight-speed "automatic" to a sports algorithm. By sacrificing smooth shifting, the gearbox becomes rapid-fire.
Under gas, Range Rover Sport, without spending a lot of time on demolition, quickly turns to screwing into a turn, and if you give free rein to your senses, it can go into a skid (and not always smooth). In the same conditions, Mercedes behaves more restrained - it goes to a larger radius in the sliding of all four wheels.
It seems that everything is with him - a great engine, and a perfectly tuned "automatic", and a cleverly calibrated chassis. But the Range Rover has enough roughness that will not allow you to call it the king of sports among such cars. If you forget about Mercedes for a while, the Range Rover Sport no longer seems so sinless. The return of the English engine is higher, but it is more difficult to control it due to the rough and difficult-to-predict operation of the accelerator. I would like more heat-resistant brakes. Red six-piston Brembo calipers on the front axle promise mountains of gold, but in fact, the Range is shaky after several prolonged braking at high speeds. The pedal has a significant increase in free travel, although initially it is less than on a German SUV.
For both SUVs, the base value of the ground clearance is similar - 200 mm for the Range and 202 mm for the Mercedes. But the German model has more forced air suspension modes, and among them there is a sports one, which is available at any speed and at which the ground clearance is 180 mm. But the English car has a landing mode (clearance - 150 mm), it lowers or raises the body faster, and off-road, with the participation of electronics, the ground clearance can be increased to 300 or even 335 mm (for the Mercedes ML 500 with the On & Offroad package - a maximum of 285 mm).
A beginner's paradise! You select the off-road system mode and calmly set off to conquer nature - the car will do everything for you. And Mercedes in this regard is even more convenient - it offers fewer settings to choose from. The display can display visual images showing the wheels, the operation of the air suspension and differential locks.
But Range Rover will charge the driver and passengers in full - for each letter in the word sport. The presence of air suspension on the move is expressed in almost imperceptible body sway when driving in a straight line. But in any chassis mode, the five-door Land Rover meticulously collects all the little things from the road and carefully, without scattering along the way, transfers it to the salon. Not scary. As well as the fact that small irregularities respond with slaps of wide tires. But then ... The suspension is strained even by medium-sized pits, and large ones are terrifying. Rails protruding from the roadway, expansion joints - this Range Rover Sport cannot be amicable in any way. Noise isolation for such an expensive car could also be better: at speeds up to 100 km / h everything is fine, but after that there is a tire hum and an aerodynamic whistle in the area of the side mirrors and the upper edge of the windshield.
During the tests, both cars did not complain of poor appetite: in normal driving modes with a predominance of urban operation, Range Rover Sport drank 20.4 liters of gasoline per 100 km, and the ML 500 - 17.9 liters each. Those who like to trample the gas pedal often cannot be envied - fuel disappears from the tank almost as quickly as it enters it.
The only thing Range Rover Sport and the Mercedes ML 500 have in common is the ultimate off-road capability. Both cars are equipped with a multi-mode transmission with permanent all-wheel drive, a lowering range, a center differential lock and air suspension, and Range Rover Sport is additionally equipped with a rear differential lock (variable thrust vector) and water level sensors. With the right tires on these vehicles, more than one ordeal can be overcome. And yet the "Briton" seemed to us preferable to the "German". The first has more suspension travel, the maximum ground clearance that the air suspension can give is 335 mm for the Range versus 285 mm for the Mercedes, and the ford depth is 850 versus 600 mm, respectively.
If we had awarded points, Mercedes would have won. Great car that is worth the money. It will not disappoint you with the quality of workmanship and convenience of the interior, it will captivate you with its refined character and conquer you with its comfort. And the V8 is not needed - replace it with a "six", and the harmony will only increase. Bestseller, in a word: the M-class is more than twice as popular on the market. And Range Rover Sport… A controversial ideology, a lot of contradictions. The suspension is stiff, but it does not give sporty behavior on the road. Accelerator tuning lacks precision, and the cabin lacks space. But we can't help ourselves - the impeccable style, charisma and the barrel of recklessness of the Supercharged version robbed us of our self-control. We even awarded Sport the title of Big 4WD of the Year.
Details of c see our Autocatalog
The new Range Rover stands out so strongly from the rest of the SUVs that it actually has only one competitor - the Mercedes-Benz GL. At the first opportunity, we gave our opponents a confrontation
Our "experimental" Range Rover has a 5-liter V8 compressor engine with 510 hp under the hood. This modification is estimated at 5,305,000 rubles for the basic configuration. In addition to this version, variants with a 4.4-liter V8 turbodiesel with 339 hp are offered. for 4,765,000 rubles and with a 3-liter V6 turbodiesel developing 248 hp, costing 3,996,000 rubles in the basic configuration.
The GL 500 in our test with a 4.7-liter twin-turbo V8 with 435 hp. costs in the "Special Series" 5,200,000 rubles. Customers are also offered the GL 350 CDI with a 3.0-liter 258-horsepower V6 turbodiesel for 3,470,000 rubles and the "charged" version of the GL 63 AMG, equipped with a 5.5-liter twin-turbocharged V8 with 557 hp. The minimum price for this car is 6,800,000 rubles.
The new Range Rover, however, like Mercedes-Benz, appeared on our market quite recently. The British SUV differs from its predecessor model primarily in its highly lightweight body made of aluminum and its all-aluminum frame. Depending on the modification, the car “lost weight” by 350-420 (!) Kg. Accordingly, the dynamics have improved significantly and the economy has increased.
The SUV received active anti-roll bars, a new 8-band “automatic” and electric power steering. The fording depth has increased from 700 to 900 mm, and its suspension travel is 597 mm, which is a record among competitors. The second generation Terrain Response system has learned to independently adapt to the types of coverage and driving modes. That is, off-road, the clearance increases automatically, and when it hits the sand, for example, the system itself changes the sharpness of the accelerator pedal and the algorithm of the “automatic” operation.
But the Mercedes-Benz GL, on the contrary, lost off-road capabilities in the new generation, since they remained largely unclaimed. In addition to the asphalt version, there is a version with the On & Off-road package, which has a downshift and a “center” lock, but the rear differential does not have a lock anymore - its work is done by electronics. However, even in this case, the owner's off-road capabilities should be more than enough.
Unlike the Range Rover, which uses a completely new platform, the Mercedes-Benz GL is built on the platform of the predecessor model, but it is also “thinner” (by about 90 kg) thanks to aluminum front suspension arms and a magnesium alloy front panel support cross member.
In addition, like its rival, the new GL has got active anti-roll bars. Both vehicles are equipped with air suspension as standard. In a word, the battle is planned to be very serious.
With all conviniences
To get inside the Range Rover, you need to climb a high threshold and bend your head a little - due to the very high floor, the roof is relatively low. In the cabin, compared to the previous generation model, there are much fewer buttons and keys, and its design pleases with smooth clean lines. Leather and wood are everywhere - mostly plastic fittings. You feel like a lord in a castle.
And, of course, the royal landing at the wheel of a Range Rover is impressive - you sit high, you look far away. Moreover, visibility is excellent not only due to the high location above the floor, but also due to thin body struts and huge mirrors. A chic, rather soft armchair has an excellent profile and comfortable headrests.
After the Range Rover, you literally fall through the Mercedes-Benz GL - almost like into a passenger car. But the doorway in the vertical direction is noticeably larger and you do not need to bend your head. The main thing is to safely pass the step: it is so slippery that you might not get inside. Inside, again in contrast to the Range Rover, you feel like you're in a tank. Landing behind the wheel is low, almost passenger, the front panel and window sills are high, and the upper border of the windshield hangs over the forehead with a visor. The situation is aggravated by thick A-pillars and small side mirrors - visibility is unimportant here.
And when you look in the central mirror, you see in it a deep cave with a small rear window in the distance. In fact, the window is not small, just the body is very long. The driver's seat has a tighter padding than the rival's and a perfect profile. In addition, through the interface menu, you can adjust the length of the pillow, and the girth of the hips, and much more, including four types of massage. Like the Range Rover, leather and wood are everywhere. The leather is rougher compared to the British SUV, and the build quality of the interior panels is noticeably higher. More attention is paid to small details - all sorts of buttons-levers look more expensive than in a Range Rover. But the German car does not give the feeling of aristocratic gloss that is present in the English SUV.
As for ergonomics, as well as the management of various minor functions, Mercedes-Benz has an unconditional leadership in this area. The convenient joystick in the center tunnel intuitively selects menu items displayed on the main screen with beautiful graphics. The graphics and usability (or rather, the inconvenience) of using the touchscreen in the Range Rover has not changed much compared to the previous generation model, that is, it still leaves much to be desired.
In the second row of seats, our rivals provide enough space, but nothing more. Honestly, with such external dimensions, you expect more legroom. Of course, your knees do not rest on the backs of the front seats, but you cannot put your legs on your legs. The shape of the Mercedes-Benz seats is good, but the backrests are too short, which may not please tall passengers. Both rivals have adjustable backrests, while Range Rover's seats have an even better profile.
And if you order a version of Autobiography for the British SUV, like our test copy, then there will be two separate seats in the back with a “breaking” backrest and many other adjustments, as well as the ability to move the right front rider forward. In addition, Range Rover offers separate climate control for passengers in the second row, while Mercedes-Benz has only one-zone in the rear. But GL also boasts a third row of seats, which the English “gentleman” cannot have in principle. This third row can be folded and unfolded using an electric drive, but only children can comfortably accommodate there.
Royal manners
Leaving a Range Rover from the parking lot, you do not drive, but drive, slowly rotating a huge “steering wheel”, as if you are taking a yacht out of a marina into the ocean. You sit in an easy chair, downwardly watching the flutter of all kinds of cars, and move in space with feeling, sensibly, with arrangement. The feeling of solidity of the car's behavior is enhanced by a heavily damped accelerator pedal. You press on it, you press ... and in response, only a leisurely acceleration.
But now, when the pedal has already been pressed deep enough, the SUV suddenly wakes up and throws you to the horizon with all its five hundred horsepower - the main thing is that no one hesitates in front of you at this moment. According to the passport data, the Mercedes-Benz GL accelerates no slower, but the Range Rover feels like it hits the back of the seat harder. True, such stepped accelerator settings in urban traffic are frankly inconvenient and often unsafe. I remember that the version we previously tested with a 4.4-liter turbodiesel had more harmonious behavior, and the predecessor model with exactly the same 510-horsepower V8 compressor engine had no problems with the accelerator pedal. But the 8-band “automatic” works perfectly - smoothly and efficiently. I also liked the brakes unconditionally - you simply do not notice the more than 2-ton mass of the SUV.
The Mercedes-Benz GL also dictates a calm, relaxed driving style, although due to the mediocre visibility, there is no longer a feeling of total control over the situation. Throttle responses are damped, but not as much as Range Rover. The accelerator pedal is adjusted more linearly, but this does not save from a small turbo pause at low revs. The Mercedes-Benz accelerates smoothly, powerfully and inevitably, although against the backdrop of a British SUV, the sensations fade a little. In general, it is more convenient to control the acceleration of the "German", even despite the operation of his "automatic machine" - smooth, but somewhat slow. The brakes work great.
The steering wheel of the Mercedes-Benz makes a little less than three turns from lock to lock, while the Range Rover - a little more. At low speeds, the steering wheel of a German SUV is lighter, but with an increase in pace, on the contrary, it becomes heavier than that of a rival. Both cars are equipped with electric boosters, which simulate feedback very faithfully on dry roads. The Mercedes-Benz responds to the turns of the steering wheel a little faster and more collected, but in general the difference between the competitors is small.
I remember that the main complaint about the first generation Mercedes-Benz GL was body shudders on sharp irregularities due to large unsprung masses - the car was shaking openly on a bumpy road. The engineers tried to get rid of this shortcoming of the new model. I drive along the Moscow asphalt with small potholes and cracks and am amazed at the equanimity of the SUV - it simply does not notice most of the irregularities. And here is the broken road. No, it was still not possible to finally get rid of this problem - on large potholes the body still shakes. True, much less than before - the blow is not strong. It is fair to say that this drawback is practically "incurable" for large heavy vehicles with a high center of gravity, and the new Mercedes-Benz copes with it almost better than anyone else in its class.
I change into a Range Rover, go out on the same bumpy road and realize that I was very nagging about the German SUV. When the "Englishman" gets into a large pothole, his body is shaken by a much stronger blow. On a flat road, our rivals are very similar in terms of smoothness, only the Range Rover sways a little more and, as it were, lulls, as if in a cradle. But overall, Mercedes-Benz takes the lead in ride comfort. And on the part of soundproofing too. If in a British car, though not much, you can hear tires, the German competitor surprises with almost silent movement in space - we have not seen such quiet cars for a long time.
On the suburban motorway, Merce-des-Benz behaves unwaveringly, regardless of speed or rut. The Range Rover also rides steadily, but yawns slightly in ruts and is more susceptible to gusts of crosswinds. In addition, the driver of the “German” feels calmer on the track due to a clearer stabilizing effort on the steering wheel in the near-zero zone. On the winding road, both of our players demonstrate agility that is remarkable for their size. They respond precisely to the steering wheel and barely roll thanks to active anti-roll bars. At the same time, Range Rover is a little more willing to dive into a turn, while Mercedes-Benz rests slightly.
Most of the owners of these cars will never leave the asphalt, and if they do, then the owner of the Range Rover will have to go much further behind the tractor - in terms of off-road exploits, the “German” is not a competitor to him. As for asphalt disciplines, the Mercedes-Benz GL seems to be preferable - it wins in both driving comfort and directional stability. That is, if you rely on reason, the winner in our comparison is a German SUV. True, when dealing with a Range Rover, the mind often gives up before its charm.
| Range Rover V8 Supercharged Specifications |
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|---|---|
| Dimensions, mm | 4999x1983x1835 |
| Wheelbase, mm | |
| Front / rear track, mm | |
| Turning circle, m | |
| Clearance, mm | |
| Trunk volume, l | |
| Curb weight, kg | |
| engine's type | petrol V8, compressor |
| Working volume, cubic meters cm | |
| Max. power, hp / rpm | |
