SPORT-utility vehicles have come a long way from their workhorse roots. So much so that the “go anywhere” brigade has grown to include far more sophisticated offerings that boast refinement levels found only in the luxury saloons of just a few years ago.
The game has also gained a lot more players, with all and sundry cashing in on the luxury SUV act, even including contenders that pundits would never have imagined producing this kind of vehicle. Marques such as Mercedes-Benz, BMW, Porsche and even that most sober of brands, Volvo, are capitalising on the popularity of this everburgeoning market segment.
The SUV category has evolved somewhat since the first Range Rovers – oft credited with creating the genre – appeared. Models that now comprise the bulk of this sector still boast luxury and refinement out of the top drawer, but long gone are the agricultural ladder frame chassis rudimentary drivetrains. The modern day interpretations are a whole lot more “S” and far less “U”.
Two proponents of the art that have made serious inroads (or should that read off-roads?) into this market are Mercedes’ MClass and Volvo’s XC90.
With the introduction of an allnew V8 powerplant for the Volvo, we thought it an ideal time to pit it against our Top 12 Best Buys fullsize SUV choice for 2006, the Mercedes-Benz ML500.
COMPARATIVE TEST DESIGN
Volvo XC90 16/20
Mercedes ML500 15/20
Based upon the underpinnings of its saloon car brethren the S80 and S60, it’s not surprising to find that the Volvo boasts monocoque body construction. As such, the Volvo is not geared towards offroading proper, but it does possess an increase in ground clearance. The ML500, too, is based upon a unibody design, with resultant increases in passenger comfort and handling prowess as the pay off.
Stylistically speaking, this is a hard pair to pry apart. The unflattering white paintwork of our Mercedes test unit lent an air of vulnerability to the Germanic design. But the shape does have all the right cues to look the part of a proper pavement-pounder. The façade, in particular, is a quantum leap over the model it replaced: pronounced headlamps, neat grille detailing, and a mock sump guard create all the right impressions. Despite having grown somewhat, the ML still maintains its proportions quite well, the low-ish roofline helping to add sleekness to the overall appearance. Bold wheelarches and large tail-lamps also help the looks cause.
But among our team, the majority gave the thumbs up to the moody, grey Swede. More individualistic and car-like, the entire package seems to stand out a bit from the norm. There is a large bonnet bulge that begins up front with the “egg crate” grille. On the lower part of the front bumper, one finds the air intake, which now sports a chrome lip. Sculpted headlamps – with, this case, standard active “see around corners” ability – bracket the grille. A strong shoulder line continues down the flank and terminates in the tail-lamp design. The rear clusters themselves are of the stacked variety, reaching from the bumper line to the top of the D-pillar. Body-coloured rubbing strips and 18-inch alloys are also standard – 19-inchers are optional – on the eight-pot XC.
Not as macho as the ML, the Volvo is different, and as it is less of an off-roader. Maybe it was intentional that the looks should not be as masculine as those of the Mercedes, which in the right configuration can venture into the bush.
Whereas the more masculine Merc looks like yet another SUV and could be confused for another brand – ignoring for a moment the large tri-star on the grille – the Volvo will always stand out in a crowd.
COMPARATIVE TEST POWERTRAIN
Volvo XC90 15/20
Mercedes ML500 16/20
The Mercedes utilises an engine that is not unfamiliar to followers of the brand. Using three valves per cylinder and one camshaft in each bank, the V8 produces 225 kW from its 4 996 cm3. It is, however, the 460 N.m, produced between 2 700 and 4 750 r/min that is more impressive.
Coupled with the brand’s patented 7G-Tronic seven-speed transmission, the package provides enough gears for a whole week of Sundays. All you need do is click once on one of the steering wheelmounted paddles, or twice if you prefer, and dip into the deep well of torque that the engine serves up. The ’box is fairly quick to react, though it doesn’t like being shifted into too low a gear, an unpleasant lurch being the result when it is forced to do so.
The column-mounted gearshift stalk, while clearing up space between the seats, takes some thinking about before operating, and, for easier usage, should have been mounted so as to operate with one’s left, as opposed to right, hand. Beware, lest you knock the shifter into neutral while trying to activate the indicator…
Modulating the throttle is not easy initially, as there seems to be a dead zone at the top of the accelerator’s travel, and a surge when you decide to plunge the pedal deeper. Eventually, though, you get the hang of it.
In an all-time first for the Swedish maker, Volvo employs a V8 powerplant in one of its products. Interestingly, the XC90 was not designed to host a V8 and, not wanting to compromise on safety, Volvo decided that the engine had to be installed transversely. Not being able to source a compact enough unit within its parent company, the Ford group, Volvo commissioned Japanese engine maestros Yamaha to design a bespoke unit.
Reputed to be the most compact V8 of its capacity, the engine has staggered cylinders, with a 60‑degree V, to fit snugly between the chassis legs and still maintain the front crumple zones. Cranking out 232 kW and 440 N.m, the V8 drives through a new six-speed automatic transmission with Volvo’s Geartronic manual override facility.
While keen to hold on to a lower gear, even through the high-end of the rev-range, the shift action on the Volvo is not as slick as the Merc’s, and does tend to hesitate at times. From standstill, especially, the Merc reacts a tad faster.
The Volvo utilises just its front wheels for power transmission until matters get slippery underfoot, at which point the all-wheel drive setup apportions power away from the front axle. Volvo claims that employing this method of transmission helps to reduce fuel consumption, as the rear wheels are not driven unnecessarily.
Being made to fulfil a demand created by the US market, it’s no surprise that Volvo engineers have paid special attention to the soundtrack of the V8 engine. Special tuning to the induction side of the engine has resulted in an aural response that is unobtrusive at low engine speed and cruising, but opens its lungs fully when you give it a bootful. The narrower-than-usual angle between the two cylinder banks makes for a V6-like smoothness in the lower end of the rev-range, but higher up there is just the right amount of boomy backbeat. Even our sound measuring equipment confirmed that the V8 is slightly louder at idle than at 2 000 r/min. It’s no hot-rod but sounds glorious all the same, and much better than the muted Merc.
COMPARATIVE TEST COMFORT AND FEATURES
Volvo XC90 16/20
Mercedes ML500 15/20
It’s no surprise that vehicles costing as much as this pair have almost everything one could want in a luxury vehicle. Standard across both models are climate control systems, leather covered interiors, electric window lifts all round, powered seat adjustments for front seat occupants, high end audio systems that feature six-disc CD changers and steering wheelmounted controls, plus a refrigerated armrest console in the Volvo, amongst many others.
The Volvo’s 12-speaker Dynaudio audio system is particularly good, and not only includes, as standard, an auxiliary plug for external audio devices such as an MP3 player, but an integrated telephone too.
Almost in Mercedes tradition, the ML500’s interior is quite reserved. The instrument cluster, simple white text on black dials, is nothing fancy, but will be familiar as a Mercedes binnacle to anyone who has owned a Mercedes product during the last two decades or so.
Sit behind the wheel of the Volvo and you’re immediately greeted by high quality looking instrumentation. Boasting chronograph-esque finishes to the clocks, with a shiny face and solid indents for every demarcation, the unit is forward lit to highlight the subtle touches. The rest of the facia, however, drew mixed reactions. While some found it fussy and cluttered, especially with the telephone adding a dozen buttons to the mix, others found the large rotary knobs easy to find and use, with no doubt as to what each controlled. The quality of the finish was on par, if not better than, anything else in this bracket, and would not look out of place in an executive saloon.
COMPARATIVE TEST PERFORMANCE AND BRAKING
Volvo XC90 16/20
Mercedes ML500 16/20
Subjectively and according to our test equipment, the ML is the quicker of the pair, but only just. Not that many SUV drivers should ever find the need to participate in a traffic light grands prix, but, if you had to you could do worse than use this pair.
Weighing about the same as the XC, but with just a few kilowatts less, the Merc’s V8 does a convincing job of moving a vehicle that measures the better part of two-and-a-quarter tons. The benchmark acceleration test of 0‑100 km/h is cleared in a hot hatch-scaring 7,7 seconds and, held flat out, the large Merc will top 230 km/h, not inconsiderable figures for something this large.
With 7 kW more but 20 N.m less, the Volvo is just a quarter of a second slower to 100 km/h, but is electronically limited to 210 km/h, though we managed to squeeze 2 km/h more than the advertised figure. With sixth being a very long cruising gear, top speed was reached in fifth gear.
In terms of braking ability, too, there is not even a cigarette paper to separate the two. Large, ABSmodulated ventilated discs on all corners of both models, bring this pair of behemoths to unfussed and neat stops, always under the three-second mark in our test sequence, which is impressive, especially when you consider the momentum they carry into an emergency braking scenario. The Volvo’s best stop of 2,89 seconds, from 100 km/h, was just one-hundredth better than the Merc’s, with both cars’ averages hovering around 2,9 seconds.
Although the results suggest very similar braking performance, on the road the Volvo was the less responsive of the pair. Some of our test panel found that its “dead” pedal needed plenty of pressure to get any sort of retardation. The Mercedes’ pedal was progressive with more feel, and easier to modulate.
COMPARATIVE TEST FUEL ECONOMY
Volvo XC90 11/20
Mercedes ML500 11/20
Both models fuel index figures rank in the 14 litres/100 km region, but the reality can be a bit more thirsty than that. The lowest figure we attained with the Volvo during brisk driving, with the odd first gear blast, was 16 litres/100 km. Factor in time spent on our acceleration and top speed runs and that figure rises to an average 17,64 litres/100 km.
Seems as though the faster reacting seven-speed transmission on the ML500 helps matters somewhat. In regular day-to-day usage we were able to attain a figure as low as 10,25 litres/100 km, though with a very light right foot being employed. But a more representative figure was the 14,8 achieved over the same measured distance.
So, both are definitely not potential winners in any economy run competitions, but the reality is unlikely to be a real consideration in the decision-making process when buying a V8 SUV.
COMPARATIVE TEST RIDE AND HANDLING
Volvo XC90 12/20
Mercedes ML500 14/20
In a straight line and on paper there is very little to separate the two models but, once the behind the wheel, all our testers felt the same way. Sprung more firmly, with damping that is more in tune with a powerful engine, the Mercedes possesses the better suspension package. Apart from porpoising on hard take-off, or when nailing the throttle from a steady state, the Merc’s damping/ springing rates are ideal. Considering its size and mass, the German engineers have done well to create this balance between comfort and sportiness, though the term is used loosely.
The Volvo, by contrast, is softly sprung, which makes it comfortable on the open road and in a straight line, but it is somewhat lacking when faced with a series of corners. And, quite oddly, the damping rates don’t feel well matched to the springs. Bumps seem to be harsher than when experienced in the Mercedes, though not nastily so. One of our testers described the ride quality, unsurprisingly, as American, wallowy and not inspiring any confidence through the twisty bits. In fact, body roll and tyre squeal manifest much earlier than in the ML. The steering as well is far more direct and communicative in the Mercedes than the numb, slower acting system in the Volvo.
While always aware of the higher than normal centre-of-gravity in both models, faced with a set of corners the German is likely to show the Swede a clean pair of heels, if for no other reason than for inspiring more confidence in its driver.
COMPARATIVE TEST VALUE FOR MONEY
Volvo XC90 15/20
Mercedes ML500 15/20
Fulfilling the roles of range-toppers means that both of these models feature a whole barrage of mod cons as standard, not to mention larger alloy wheels, power adjustable seats and maintenance plans. All of which makes them comparable with luxury saloons, but with more versatility, thanks to split folding seats, kerbhopping ability and safer dirt-tracking thanks to increased ground clearance and full-time four-wheel drive systems. At R615 000, the Merc is not the cheaper option, but does offer a bit more than the Volvo does, especially in terms of its dynamic abilities. Then there is also the possibility of turning the Mercedes into a real mud-plugger, although that’s going to cost a bit more via optional differential locks, but such an option does not exist with Volvo.
COMPARATIVE TEST VERDICT
Volvo XC90 14/20
Mercedes ML500 15/20
The scores show that this is a very closely fought affair. At this level, one expects a vehicle to do almost everything, and do it well. Apart from the poor fuel consumption, both these vehicles are quite adept in all their chosen fields.
As they are so closely matched, there’s the matter of the R50 000 price difference. Representing less than 10 per cent of the total spend, this is unlikely to have too much bearing on those deciding on vehicles at these fairly heady prices. So, despite its distinctive looks and friendly price-tag, the Volvo comes within a whisker, but doesn’t succeed, in dethroning the Mercedes- Benz ML500 as our top SUV.
