Why you should buy the 2009 Mercedes ML320 BlueTEC:
You equate sitting up high with safety, diesels with saving money, shiny things with luxury, comfort with performance, shopping with sports, and CSI with entertainment. As a member of the mass affluent you're not rich enough to be special, but have enough money to at least think you are. You married your husband for his money.

Why you shouldn't buy this car:
You have a strong aversion to minivans, ones masquerading as SUVs or otherwise. As a member of the truly wealthy, you need a vehicle that conveys the blue color of your blood and can be used to haul dead game back from your shooting estate. You thought diesels were supposed to be fuel efficient. You thought Mercedes were supposed to be made in Germany by lab coat-wearing, scheisse porn-enjoying technicians. You married your husband for his money, but in this case its real money.

Suitability Parameters:
Speed Merchants: No
Fashion Victims: Yes
Treehuggers: No
Mack Daddies: Yes
Tuner Crowd: No
Hairdressers: Yes
Penny Pinchers: No
Working Stiffs: No
Technogeeks: No
Poseurs: Yes
Soccer Moms: Yes
Nascar Dads: No
Golfing Grandparents: Yes
Very Serious Businessmen: Yes
Sheiklets: No

Also Consider:
• Lexus RX 400h
• Land Rover LR2
• Volkswagen Touareg TDI
• Audi S6 Avant
• BMW X6 xDrive35i
• 1984 300 TD Wagen with suspension lift kit

Vitals:
• Manufacturer: Mercedes
• Model: ML320
• Model year: 2009
• Base Price: $48,600
• Price as Tested: $58,165
• Engine type: 3.0-Liter V6 Diesel
• Horsepower: 210 HP @ 3800 rpm
• Torque: 398 lb-ft @ 1600-2400 rpm
• Transmission: 7-Speed Automatic w/paddles
• Curb Weight: 4,974 lbs
• LxWxH: 188.5" x 71.5" x 83.7"
• Wheelbase: 114.7"
• Tires: P225/50 R19
• 0 - 60 mph: 8.0 seconds
• Top Speed: N/A
• EPA Fuel economy city/highway: 18/24 MPG
• Jalopnik Fuel Economy: 23 MPG (city/highway mix 25/75)
• NHTSA crash test rating: *****/*****

Also see:
• 2009 Mercedes ML320, Part One
• 2009 Mercedes ML320, Part Two

Exterior Design: ****
Compared to the boring first generation ML, the new one is a dramatic step forward. Compared to the rest of the midsize SUV market it's still rather exciting, embracing a flowing profile enhanced with some neat details. The three-bar grille is cleverly indented and, with a satin finish, nicely offsets the rest of the vehicle. Whereas most SUVs finish with a large, flat window bordered by a E-pillar, Mercedes has eschewed past standards in favor of a rearward-slanting C-pillar, giving the appearance of a rear window wrapping around the greenhouse.

Interior Design: **
This SUV has a well-designed and comfortable cockpit, but there's some strange materials and supremely stupid ornaments. The seats are well-sized and feel snug yet unrestrictive, but are unfortunately covered in MB Tex, a nasty fake leather. The column-mounted shifter isn't intuitively designed, but it opens up the center console and leaves an excellent amount of space. The LCD screens behind the front seats are large, clunky and protrude so far it causes claustrophobia. It's almost tacky. On the other hand, the interior lighting is wonderful and casts a warm light over the attractive wood touches. Then there's the size; it's big on the outside and tiny on the inside.

Acceleration: **
Put foot to floor and the turbodiesel throws its torque behind the heavy package. It's not overwhelming but there's a great feeling with all of the torque available low in the range, revealing nice grunt at around 2,000 RPM. Unfortunately, any acceleration other than from a dead stop will cause much displeasure from the 7-speed transmission while it tries to figure out what gear to choose. This is the fault of programming on the intake side, which we'll get to later. Great torque, bad management.

Braking: ***
The ML's 13-inch brakes provide the sort of smooth and gentle glide you'd expect. Given the vehicle's heft I'd prefer a stronger and firmer feel but, honestly, the types of drivers who choose an ML are the same who slam on the brakes at the slightest hint of trouble so maybe they're doing us all a favor.

Ride: ****
This is one smooth-riding car in the true tradition of Mercedes. Even across the worst streets Texas could throw at a vehicle, the ML320 swallows the bumps and uneven surfaces. There's a "sport" and "comfort" mode for a choice in driving styles but, even in "sport" mode it's glass smooth. The big knock against it is, from the enthusiasts perspective, it leads to dull handling. But this isn't an enthusiast's car.

Handling: **
What has always impressed me about most Benzes is the ability to produce a ride so steady you could keep an uncooked egg on the dash coupled with handling, though not BMW-level in its exhilaration, that's extremely competent. Unfortunately, this didn't translate well to the latest ML. Unlike most SUVs there isn't an excess of body roll, but there's no steering feel. Not only is it numb, it's downright difficult to operate. My old diesel Mercedes sedan had a Wheel-of-Fortune-sized steering wheel and, sadly, this is what was carried over to the latest generation of diesels. At least the older one had a quick steering ratio, allowing predictable turns. Not so much with the ML

Gearbox: **
It's hard to judge the 7-speed transmission, which does an admirable job of keeping the mileage high and revs low in seventh, without judging the mechanics behind it. Specifically, we're displeased with the intake and injection programming, which doesn't react to the position of the throttle but rather reads a difference. So, if you're already on the gas and move from 30% of throttle to 50% it doesn't read it as going to half-throttle, it reads as "go faster" and thus doesn't make a big change. In practice, acceleration feels strangely disproportional to throttle input. Even with this fixed, and the rather quick shifts, we're not sure if seven isn't overkill.

Audio: ****
The Harmon Kardon LOGIC7 surround sound system has a stupid name but sounds great. When you buy a premium auto you expect premium sound and the crisp speakers coupled with the powerful subwoofer do the trick. The iPod integration is perfect, allowing easy selection of songs and the additional option of a straight audio-in port is much appreciated for those still not rocking iPods. If we have one complaint about the system, it's with the steering wheel controls, which are far from straight-forward.

Toys: ***
Heated steering wheel? Really? Perhaps the Texan in me couldn't appreciate the additional heating package, but if I go back in my head to when I lived in Illinois I'd probably have also felt it ridiculous. As for the real toys, the Mercedes COMMAND system is at least as frustrating as iDrive. The maps for the GPS system are well-designed but the buttons are a generation behind even cheap domestic systems. I've already complained about the LCD screens in the back, but their use and function are also unnecessarily complex. As with the powertrain, it's good stuff poorly managed.

Value: **
At the base price of $48,600 the ML320 BlueTEC is, in comparison to the $47,100 gas-powered ML350, a good value, providing more power and improved economy at only a slight premium. On the other hand, the addition of the rear-seat entertainment system, the heating package and the audio package jacked the price up to nearly $60K, which is an awful value, especially considering that this is essentially a glorified minivan with fewer seats.

Overall: ***
Considering our love of diesels and our dislike of marshmellowy SUVs I feel conflicted with the ML. There are a lot of aspects the target buyer will like and, actually, it's one of the most attractive four-door Benzes. Unfortunately, for everything I liked about the ML320 there was something that made me either bored or seriously displeased.

The ML gives SUV drivers a luxurious package with semi-impressive mileage that averaged north of 23 MPG over 450 miles and 75% highway driving. Not bad, but not earth shattering either, especially given the current cost differential between gas and diesel. The driver seeking true performance will find the turbo diesel boring and the buyer looking for supreme luxury will, in the end, be disappointed by the material choices and lack of space.

Also see:
• 2009 Mercedes ML320, Part One

The minute I knew I'd be reviewing the diesel-powered Mercedes ML320 BlueTec crossover I drove with my grandparents to Austin to spend some time with my grandmother's German friends Annalie and Boris. True to his heritage, Boris still owns a diesel Mercedes sedan and I wanted to see if this new, ‘Merican-made Merc could live up to his expectations.

While loading my grandparents into the ML, setting out for Austin, I was reminded senior citizens pack well. There was a box of tissue, though no one had a cold. There were a dozen magazines, though the trip was only a couple of hours. There were extra pairs of shoes packed, though we only planned to stay overnight. There was even a bottle of vodka, though I did think they'd find a use for that. Conveniently, there was plenty of room in the "truck" for all this gear.

As we start the journey my grandparents marvel at the incongruous mix of luxuries and near-luxuries the ML320 affords. The material is faux-leather MB-Tex, which is short for soft but disappointing. The LCD screens embedded in the front seats are large and impressive, but they just stick out so far I'm afraid I'm going to put my dear grandmother's head through one of them if I hit the brakes too hard. They love the backup camera even though it's the least helpful one I've ever used. The sound system is pretty good, at least good enough to get my grandmother, who can't hear very well to be able to pick out a Jay-Z/Pavement mix as "Hip Hop."

On the road the vehicle continues to impress the passengers, though I'm less than moved. It handles well for its size and is undeniably smooth sailing, almost to the point of lulling the driver to sleep. The turbo diesel V6 is torquey, providing überthrust at low RPM. Unfortunately, the 7-Speed "driver adaptive" transmission is more interested in squeezing out the last drop of pee-scented diesel than "adapting" to my driving style of screaming onto the Interstate.

Climbing into a hillier, more affluent part of Austin we blend in well. Here this is the "small" Mercedes-Benz, impressing no one with its near-$60K price. The nav did a good job of getting us to our destination, but Gigi complained it wasn't the "more scenic" route we often take. There's no button to select a grandma-approved route.

Taking advantage of some time spent "resting their eyes" I sneak off to visit some old, but much younger friends. These would be the same people who remember my previous Mercedes diesel, a 1982 300D with five-cylinders of un-turbocharged molasses short on speed but brimming with character. To them, this Benzie is a bit more impressive (and equals the annual wage of any two of my friends combined). Even better than the price, I show off the adjustable suspension and raise the ML320's height to a point where I can roll over the parking barriers with ease. A feature that likely gets used more frequently at Neiman Marcus than in the woods.

When I get back to Annalie's house the vokda is gone.

Somehow, the whole group was up by 7:30 AM and ready for me to drive them for a Tex-Mex breakfast. This was my chance to grill Boris. As you might expect, Boris lives up to the stereotype and owns a late ‘90s E300 turbo diesel. He admits this current iteration, with its bells-and-whistles, is quicker and probably better. Unfortunately for me, he doesn't seem interested in a trade. He loves his sedan. He loves the look. He loves the mileage. This white SUV is nice, but it's clearly more of an American status symbol thing than what either of us thinks of as a true touring Mercedes.

This isn't to say a Mercedes can't be an SUV, it's just to say this particular Mercedes has had all of what we love about Benzs engineered out of it. Boris' car is unapologetic about its German-ness. Merely stepping into an older Mercedes, the heft of the door as it locks into place, sends a message. Driving one, even my older 300D with its relatively sluggish performance and putt-putting engine, transmits to the driver a sense of strength that has nothing to do with airbags or anti-rollover protection and everything to do with a well-built machine equally capable of driving the Autobahn as it is crashing through a bank wall. It's like driving a luxurious tank. The ML320, sadly, masks this connection behind a layer of marshmallow creme.

The trip back is comfortable. No one is hungover. I ignore the nav system and take the pretty way home even though I'm hours late thanks to the slow way in which older generations eat breakfast. I put on a newer comedy album hoping the comic's mellow style lands with my grandparents. It doesn't. Then I put on a Woody Allen comedy album from the 1960s. Huge hit.

What's old isn't necessarily bad but, in looking back on three generations of diesel Mercedes, what's new isn't necessarily better. It's just newer.

The BlueTEC diesel engines in the three respected SUVs is a 211 HP 3.0-liter V6 turbodiesel. The BlueTEC gives 17 mpg in the city and 23 on the highway and the three will be available later this Fall.

The cleanest solution - Mercedes-Benz brings the world's first diesel SUVs with AdBlue injection to the U.S.

• Liquid urea injection ensures the cleanest exhaust emissions ever
• Fulfills stringent U.S. BIN5 standard
• High performance, fuel economy and comfort for a great driving experience

In October 2006, Mercedes-Benz was the first manufacturer to begin a BlueTEC offensive within the U.S. passenger vehicle segment to coincide with the introduction of ultra low-sulfur diesel fuel. The E320 BlueTEC was a huge success right from the beginning and was voted "2007 World Green Car of the Year". Mercedes-Benz is now pushing forward with this initiative with the R, ML and GL320 BlueTEC - the world's first three diesel SUVs which not only meet the particularly demanding targets specified in the U.S. BIN5 standard, but are also positioned to fulfill forthcoming stringent EU6 emissions legislation. This puts them well within all current emissions standards for diesel passenger vehicles worldwide.

With characteristics such as enormous pulling power, fuel economy and high performance, the diesel engine has proven itself as an attractive alternative to gasoline engines even in the U.S., during times of increasing fuel prices and growing sensitivity towards CO2 emissions. In the land of large minivans, pickups and SUV's, where driving habits generally feature consistent highway speeds and long distances cross-country, the benefits of diesel present an attractive solution. At the same time, U.S. lawmakers have set extremely stringent emissions legislation for diesel drivetrains. This is why Mercedes-Benz chose the U.S. for the worldwide debut of its in-house developed BlueTEC technology in the E320 BlueTEC, as well as for the launch of its latest BlueTEC system with AdBlue injection (technical name - Urea SCR System). This innovative driveline technology enables large, high-performance SUVs to meet the limits set by the U.S. BIN5 standard.

Impressive performance, excellent fuel economy and the lowest emissions

The powerful V6 turbodiesel engine under the hood of the new GL, M and R-Class BlueTEC models demonstrates that excellent fuel economy and the lowest emissions are within the grasp of large SUVs. It has an output of 210 bhp and 398 lb.ft. of torque, while boasting outstanding fuel economy. The GL320 BlueTEC achieves an estimated 24 mpg, which represents a fuel consumption benefit of approximately 20 to 40 percent over a comparable gasoline engine, and makes the Mercedes-Benz GL320 BlueTEC by far the most fuel efficient full size SUV in the U.S.

The six-cylinder diesel required a few modifications for its application in the new ML320 BlueTEC, GL320 BlueTEC and R320 BlueTEC with AdBlue injection. The piston cavity profile was reworked for an improved fuel/air mix, while its compression ratio was reduced from 17.7 to 16.5. The VNT turbocharger was also optimized and reconfigured, as was the ECU. All three new SUVs are equipped exclusively with the seven speed 7G-TRONIC automatic transmission.

BlueTEC leads to drastic reductions in NOx emissions

As a modular concept for the effective reduction of fuel consumption and emissions in diesel vehicles, BlueTEC technology developed by Mercedes-Benz encompasses a range of complementary technical initiatives designed to minimize engine emissions, as well as to provide effective exhaust gas after-treatment. A systematic, step-by-step approach reduced all relevant emission factors to an absolute minimum, with the application of technologies such as oxidization catalysts and particulate filters. An important goal, however, is the drastic reduction of NOx emissions - the single exhaust component of a diesel engine that remains, by its very nature, higher than that of a gasoline engine.

In order to address this issue, Mercedes-Benz has developed two versions. In the E320 BlueTEC sold in the U.S. and its European variant, the E300 BlueTEC, oxidization catalysts and particulate filters are combined with a long-life NOx storage catalyst and an additional SCR catalyst (Selective Catalytic Reduction). The second BlueTEC version is used in the new GL320 BlueTEC, ML320 BlueTEC and R320 BlueTEC. In these new models, AdBlue - a harmless, liquid urea solution - is injected into the exhaust. This releases ammonia, which, in the SCR catalyst downstream, converts up to 80 percent of NOx emissions into harmless nitrogen gas and water.

The individual components of this innovative exhaust technology include:
• Optimization of engine combustion processes in order to reduce internal emissions as much as possible. This includes electronic engine management, four-valve technology, third generation common-rail direct injection with piezo injectors, variable geometry turbocharger with exhaust gas recirculation.
• Oxidization catalysts minimize emissions of carbon monoxide (CO) and unburnt hydrocarbons (HC).
• The particulate filter, which has been standard in all diesel-powered Mercedes-Benz passenger vehicles in many countries since summer 2005, reduces particulate emissions to a virtually undetectable level that is significantly below current EU4 particulate limits (0.025 gram/kilometer). This also fulfills applicable U.S. requirements.
• Nitrogen Oxides are reduced via a NOx storage catalyst in combination with an SCR catalyst, or via AdBlue injection in combination with an SCR catalyst. These highly effective methods of exhaust gas after-treatment enable a reduction in NOx emissions in BlueTEC vehicles of up to 80 percent.

AdBlue injection is particularly beneficial for large vehicles

The choice between a NOx storage catalyst or AdBlue injection for effective reduction of NOx emissions is dependent upon the individual vehicle design, as well as the respective market conditions. AdBlue technology is beneficial for large sedans, pickups and SUVs because it means that the engine no longer needs to run periodically on a rich combustion cycle in order to purge the NOx storage catalyst, which removes harmful nitrogen oxides from the exhaust gas. Large vehicles with higher fuel consumption would require frequent purging, which would ultimately lead to more fuel consumption.

The urea SCR process requires the injection of AdBlue reducing agent into the exhaust line. AdBlue is an aqueous urea solution, which is stored in a small, separate tank. Upon injection into the hot, pre-treated exhaust gas, the AdBlue solution breaks down into its component parts, water and urea. Above temperatures of around 338 degrees Fahrenheit, the urea is converted into Ammonia (NH3) - the active agent in this process. The ammonia is stored within the catalyst and reduces the nitrogen oxides into harmless nitrogen gas as soon as NOx-bearing exhaust gases pass through the catalyst.

The ECU manages the AdBlue injection to ensure that there is always sufficient ammonia stored in the SCR catalyst without flooding it. This is monitored by a NOx sensor.

One small AdBlue tank is all it takes

The urea solution is stored in a dedicated tank on-board the vehicle, and is carried to the charge module via a feed pump. The tank was designed such that a refill of AdBlue is necessary only at regular maintenance intervals. In the R320 BlueTEC and the ML320 BlueTEC the tank holds approximately 7 gallons, while in the GL320 BlueTEC it has a capacity of 8.5 gallons. This is sufficient to ensure that no extra trips to the dealership are required, even under more extreme operating conditions with higher AdBlue consumption, such as towing. The customer plays no direct role in refilling the AdBlue. Service intervals are 10,000 miles.

New styling and increased equipment levels

With its innovative R, M and GL-Class BlueTEC models, Mercedes-Benz is not only demonstrating the potential of diesel drivetrains, but is also offering tailor-made solutions for upscale demands with the most extensive SUV range in the premium segment. The R-Class offers exceptional comfort on long-distance journeys, and the segment's most generously proportioned and flexible interior, with seating for up to seven. The M-Class is the most successful Mercedes-Benz sports utility vehicle and started the trend towards modern premium SUVs. And, with the GL-Class, Mercedes-Benz leads the entire SUV sector in terms of first class occupant comfort under all conditions - both on and off road.

Standard equipment has been expanded substantially across the M, R and G-Class ranges. They all now come with the unique PRE-SAFE® predictive occupant protection system and Active Front Head Restraints, as well as a new telematic system developed by Mercedes-Benz, with improved user interface, higher performance and a host of new functions.

More performance, more comfort - new generation telematics

The SUVs now come equipped with a new generation telematics system developed by Mercedes-Benz. It boasts a substantially improved user interface, high performance and a host of new functions. A hands-free system with Bluetooth technology is integrated as standard, as is an aux-in port for connecting mobile audio devices such as an iPod. A new Universal Consumer Interface is available as an option, for connecting an external music storage device with the SUV's on-board electronics and operating system. This feature allows track titles to be displayed on both the instrument cluster and on the color screen in the center console, and enables them to be selected via the keys on the multi-function steering wheel. The battery of the audio device is simultaneously charged.

Customers may choose from a range of three head units. All of them include features such as a color display, a double tuner for improved radio reception, speed-regulated volume control, a keypad for inputting phone numbers and radio frequencies, as well as a Bluetooth interface that enables wireless connection to the hands-free system. Customers in the U.S. can also order an HD radio or SIRIUS satellite radio as an option. With its new generation telematics, Mercedes-Benz is also offering the optimized Voice Recognition system as an upgrade.

Passengers can also enjoy rich, spatial surround sound courtesy of the optional newest generation harman kardon® Logic7® sound system. With increased performance and a digital signal processor (DSP), it guarantees outstanding clarity and listening pleasure.

For those in the rear, a new entertainment system is available, complete with two large 8- inch screens and a DVD player, as well as two wireless headsets for greater freedom of movement and a remote control.

Unique safety equipment as standard

When it comes to safety, Mercedes-Benz vehicles have always led the field in the SUV segment. The R, M and GL-Class now come with the PRE-SAFE® predictive occupant protection system and Active Front Head Restraints as standard.

Mercedes-Benz is the benchmark in diesel cars and trucks

70 years ago, Mercedes-Benz was the first manufacturer to implement Rudolf Diesel's combustion principle in a passenger vehicle. This technology is significantly more efficient than the gasoline engine and has been optimized over many years. A decisive technological leap in 1997 played a significant role in the development of the modern diesel engine - the introduction of common-rail direct injection in combination with four-valve technology. Since then, the abbreviation CDI stands not only for unparalleled fuel economy, but also for a huge increase in torque.

If there were any disadvantages of a diesel versus a gasoline engine it was in certain emissions - primarily soot particulates and nitrogen oxides. However, as of fall 2003, Mercedes-Benz had also tackled the particulate issue, with the introduction of the maintenance-free particulate filter. And even though nitrogen oxide emissions have been reduced by approximately 75 percent over the past 15 years through engine-based initiatives, Mercedes-Benz was still not satisfied. With its innovative BlueTEC technology, which was launched in a passenger vehicle for the first time in 2006 in the U.S., Mercedes-Benz hi-tech diesel powertrains fulfill the world's most stringent exhaust standards. AdBlue injection now makes the new ML320 BlueTEC, R320 BlueTEC and GL320 BlueTEC the world's cleanest diesel SUVs.

Photos by Elizabeth Bordo