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" - 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. And the Anglomaniac is unlikely to take a fancy to the Teutonic technique: in his view, only the 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 previous car seemed like a rounded elephant, now the "Audi" has sharpened its edges and ... has ceased to look like an SUV. But a large 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 simply by 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 seats - 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" in this discipline is not strong, 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 galloping. 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 handy thing. If we abstract from the specific image of the "boomer", then the bottom line will be a universal, 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 salon of the X-Fifth may even seem a bit conservative: despite the fact that the multimedia interface is endowed with quite 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 the smoothness of the ride. 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 long been equipping their expensive cars with head-up displays, 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 flaunt 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 his 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 sport 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 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 the likelihood of getting your trousers dirty still exists - 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: in the arsenal of the GLE 350 d, supplemented by the Offroad package, coupled with air suspension, there is 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 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.
Rear passengers "Range" is 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 be activated only 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.
On the whole, 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 considerable 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. Yes, 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 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. The interior decoration of the door is worth mentioning: 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 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 a lack of logic. But the virtual instruments did not impress - 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.
Less than 30 years later, the British brought the RR to mind. Now reality has been brought into line with the legends. And we are ready to oppose it to the Mercedes-Benz GL ... By the beginning of the test, there was only one person left in the editorial office, who was able to defend the English car industry ...
Unlike me, he already drove the fourth generation RR. But, in my opinion, it didn’t matter. What's the difference - third or fourth generation Range Rover? Funny. If for so many years the king has remained naked, what difference does that make? Design, finish and smooth ride are not everything. And then these Indians ... Who will seriously believe that, having bought the Land Rover brand, they will not interfere in anything for another five years strictly under the contract?
Compared to Range Rover, the interior of Mercedes-Benz is gloomy, rough, soldier-like 
Captain's landing, light and comfortable steering wheel, Martian sunset on the dashboard - this is Range Rover
ENGLISH HORSE DRUG
The Range Rover used to be a wobbly, heavy, pseudo-comfortable bus, too confused for off-roading. I remember how, in a sandy quarry near Moscow, I helplessly pressed all the buttons and pedals in an RR with a 4.2 liter Supercharged engine, but I could not budge, because I could not find the correct algorithm of actions. And a colleague was driving a Lexus LX570 thoughtlessly around ...
It's different now. To begin with, the fourth-generation Range Rover is supercharged with a five-liter engine. And he will beat everyone. The gigantic volume plus the supercharger makes any fantasy possible. He has so much strength that the only thing worth worrying about is not to press the pedal. But this is not scary either. Because all the incredible English horse crap is now under the competent control of electronics. Maybe the new program for the traction control system was written by swarthy elephant trainers, because they are the best programmers in the world after the Russian ones?
ALL IN THE PAST
The RR's five-liter supercharged trim does a lot. She can cut adits in rocks. And the electronic assistant - the updated Terrain Response system - is so good that it allows the driver not to bury himself in loose snow, even when he presses on the pedal, not obeying common sense. Now he would not lose a duel in the sand with Lexus. The innovation is admirable, but so far I haven't named enough to beat Mercedes.
Doubts about the RR's ability are completely eliminated when you try out the Adaptive Dynamics mode in the suspension. While maintaining comfort, it keeps the suspension in check whether the vehicle is driving on asphalt or sand, snow or mud. It works. And very good.
It's time to introduce GL into the narrative here. But what should I write? Before the test, I was sure of its advantages, but as it turned out, the Range Rover is not worse. The "German" was not lucky even with the AMG styling package (this is exactly what came to our test), which includes wide wheels. And without them, GL was not ideal in terms of directional stability on a rough road, and with it completely loses to the "Briton" - you have to steer all the time.
I thought Mercedes would be more comfortable off-road, and wanted to whip Range Rover - after all, the previous version swayed so mediocrely on bumps in the longitudinal and transverse directions. But that too is a thing of the past.
PURE GERMAN ARGUMENTS
The fourth generation RR seems to have nothing to show. But if you look well, you can. Take overclocking, for example. The GL makes 100 km / h in 6.5 seconds, and the Range Rover in 6.2. The same dynamics as the "Englishman" is achieved by the "German" with 388 horsepower. The Harvard fakir needs all 510s for a meager 0.3 seconds advantage! It is impossible not to notice such a fatal difference in the efforts made. In addition, the English turkey is too fat: GL is 300 kg lighter. Such "tasteless", purely German arguments have to be used for Mercedes-Benz, which at one time, in the first tests in Russia, shocked off-road journalists with its abilities.
Now RR is eating the fruits of admiration. He meets the driver with a captain's landing, which offers a beautiful view of the extreme points of the immense square bonnet. Hugs the body of the owner with a soft seat. Gives him a light, especially pleasant steering wheel when maneuvering on off-road. Shows a Martian sunset on the dashboard.
Quickly - in 20 seconds - lifts the air suspension to the upper position and offers to press on the gas pedal until the gasoline or all the snow under the wheels runs out.
Mercedes-Benz GL tests you with hard pillows. Checks how fast you can turn the sticky, heavy steering wheel. Inflates the suspension air bellows four and a half times longer. And smirks if you forgot to turn on your head before using the horse's dope of the five-liter engine. Despite the lower power compared to the RR, you should press the GL accelerator as lightly as possible. We drove through deep snow and after several setbacks we found the correct algorithm. It is necessary to fix the second overdrive in the automatic transmission. Activate center and rear locks. Disable ESP. Then he goes. And the RR goes anyway. Just for fun, I tried every possible combination ...
HE WILL REMEMBER ABOUT HIMSELF
And yet, nevertheless ... the more time passed after the test, the more I remembered the shortcomings of the RR. The charm of this scoundrel is so great that all the shortcomings during the acquaintance are somehow quickly concealed. How did I forget to mention that its brakes are oiled compared to the GL. And no one needs acceleration and power, because going faster than 140 km / h is already scary. A predictable result for a car with a curb weight under 2800 kg.
Ergonomics also have punctures. The main control functions in the cabin are equipped with large, visible buttons. Trusting the designers, you begin to press them almost blindly and without taking off your thick gloves. Then, when you need to lower the side window, the mirrors suddenly fold, because in this place the engineers had not thought of it. And traditional English reliability is a three-word anecdote. The rear wiper of the RR, unable to bear the boredom of the first day of the test, told us it, chuckling.
This is no more depressing to me than the grave trim of the Mercedes-Benz interior - a la Reich Chancellery. It's a mixture of murderous gray, indifferent black and hazy brown. Just imagine a gentleman in a black suit, brown boots and a gray shirt. Wildness.
MATCH: RANGE ROVER
MATCH: MERCEDES-BENZ GL
AND IN THE CAR IT IS POSSIBLE ...
A similar, but silly Range Rover against the background of GL - as an actor of the royal theater. The texture, color and finishing materials seem to be from a wardrobe. And the TFT screen replacing the dashboard shows speed, temperature and the future. Looking at it, you understand: all the controversy about the lighting, readability, size and design of the speedometer will soon go away. The driver himself will determine all the parameters. For example, I love the green background and large numbers in full screen, like in Citroen. I sold the car to a girl - she changed everything to pink and returned the display in the form of a dial. Everyone will get what they like. Especially if you completely replace the touch screen and all other functions of the front panel, making its mount adjustable. The driver will set the optimal height and angle for himself, eliminating today's endless mistakes of designers and ergonomists. It would be long ago for them to decide among themselves which is more important - beauty, convenience or safety.
Something similar has already happened in the area of geometric passability. In both the RR and GL, we adjust the suspension ourselves by pneumatically lifting the body to the desired position. By the way, the upper limit of the adjustable ground clearance for competitors is 283-307 mm. What else do these SUVs have in common? Both cars are built according to a similar scheme: a monocoque body, independent suspensions at the front and rear, a low gear in the transfer case. Plus blocking - interaxle and rear interwheel. But blocking management is already from the area of differences of our rivals. GL allows you to manually enable locks. RR reserves this right, including them in automatic mode only. Mercedes-Benz has a similar algorithm, but much less intelligent, it is useless in loose snow.
Technical details aside, the prospective owner will have to make funny choices. What do you prefer - to get a role in a TV series where you have to squeeze models on a soft sofa all the way, juggling pineapples, or watch the chronicle of the First World War for the rest of your life?
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, has 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 even 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 light, 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 secondary functions, Mercedes-Benz has an unconditional leadership in this area. The convenient joystick on 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 remained practically unchanged from 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 the 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 push it, push it ... and in response, only a leisurely acceleration.
But now, when the pedal is already pressed deep enough, the SUV suddenly catches itself 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. We 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 work 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 against 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 on 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 blow much stronger. On a flat road, our rivals are very similar in terms of smoothness, only the Range Rover sways a little harder 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 is also stable, but yawns slightly in ruts and is more susceptible to side winds. 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 | |
Lexus is a luxury, but ... There is enough wood and pliable plastic in a Japanese car for a presidential suite, but a scattering of rough keys and toggle switches, coupled with an abundance of silvered plastic in the most prominent place, inappropriately reminds that the hotel owner did not let go of the calculator. The range of adjustment of the driver's seat is the most modest, and the steering wheel in the uppermost position falls heavily forward. Even the doors - and those without closers, although Mercedes and Range Rover have them in the "base".
Mercedes is an example of rigor and good quality! Especially ours, in which, for a surcharge of 31 thousand rubles, almost everything is tightened into leather, with the exception of lacquered inserts. The soft orange-yellow illumination of the contour lighting adds an extra charm to the German interior. Everything is familiar, everything is at hand - and there is not the slightest desire to get out of the multicontour chair. Firstly, because I spent a lot of time on its individual adjustment through the menu of the Comand multimedia system. And secondly, because the entertainment complex captivates with luxurious graphics and friendliness of the interface, which cannot be said about similar systems of the "Japanese" and "Englishman".
Meridian audio system and refrigerators - standard equipment of the Autobiography version for 5 million 845 thousand rubles
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Range Rover takes on the soul of others. There is no former pomp in it, but how clean the surfaces are, how graceful the lines! And how sturdy is this British spirit, exuded by literally every detail.
It's airy and light inside, and the highest seat in the trio only enhances that feeling. Moreover, if you decide to ride with a driver and you do not need to transport skis and other lengths in the cabin from time to time, then you pay 540 thousand rubles for the Autobiography version - and you get a minibar between two separate rear seats equipped with ventilation and a massager. And those who like to drive in a noisy company are more suitable for a basic five-seater car. Simpler, but with folding backs of the three-seater rear sofa. But in any case, when loading heavy loads into a large trunk, you will need strength and dexterity: the tailgate interferes, and the loading height is the greatest.
There is a secret in every door
The gorgeous Range Rover chair is customizable in every way imaginable and unimaginable. It is impossible only to increase the coefficient of adhesion of clothes to slippery leather of excellent workmanship.
The "cliff" of the front panel in the style of the more accessible Ewok is more elegant than massive
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The Lexus has a similar luggage capacity - and similar problems with the tailgate. But the interior options are different: the LX570 can be either a five-seater (we have one), or appear in an eight-seater bus incarnation, and for a modest surcharge of 54 thousand rubles. But in any of the options on the second row of the Lexus, there is three to four centimeters more space in the knees than in the Range Rover or Mercedes. Although sitting in the back in the "Japanese" is less comfortable - the pillow is rather low.
An off-road driver? There is such a Range Rover Supercharged! Especially with active stabilizers
And the Mercedes GL 500 has seven seats by default. But the gallery will not be cramped only for people less than 160 cm tall - fortunately, these armchairs can be easily folded with an electric drive flush with the floor without significant damage to the largest trunk among our cars.
Just press the button on the key fob and Range Rover will light up this welcome illumination.
The Range Rover's split rear seats are heated, ventilated and massaged. In length and height, the margin of space is no more than on a three-seater Mercedes sofa
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The control weighing at the test site showed that it was not in vain that the British spent money on an all-aluminum body: Range Rover is 42 kg lighter than a Mercedes and as much as 251 kg - a Lexus! It is not surprising that, having the most powerful engine, the "Englishman" easily outperforms competitors in traffic light races. But in heavy traffic, despite the controversial and smooth switching of the "automatic", Range Rover makes you nervous. The responses to stroking the gas pedal are so lazy, and the jumps with a little more decisive movements with the right foot are so harsh that you immediately abandon the Moscow bumper-to-bumper driving style, so as not to accidentally “screw up” the leader. In Sport mode, it is impossible to get rid of the strong damping of the gas pedal, although the box honestly goes one or two steps down. Little help from the "manual" mode.
Lexus LX 570. Range Rover and Lexus multimedia systems upset with angular graphics, and screens react to touch with a delay. Against this background, the Mercedes Comand system with beautiful pictures and a convenient control "washer" can be considered the standard of beauty and ergonomics
Mercedes-Benz GL 500. Range Rover and Lexus multimedia systems upset with angular graphics, and screens react to touch with a delay. Against this background, the Mercedes Comand system with beautiful pictures and a convenient control "washer" can be considered the standard of beauty and ergonomics
Range Rover Supercharged. Range Rover and Lexus multimedia systems upset with angular graphics, and the screens react to touch with a delay. Against this background, the Mercedes Comand system with beautiful pictures and a convenient control "washer" can be considered the standard of beauty and ergonomics
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With Mercedes it is calmer. Perhaps the point is in the traditionally tight gas pedal, perhaps in the lazy-stretched responses of the biturbomotor ... In general, you quickly remember that “the one who is not in a hurry is in time everywhere”.
And then you forget, having got over to Lexus! Despite the most modest power of the naturally aspirated engine (367 hp versus 435 hp for the "German" and 510 hp for the "Englishman"), this one is eager to fight. An almost three-ton colossus with a hunter follows the pedal, and the six-speed “automatic” changes gears deftly and on time. Although at a "low start" to keep up with Mercedes, and even more so for Range Rover Lexus, of course, is not able to.
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 don't 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 found yourself 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 crook for a fee (an exception is this version of Supercharged, which is originally supposed to have 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 accuracy 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 though in terms of the power-to-weight ratio, Mercedes is inferior to its counterpart (183 "horses" per ton against 221), but 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 gaping chasm 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 the 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 imaging 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 more 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 measure, but that doesn't change the impression - the ML 500 is perceived as a car for a reasonable, calm driver.
The German SUV doesn't look big, but there's plenty of room for everyone in the cabin. 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 tech-savvy. 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's 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 response is superimposed on roll, diagonal sway and general chassis softness. 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. Suspension with pneumatic elements protects the driver and passengers in the way 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 are shocked 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 winding 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 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 of operation. 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 corner, 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 motor is higher, but it is more difficult to control it due to the rough and difficult to predict the 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 high-speed braking. 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 (Mercedes ML 500 with On & Offroad package has 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 insulation 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 a 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 the comfort 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".
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