Volvo XC90 D5 AWD Inscription

Power 225 hp, Acceleration 0-100 km/h 7.8 s, Price from RUB 4,907,700.

Audi Q7 3.0TFSI quattro

Power 333 hp, Acceleration 0-100 km/h 6.1 s, Price from RUB 5,121,275.

Power 249 hp, Acceleration 0-100 km/h 7.1 s, Price from RUB 5,320,258.

Range Rover Sport SDV8

Power 339 hp, Acceleration 0-100 km/h 6.9 s, Price from RUB 5,896,005.

BMW X5 xDrive 40d

Power 313 hp, Acceleration 0-100 km/h 5.9 s, Price from RUB 6,495,350.

Volvo XC90 D5 AWD Inscription

Audi Q7 3.0TFSI 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 unfulfilled. We believe that dreams should come true, and we collected five cars at once at one time and in one place - one is better than the other. Or is it not better? Let's figure it out now!

Text Vasily Ostrovsky, photo Artem Popovich

All cars are extremely current. The “oldest” is 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 more recently.

Frankly speaking, comparing similar cars is more of an academic interest than a practical one. Speaking about 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 “spiritual” qualities. It’s hard to imagine that a person who thought of driving a Mercedes could prefer the blue and white propeller of a car with a different ideology to his starry dream. And an Anglomaniac is unlikely to covet Teutonic technology: in his opinion, the only thing better than the Range is the even more expensive Range.

But Audi and Volvo stand somewhat apart. However, the Q7 was already a status item, while the XC90 has only now risen to the level of other cars, having become significantly more expensive than its predecessor. Well, the more interesting our observations will be.

Audi Q7 3.0TFSI quattro

Almost ten years have passed between the premieres of the two generations of Q7 - a period that by today’s standards is almost prohibitive. The new “Ku” is strikingly different from the old one: if the previous car seemed like a rounded heffalump, now the “Audi” has sharpened its edges and... no longer looks like an SUV. But a big crossover simply has to be impressive!

Impressions from the salon are also mixed. The first rating is cool. The climate control knobs are interestingly designed, on which the temperature and operating mode are displayed. Nicely made black ones wooden inserts with a matte texture and thin stripes.

The fully digital devices are also impressive: the graphics are well designed 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. I was also very surprised by the orientation of the dashboard: it does not face the driver’s organs of vision, but seems to be tilted down. You get used to it over time, but the question is “why?” still remains.

SUV? More like a big station wagon. Very big! And also – solid, strict, comfortable. Driving this car you feel a sense of confidence and invulnerability. Perfect finishing, proper handling and powerful acceleration from the petrol V6. There is almost more space on the back seat than needed! And everything is fine from the front: comfortable seats, a beautiful and, in principle, understandable interface. What is there to complain about here? But I would prefer the version with a diesel engine, even at the expense of dynamics. Then the Q7 would definitely be a good option for me.

When you unlock the car, bright white stripes flash on the front panel and doors, which after a while are replaced by red. Spectacular! I liked this performance, but not all experts appreciated such beauty, finding it annoyingly intrusive.

However, when it came to the ease of managing the multimedia interface, there was no disagreement: the Germans did something crazy. The touchpad, laden with buttons, combined with a round controller and keys for selecting various menu sections, blows your mind. In addition, the volume control knob is located away from the useless touchpad and is also made to swing. As a result, it is easier for the passenger to adjust the volume than for the driver. Woe from mind!

Audi likes its soft suspension: the car somehow incomprehensibly goes over even large bumps without shaking the wheels or rocking the body. And the trunk is large, moreover, its volume can be adjusted not only by folding out the back row, but also by simply moving its individual parts back and forth. However, I could not find a common language with the ingenious on-board system, no matter how hard I tried: the accumulation of controls on the central tunnel filled me with horror. This is some kind of ergonomic bacchanalia, by God! I didn’t like the screen instead of the dashboard: it’s not easy to understand the numerous numbers, and it remains an unsolvable mystery for me why it is installed at a downward angle.

Our copy turned out to be in a strange configuration: although it had rather expensive options like a Bang & Olufsen audio system, the car was deprived of memory for the front seats and climate control for sofa passengers. The steering column was not electrified at all - just like on the Volvo. Nevertheless, there are no complaints about the chairs - the adjustment ranges are more than sufficient. The rear seats are also adjustable: individual parts of the sofa can be moved longitudinally and the backrest can be tilted within a very wide range. In terms of space and ease of entry/exit, Audi is unrivaled.

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 does not live up to expectations:

the driver wants to use it as a means of menu navigation, but it is only suitable for “finger” input, which you rarely use

Very comfortable steering wheel

The grip areas are trimmed with soft perforated leather. A special joy is a special 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 in perfect order. And the most striking impression was left by the smooth running of the Ku-7. I can’t remember a more comfortable suspension! The crossover completely destroys small irregularities, and reduces large ones to insignificant sizes. It can drive over speed bumps without slowing down at all. Great!

But the car's handling was alarming. On the one hand, the “German” demonstrates excellent grip in corners - on the other hand, it does not at all strive to give the driver reliable information regarding the angle of rotation of the wheels: the light steering wheel does not have sufficient information content, and you have to get into a turn almost at random.

As for cross-country ability, the Audi is not strong in this discipline, even despite the presence of air suspension with the ability to change the ground clearance: a long wheelbase and large overhangs are not the best help on the roads.

BMW X5 xDrive 40D

Back at the end of the last century, Munich 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-friendly crossover (there were still three years left before the appearance of the Cayenne). And even now “X-fifth” still provokes driving “with the stick held high.” Another thing is that, compared to its predecessor E70, the current F15 series car has become much more comfortable: excellent ride quality is the main advantage of the X5.

Like the Mercedes, the Bavarian crossover is faithful to tradition: from the point of view of the “boomer driver,” everything in the cabin is in its place. However, the key difference between Munich traditionalism and Stuttgart is that, from the point of view normal person BMW has no problems with ergonomics. With each new generation, the “X-fifth” becomes more and more saturated with electronics, but its high density on square meter the car does not conflict with ease of use - with the exception of navigation, which is absolutely inconvenient to control using a round controller. Eh, a normal human touchscreen would be nice here...

“Ha-fifth” is a certain story and image. He is like a noble horse who dreams of breaking into a gallop. But what kind of boredom is there in the salon? This is a crossover from the premium segment! Where is the deliberate luxury that your closest competitors generously bestow? It seems that everything is with him - “both skin and face.” And yet, it’s as if something is missing - some kind of deliberate gloss, or something... But the trunk with a separate door is a convenient thing. If we abstract from the specific image of the “boomer”, the bottom line is that it 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 its competitors, the interior of the X-5 may even seem a little conservative: despite the fact that the multimedia interface is endowed with quite extensive powers, the main functions are still hung on the usual buttons. Among the inconveniences, it is worth noting the non-locking steering column switches (only a person with well-developed intuition can determine in which mode the windshield wipers operate) and the same automatic joystick.

BMW's front seats are masterpieces - without exaggeration. In addition to a million of all kinds of usual adjustments, the front seats also “break” 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 figure. Bravo!

The BMW seemed too twitchy to me: it accelerates in leaps and slows down too sharply - the brake pedal turned out to be too sensitive. I also didn’t like the fact that the sills 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. I was also surprised by the lack of air suspension with clearance adjustment: it seems to me that in this class and for this money it should be mandatory equipment.

The Bavarians have been equipping their expensive cars with head-up displays for a long time, and the X5 is no exception. In terms of the quality of information presented, it is impeccable: clear color image as if floating 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 the illumination at the discretion of the driver - a corresponding item in the on-board system menu is dedicated to this function

Double-leaf armrest

opens access to the box on the central tunnel, in which a significant part of the volume was taken over by a shelf for a mobile phone. By the way, BMW supports simultaneous connection of two phones

The most laconic dashboard

provides unclouded perception of the most important information. In addition, some data is displayed on the head-up display

X5 is not at all shy about showing off his athletic skills.

Despite the fact that the current “X-5” has calmed down slightly, replacing the harshness of the ride with a smooth one, it still does not hesitate to flaunt its sporting skills - especially for the modification with a 313-horsepower diesel engine, invigorated by a pair of hefty turbines. The motor is crazy! And the gearbox suits him perfectly: gears change quickly but smoothly.

The steering wheel is clear, sharp - and at the same time not annoying with excessive nervousness. The sports mode seemed to be a thing of narrow application: the light, unobtrusive imposingness goes away, leaving a bundle of nerves exposed - for every press of the gas the car jerks forward too actively, sometimes forcing you to brake. The X5’s brakes, 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 decent ground clearance and a well-functioning imitation of differential locks, the X5 lacks both a lowering range and air suspension with variable 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, restyled.

During the modernization, the interior did not change too much: instead of a display built into the front panel, a “tablet” grew up on it, a new steering wheel appeared, and a small wheel for browsing through the on-board system menu gave way to a massive controller with a touch panel hanging above it.

Mercedes Seems like a perfectly balanced car

Swabians, by inertia, use the left steering column switch, which is overloaded with many functions, which takes a long time to adapt to 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 you adapt to the automatic selector, which sticks out of the steering column in place of the lever for the wipers. When I switched to BMW after the Mercedes, instead of driving away, I cleaned the windshield.

Mercedes is a special brand for me: since childhood I have had a weakness for cars with a three-pointed star. The GLE's interior is like a cozy office that you don't want to leave. Everything here is thorough, almost conservative - and at the same time modern, respectable and aristocratic. There are also no comments on the ride quality - 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 don't like it new system designations - it is now almost impossible to distinguish one SUV from another by ear.

The front seats of our GLE were fully electrified. Their controls are traditionally located on the door, however, there are also buttons in the bases of the seats - in particular, they regulate the lumbar support. By the way, an interesting feature: as the seats are moved back, their headrests automatically raise - in my opinion, this is absolutely logical.

It's amazing that other manufacturers haven't thought of doing this yet. No less strange is the fact that for some reason Mercedes did not use the seat to make it easier for the driver to get in: when the ignition is turned off, only the steering wheel moves away.

In terms of space on the sofa, Mercedes is inferior to Audi and Volvo, but beats BMW and Range. There are no inconveniences with entry or exit, although there is still a chance of getting your trousers dirty - the doors do not protect the thresholds from dirt.

Of all five cars, it is the Mercedes that gives the impression of the most solid car. Everything about it is emphatically good: a noble appearance, a comfortable interior, and a spacious trunk. True, with multimedia, it seems to me that the Germans have overdone themselves: the touch panel on the central tunnel is clearly superfluous here. But the picture on the screen is good: 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 viewing system is beyond praise! I also liked the fact that for the GLE you can order a transfer case with a reduction gear: with its help, pulling a trailer with a boat out of the water is a couple of trifles. Still, all other things being equal, I would prefer the larger GL - purely because of its size.

From a cargo-carrying perspective, the GLE's interior is designed well. And although the pillows and backrest of the rear row have to be folded separately, lowering the headrests to the lower position, this operation leads to the formation of a completely flat floor.

Easiest audio control ever

due to the fact that the driver has the opportunity to choose the way to interact with it - through the multimedia interface menu, with the keys on the steering wheel or buttons on the center console

Cool all-round view with a clear picture,

which forms a quartet of cameras, is an excellent working tool: driving in reverse, guided solely by the display, is as easy as shelling pears in a Mercedes

The light leather of the interior turned out to be too tacky:

a completely new car with less than a thousand kilometers on it has already acquired a distinct blue tint

The steering column bristles with many levers -

three on the left and one on the right. However, if you get used to the automatic selector quite quickly, the proprietary multifunctional lever with turn signals and windshield wipers is not so easy to master.

The three-liter diesel engine that powers the GLE 350 d is neatly included in the “tax” 249 horsepower (in Europe the same engine produces 258 hp) and is equipped with a 9-speed automatic transmission. This tandem works great: the acceleration occurs quickly, but smoothly like a Mercedes. Noise insulation is worked out in the most careful way, the suspension is trained perfectly - the ride is good even in sports mode. Mercedes generally left the impression of a perfectly balanced car.

Yes, he is almost sterile in sensations - there is not a single comment on his behavior! At the same time, it’s hard to call the crossover from Stuttgart boring – the GLE seems to be a very lively and agile organism. His character is deliberately even, but this is precisely where the charm of this car lies: you can feel from everything that behind such restrained behavior there is a grandiose engineering work.

As for the off-road qualities of the Mercedes, 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 reduction gear, a 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 the larger Range. During the reincarnation, the RRS became four hundred kg lighter and acquired new engines - in particular, a 4.4-liter turbodiesel, which was exactly under the hood of our car. Such a powerful engine can easily drag a tank along with it - not like an SUV! In response to pressing the Sport accelerator pedal, squat slightly rear axle, goes on the offensive against the space under the guttural rumble of the diesel V8. And although the Range will be inferior to both BMW and Audi in drag, the acceleration impression is still very strong: you immediately feel like you are 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 also fueled by a high seating position - you look down at your neighbors in traffic. It provides good visibility, but complicates access to the car: you don’t sit down or even enter the Range, but climb up. It will be more difficult for short people to jump into the cabin than for people of above average height. And the process of getting a girl in a tight skirt into the front passenger seat turns into a strip show!

I didn’t really like the old “Sport” - for all its pathos, it seemed rustic. The new Range is a different matter! He is handsome and elegant, although he looks impressive and menacing. In terms of the organization of the internal space, the “British” is somewhat similar to a BMW - for example, in the back row, given my height, I don’t have enough space, and it’s uncomfortable to sit there - the sloping pillar of the body gets in the way. In terms of handling, it is inferior to the Bavarian crossover - but it is clearly capable of off-road feats, which I personally am unlikely to ever be able to do.

The British SUV compensates for the inconveniences when landing with a full-fledged comfortable access system and thresholds that always remain clean - they are completely closed with doors with seals.

It’s also not easy for the rear passengers of the Range: in addition to the high location above the ground, entry and 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. There is also the largest armrest, which also contains a control panel for the entertainment system - each passenger is provided with a monitor and a set of headphones.

I liked the English car more than the others. If you do not pay attention to some inconveniences such as difficulties with turning on the heated seats, the Range impresses with its ease of landing. The steering wheel and seat move away, making it easier to get out, and the sills are protected from dirt by doors. And what a motor this is! It not only makes the big car quickly pick up speed, but also has disproportionately low fuel consumption. My only concern is possible reliability issues.

Life is easier in the front row. However, this also has its own specifics. For example, seat heating and ventilation can only be activated using the touch screen of the multimedia system, although you can 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 backrest or seat cushion by pressing your finger on the desired zone on the seat diagram on the display.

Unfortunately, RRS was released without waiting for the new multimedia system, which debuted on the Jaguar XE: the old one has primitive graphics that clearly do not correspond to the status of the car. I also didn’t like working with USB drives: the system does not recognize all flash drives and refuses to play individual tracks for unknown reasons.

In general, the interior of the “British” makes an extremely pleasant impression - first-class leather is adjacent to polished aluminum and plastic that is pleasant to the touch.

Split image display

considered a signature feature of British cars: the driver and front passenger simultaneously see a different picture

Non-locking gear selector

Quite easy to use, but the washer is shiny. which controls the automatic machine on other Ranges, looks more stylish, and in terms of ease of use is even preferable to a joystick

Displays with outdated graphics –

This is the main problem with the Range Rover's multimedia devices. However, you can abandon the virtual dashboard in favor of conventional analog instruments

Comfort access system

on a British car, it greatly simplifies the process of positioning 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 a "Sport" - is not made perfectly. Firstly, the significant loading height makes it difficult to place heavy luggage. Secondly, if you fold the back sofa, you won’t 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, the Sport is not suitable for driving on race tracks, although it is capable of going fast: cruising speeds well over “a hundred” are par for the course for it. The ride is not bad, but when driving over more or less large bumps, you realize how massive the SUV’s wheels are: the vibrations of the unsprung masses are felt better than we would like.

But in terms of cross-country ability, the Range has no equal! The suspension has impressive articulation, and air springs allow the body to be raised off the ground by up to a record 335 mm. Also on the list of off-road virtues of the “British” is a transfer case with a low gear, as well as forced locking of the central 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 in its twelfth year. However, the wait for the new car was worth it - the “ninetieth” was a great success!

Both petrol and diesel engines that power the XC90 have the same configuration: two liters, four cylinders, plus varying degrees of supercharging.

The Volvo looks discreet in a Scandinavian way, but at the same time modern and absolutely recognizable. Solid symbolism: the radiator grille bears the sign of Mars, and the headlights are decorated with Thor’s hammer – the T-shape of the LED running lights should be interpreted as such. It’s just a pity that for some reason the Swedes didn’t cover the thresholds with doors: when boarding, it’s easy to get your pants dirty if you’re not careful.

The appearance of the Swedish car seems a bit boring to me. But inside, the second-generation crossover surprised not only with its highly artistic interior design, but also with its convenience: everything here is for a person. And the “tablet” on the center console is quite appropriate here, especially since it is controlled by touch, and not by abstruse twists and turns. And what a gorgeous sound from the audio system! It’s just a pity that Volvo has become so expensive: if the new XC90 cost the same as the old one, it would definitely be a hit!

Once inside the Volvo, you immediately relax, feeling that very “atmosphere of well-being” that the designers so carefully imbued the interior with. The interior of the XC90 is made with great taste and is full of grace. What's it worth? interior decoration doors: a sculptural surface, a combination of textures, colors, smooth lines of joining materials make it a work of art. Individual elements that are presented as branded features do not look far-fetched: the faceted “jewelry” for starting the engine and selecting driving modes is not only functional, but also easy to use. In any case, the quality of finish of the XC90 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 panels are made, as well as the framing of the climate control deflectors and the display on the center console. All this looks fashionable, but in reality it turns out to be easily soiled.

By the way, about the display: a vertically oriented touch tablet with the Sensus interface, the filling of which was pored over by experts Mitsubishi Electric, has good graphics and sufficient performance. Understanding the menu turned out to be easier than it seemed, fortunately the on-board system does not suffer from a lack of logic. But the virtual instruments were not impressive - after talking with Audi, I can’t help but feel that the Swedes have mastered only a small part of the potential of such a dashboard.

At first, the main problem with the Volvo seemed to me to be the lack of buttons - it turned out that many functions were crammed into a large screen. True, in practice it turned out that using it is quite convenient. The only upsetting thing is the small inscriptions on the monitor - you have to put on glasses, which are unclear where to store them - for some reason the designers did not provide an eyeglass case. But the XC90 turned out to be the only car with a normal automatic transmission lever instead of newfangled joysticks.

But Volvo uses the interior space to its fullest! In terms of space in the second row, the XC90 is second only to the Audi, while the range of amenities for passengers is much wider. In addition, our car was equipped with a third row of seats, which can easily accommodate even an adult. By the way, the Audi and BMW configurators also include a similar option, but our cars did not have additional space in the trunk. But only Volvo offers a built-in child seat: the cushion in the center of the sofa transforms into a booster seat with a flick of the wrist.

And the trunk of the XC90 is absolutely the best! In addition to being the most spacious, it can be extended into the cabin by turning the second row into a flat floor. The “main” loading area was diversified with a typical Volvo organizer, dividing the space into two parts. Surprisingly, even the presence of a third row of seats did not interfere with the spare tire in the underground. And although this is just a puny piece of evidence, but still...

They are the strongest points of the Swedish car. The Swedes were able to achieve such brevity by hiding many functions in the depths of the multimedia system

While driving, the “Swede” unexpectedly pleased us with its power unit: it suddenly became clear that the two-liter diesel engine copes remarkably well with such a large “body”, giving the car decent acceleration dynamics. And although the Volvo is not as fast as its rivals, one cannot blame the car for engine impotence.

Summary

The long-awaited Audi Q7 left a very mixed impression. Having absorbed a bunch of new technologies, the German crossover has changed its mind: the high-tech instrument panel and multimedia interface look great, but are not easy to use. Among the obvious advantages of the Audi are high driving comfort and spaciousness in the back row, but the “foggy” steering and a rather dull appearance do not contribute to the emergence of sympathy.

The long-term progress of the Bavarian crossover led to the expected result: the BMW X5 took a well-deserved first place in terms of total points. In no discipline did it look downright weak, and in terms of driving performance it dashed ahead of other participants in our “status” races, once again confirming the obvious: the “Boomer” is a car for connoisseurs of fast driving. As for the not-so-spacious rear row and moderate off-road success, this can easily be attributed to a different value system.

Mercedes-Benz GLE turned out to be the most balanced and harmonious car among its kind. This is clearly visible in the ratings: the Stuttgart graduate did not allow himself to fall below the mark of eight points. And this, in a sense, is also a victory! Mercedes strives to please everyone at once, which it does convincingly. For those who find the GLE not large enough, we can advise you to pay attention to the senior GL, which in the near future will turn into the GLS.

Having torn everyone apart off-road, the Range Rover Sport gave in to weakness in some categories, losing to competitors in terms of cargo quality and space in the back row. And yet this does not spoil the overall impression of the British car: “Sport” has such strong charisma that individual shortcomings can easily be overlooked. A brutal SUV with a huge diesel engine and incredible potential beyond the asphalt - this is a truly serious car worthy of a real man!

The Volvo XC90 turned out to be an extremely friendly car. The Swedish crossover has a surprisingly cozy interior, a capacious trunk and an easy-going character; and a two-liter turbodiesel easily copes with moving such a large car in space. "Volvo" will become a faithful companion in the city and an excellent travel companion on a long trip - in general, ideal
family transport. In this format, it doesn’t particularly need high cross-country ability, but the suspension could be softer.

The crossover from Ingolstadt in our market offers a modest choice of two three-liter supercharged V6s: a gasoline engine with a capacity of 333 horsepower or a 249-horsepower diesel engine. Both power units cost the same - 3,630,000 rubles. In addition to the four main trim levels (basic, Comfort, Sport and Business), the Germans also offer a whole scattering of expensive options. The Audi warranty is limited to two years without mileage limitation, and you will be welcomed at the service with open arms every 15,000 km.

The price list for large Xs starts at 3,330,000 rubles for the xDrive35i version with a three-liter turbo engine producing 306 horsepower. Diesel modifications are more expensive – from RUB 3,490,000. However, in any case, it makes sense to choose from Kaliningrad-assembled cars that are offered in fixed configurations - they are much better equipped and ultimately turn out to be more profitable. The factory warranty is two years without mileage limitation, the service mileage is determined by the on-board system.

The most affordable version was the GLE 250 d with a 204-horsepower diesel engine for 3,490,000 rubles. However, there is no point in buying a car in the basic version - the “Special Series” is only 250 thousand more expensive, but is equipped much more richly. A GLE 350 d like ours costs from 4,050,000 rubles. Gasoline modifications start from 3,850,000 rubles, and the top version of the GLE 63 S with a 585-horsepower V8 biturbo is estimated at at least 7,690,000 rubles. Warranty – standard two years without mileage limitation, service interval – 15,000 km.

The most affordable “Sport” with a three-liter gasoline engine (340 hp) is estimated at 4,122,000 rubles. A car with a 249-horsepower diesel engine will cost at least 4,415,000 rubles. Modifications with V8 are even more expensive: diesel SDV8 (4.4 l, 339 hp) will cost 6,080,000, and gasoline 5.0 S/C (510 hp) – 6,135,000 rubles. At the top of the range is the 550-horsepower SVR. The Range Rover warranty is valid for three years and is limited to a mileage of 100,000 km, and a company service will have to be visited every 13,000 km.

Unlike its competitors, the basic version of the Volvo XC90 with a D4 diesel engine (190 hp) involves only front-wheel drive - for such a car you will have to pay 3,040,000 rubles. The more powerful D5 AWD (225 hp) will cost 230 thousand more, and the most affordable petrol modification T5 (249 hp) costs 3,281,000 rubles. For the 320-horsepower T6 engine you will have to pay another 492 thousand. The factory warranty for the XC90 is two years without mileage limitation, service visits are every 20,000 km.

This car costs almost eight million rubles, and its length is more than five meters. This is perhaps the largest and most expensive Mercedes of those that do not have the prefixes “-AMG” and “-Maybach” in their names, but this is not an S-Class. This is an SUV. Huge and extremely desirable by some groups of citizens - the Mercedes-Benz GLS 500. And we will live with it for a whole month.

This is how far the Mercedes-Benz GLS 500 traveled in the first two weeks of the test

The Mercedes-Benz S-Class sedan is good for everyone. It's cool, respectable, comfortable and incredibly luxurious on the inside. And it doesn’t matter whether you sit in the front or in the back - such cars are increasingly being driven independently, so today their drivers are offered no less pleasant things than the boss, stretched out in the back. But what should wealthy people do who suddenly have a family (after all, they have families, right?). Buy Mercedes-Benz GLS!

It is also very large and status - its length exceeds 5.1 meters! It is also luxurious - all modern features, such as an advanced multimedia system, expensive music and better skin, you can order for it too. Well, the price is at least comparable: if the S 500 4Matic L (sedan with a 455-horsepower V8 under the hood and all-wheel drive) costs from 7.68 million rubles, then the GLS 500 with the same 4.7-liter biturbo engine in the “Special series" will cost 7.82 million rubles. And most importantly, no one will call you a collective farmer, a hired driver or a person without a sense of taste.

What does the buyer of the “five hundredth” GLS get for the price of an apartment in Moscow? Yes, a lot of everything! For example, permanent all-wheel drive with a locking central differential and the Offroad package (lowering + additional air suspension mode); air suspension with adaptive shock absorbers is already included in the base, ventilated front seats and heated seats in the first and second rows, separate climate control for front and rear passengers, electric drives for all seats (including the small ones that are hidden in the trunk), door closers, ambient interior lighting, excellent “ music" Harman Kardon with a digital processor. And this is not counting the leather in which everything seems to be covered here, with the exception of buttons and pedals, real wood, modern multimedia (although I’m not a fan of the Mercedes COMAND interface), laminated front windows and the most complete “electrical package” in the world.

This fuel consumption was recorded on the GLS 500 during the first two weeks of testing.

In terms of technology, everything is almost like the S-Class. The engine is a cool 4.7-liter V8 with two turbines that produces 455 horsepower (20 more than before the GL was restyled and renamed GLS). Its power is transmitted to the wheels through the latest 9-speed automatic transmission in the range, which originally appeared on the S-Class coupe.

The dynamics of this mansion on wheels are impressive - 5.3 seconds to “hundreds” with a declared weight of 2445 kilograms! Moreover, it does this very effectively: at the start, it lifts its nose slightly and with a resounding roar, smoothly but powerfully takes off. And the coolest thing is that driving it dynamically does not require activating all these “sport” modes of the mechatronic chassis. Just press the right pedal to the floor and enjoy how the 700 Nm of torque of the mighty V8 picks up this massive mechanism like a feather and carries it to the next intersection!

Moreover, from the largest and most luxurious Mercedes-Benz SUV, you expect, first of all, not supernatural handling, but supernatural comfort. And the GLS 500 with a top-end suspension (our car, in addition to air and electronically controlled shock absorbers, also had active stabilizers) can do all this. In city use, it seems like a massive yacht, gently and silently cutting through dense traffic. At first, the smoothness of the ride feels absolute - this SUV creeps along the relatively smooth asphalt of the capital's roads, gently swaying over rare bumps even on huge 21-inch wheels.

But this suspension doesn’t really like sharp joints and potholes - in comfortable mode it doesn’t have enough rebound elasticity, so if you have to drive on a rough road, choose sport mode. The shaking will be a little stronger, but there will be much less unpleasant vibrations from the huge wheels.

Do you know what the most vivid impression was left after the first days in the company of the Mercedes-Benz GLS 500? No, not the brutal engine, not the luxury of seats with massage, or even the capacity of this giant (it’s no joke - 680 liters in a five-seater configuration), but how skillfully it disguises its own dimensions. The steering wheel is pleasantly tight - you should feel that you are driving a really large car - and unexpectedly precise - you expect thoughtfulness and rolliness from an SUV of such proportions. However, the optional Active Curve system with active stabilizers in ordinary life almost completely suppresses any body roll in corners, forcing this 5.2-meter thing to write trajectories with the precision of a typewriter computer game. And on the off-road (if you accidentally get carried there), on the contrary, it can release the stabilizers, thereby increasing the suspension travel.

However, the last option seems completely utopian to me - it is unlikely that the owner of a huge car for 8 million rubles will trample through the mud together with the UAZ. Even though the geometry of the GLS body, in principle, allows this: the minimum approach and departure angles are 21.5 degrees each (the Audi Q7, for example, has less), and the ground clearance varies in the range from 215 to 306 millimeters (maximum figure is only available with the Offroad package in Offroad+ mode). No, all these “off-road” buttons are here just for complacency - to get out of a snowdrift, for example. Or boldly cross a puddle on the way to the village for fresh milk.

In addition, experienced owners of Mercedes-Benz GL generally advise driving more carefully on broken roads - they say that the suspension does not like large potholes, and air springs can fail from too much “breakdown”, and with age - the GLS has no “cushions” not protected from exposure to reagents, dirt and dust. Replacing the pneuma all around with a GLS will cost half a million rubles - compared to the total cost of the car, the amount, of course, is not that huge, but still impressive.

However, we will tell you more about the cost of owning the Mercedes-Benz GLS 500, minor breakdowns that occurred during our test, competitors and more affordable options in the GLS model line very soon - in a couple of weeks.

Detailed characteristics of the test Mercedes-Benz GLS

Our author has always had a fondness for Mercedes-Benz, and after examining a used GL, her views have not changed at all... In my opinion, the only drawback of almost any Mercedes-Benz car is its price, and the GL, which was released in 2006, is no exception .

The future owner, paying a significant amount for a car, expects to receive quality workmanship and service that is adequate to the brand. The pleasure of driving the GL is as advertised - once you're done driving you look forward to your next opportunity to get behind the wheel.

Despite belonging to the premium class, the GL is equipped not only with air suspension, but also with differential locks

Designed for the American market and manufactured in Tuscaloosa (USA), the car is distinguished by its arrogant contempt for modern trends in small displacement and efficiency. The range of powerful, high-torque engines is opened by the 382 hp petrol 5.5-liter V8 installed on the GL 500 (GL 550 in the USA). s., providing acceleration to hundreds in 6.5 s. At the same time, it is not so gluttonous - 13.5 liters in mixed and 18.5 liters in urban cycles. Next comes the GL 450 with a 4.6-liter V8 producing 335 hp. With. and three options with diesel engines: two with V-shaped 3-liter “sixes” GL 320 CDI and GL 350CDI, 215 and 224 hp each. With. respectively, a 4-liter V8 with a capacity of 302 hp. With. All this splendor is designed to work flawlessly under the hood of premium SUVs, but early models (2006-2007) have accumulated significant statistics of failures and uneven operation of engines associated with defects in the operation of the balance shaft and timing chain. The concern keeps the reason secret, but the frequent replacement of the original numbers of these parts indicates an active struggle for their quality, which ended quite successfully: no such problems were noted on cars produced in 2008 and beyond. Nevertheless, work to replace the shaft and chain will cost about 60 thousand rubles. and more, depending on the location of the repair and the degree of neglect of the problem.

Sweet delusions.
Mercedes-Benz touchingly conveys ergonomic absurdities like a single, wildly overloaded steering column switch from model to model

Master's place. The owner of the GL can easily ride in the back seat - there is enough space for a respectable man.

A fairly significant expense item is the particulate filter, the routine replacement of which is required after a mileage of 200 thousand km. The issue price is about 150 thousand rubles. After 2010, the manufacturer offers cars, including those specifically for Russian market, without particulate filter. The absence of a filter can be identified by a constant dark gray coating on the exhaust pipes and bumper, which is not very aesthetically pleasing, but does not affect speed. In vehicles equipped with the BLU-TEC ecosystem, which neutralizes exhaust gases, an additional consumable is a fluid containing urea. Its cost is 1000 rubles. for 10 liters, total volume 33 liters, fluid is added as needed, complete fluid replacement - every second maintenance. It should be noted that the oil change maintenance recommended by the manufacturer for Russian operation is 10 thousand km due to the low quality of fuel.

On cars with mileage of more than 200-250 thousand km, turbine disease occurs, manifested by a loss of power during acceleration and a corresponding Chek engin signal. When the engine is restarted, the symptoms disappear, but if the malfunction becomes more frequent, you will have to fork out money for a turbine control unit. The unit is not repaired, since it is assumed that its unsuitability is related to the service life of the graphite coating of the rheostat, and is changed along with the turbine. The issue price varies from 50 to 180 thousand rubles, depending on the turbine manufacturer.

USER'S OPINION: VLADIMIR,
MERCEDES-BENZ GL 500, PETROL, 5.5 L, 2008.
I have a professional view on the operation of this car, I work as a driver. I have the GL 500 in my hands. The equipment is complete, the interior is very comfortable, the high seating position gives maximum visibility. I spend 10 hours or more in the car, mostly on northern roads, sometimes on dirt roads. The roads are usually good, but it happened that I had difficulty getting out even with blockages, especially on clay soils after rain. Working on a car of this class is always a pleasure; if done responsibly, it does not bring any trouble. Over 122,521 km of operation, expenses were only for regular maintenance, plus at 82,000 km, replacement of brake pads and discs all around and the right front air strut. Replacing the rack cost 48,500 rubles. There is a problem - the chrome is peeling off. Periodically it is necessary to change or restore. The total cost of expenses is 327,000 rubles. Gasoline consumption depends on the mode, somewhere from 15 liters per hundred. I can say for sure that for me personally such a car is prohibitively expensive, but it fully meets the objectives of a representative car, both corporate and personal.

Automatic transmission
All engine options are equipped with a seven-speed automatic transmission with manual shift capability. The adaptive unit adapts to your driving style and works great. But even in this unit an unpleasant surprise may await you - knocking and jerking when moving. To solve this problem, which is typical mainly for cars produced in 2006-2008, it is often necessary to change the valve body of the automatic transmission with the ECU, which will cost from 120 thousand rubles, or only the electronic control unit, which with consumables and re-flashing will take at least 80 thousand rubles.

In the States, Mercedes GLs are sold with permanent all-wheel drive, while the Off-Road Pro option package comes as additional option. For Europe, the Off-Road Pro package is included as standard. It includes a reduction gear, multi-plate electronically controlled clutches for the center and rear differentials, and multi-level air suspension. Maximum value ground clearance- 307 mm, which, together with the presence of locks and the off-road ABS operating mode, makes it possible to overcome impressive obstacles, including water ones, the permissible declared fording depth is 600 mm. But the capabilities of the air suspension should still be used exclusively for their intended purpose, to combat off-road conditions. If you overcome speed bumps at speed and jump on high curbs with the suspension raised to the maximum or even the middle position, it will hit your wallet by replacing the rear air springs (labor - 2900 rubles) and front shock absorber strut assemblies (labor - 3200 rubles) . Typically, the front struts last at least 120 thousand kilometers and become inoperative due to design feature- lack of anther. Winter reagents and all-season dust and dirt lead to fatal consequences. In general, the suspension is very reliable, even the notorious stabilizer struts require replacement only after 100 thousand kilometers (labor - 1000 rubles per pair).

Six and seven. The third row, as usual, is for children, but access to it is organized in detail

Square gut. The GL trunk is distinguished not only by its spaciousness, but also by the absence of protrusions that interfere with loading

The braking system adequately fulfills the load placed on it and stops the 2.5-ton unit without any visible effort. At the same time, the pads last an average of at least 40 thousand km, and the discs - at least 60 thousand km in the urban cycle, and when the car is used mainly on highways, the discs and pads last up to 100 thousand km.

BODY AND INTERIOR
Chrome body parts every year turn into a headache for the owner, because their slightly peeling appearance seriously spoils the impression of an expensive SUV. This is especially noticeable on cars of recent years of production - either the chrome is not the same, or the atmosphere is more aggressive...

The interior trim is fully consistent with the class of the car. The trunk is large and roomy: however, when using all seven seats, the luggage space is reduced to 200 liters and it is inconvenient to get to additional seats, but this is compensated by a transparent hatch and the ability to watch DVDs - screens are installed in the headrests.

Transcontinental.
GL's strong point is long-distance travel. Here he is beyond competition

Complaints about squeaks in plastic, laying of wires, and insufficient precision in fitting interior elements arise in relation to cars produced for the American market; Europeans have perfect build quality.

The electronic equipment of the car has a wide range of options and works flawlessly. There are some complaints about the automatic low beam adjustment: the automatic adjustment causes dissatisfaction among oncoming drivers, while the system does not allow you to adjust the light manually. Periodic shutdown of the busiest light bulbs responsible for the brake light and automatic switching of the signal to the “dimensions” occur due to burnout of the contact track. The cost of replacing the board is 1200 rubles. a piece.

So, despite the compromising evidence dug up against the will of the author, the Mercedes-Benz GL is still worthy of the title of flagship among heavy SUVs and fully corresponds to its purpose: quickly, safely and comfortably transport a citizen rich in finances and family happiness between cities and countries, regardless of the quality of the road coverings and weather conditions.

EXPERT OPINION: MARTIN AMES, DIRECTOR OF THE RUSSIAN REPRESENTATION OF AAA AUTO
Some people believe that the GL is a replacement for the G-Class, but this is not the case.

Spaciousness, comfort, power and good cross-country ability are the main advantages of the GL. The target group of GL are people living outside the city, travel lovers, leading an active lifestyle, requiring a high degree of comfort and prestige when traveling beyond the asphalt. Drivers with large families will appreciate the 7-seater body version. The air suspension provides a good ride, but, unfortunately, it also causes trouble. From time to time you will have to spend money on replacing cylinders. The engine range is represented by 4.7 and 5.5 liter V8 petrol engines and the increasingly popular V6 3.0 and V8 4.0 diesel engines. All engines are equipped with a 7-speed G-tronic gearbox, which has excellent driving characteristics, but its operation is often accompanied by jerks, especially during city use. Experts recognized the box as problematic, but drivers began to view this as a feature rather than a defect. Touching on the topic of shortcomings, it is worth mentioning factory defects paint coating. It is widely believed that the American assembly is to blame. By the way, if you decide to purchase a car from the USA, please note that for the American market the Off-Road Pro package (including differential locks and range control) is installed as an option. For “Europeans” (including deliveries to the Russian Federation) this is included in the database.

To summarize the above: when buying a used GL, we recommend choosing carefully or contacting professionals who can provide a history of the car.