Driving the Mercedes-AMG 63S 4Matic Coupe, I am very afraid of being arrested and waiting for a police ambush. I feel like I'm not only driving too fast, but also too loud. Before entering another German town, I switch from extreme Sport+ settings to comfortable ones, so that the thunderous gas changes don’t break the windows in the houses.

With the release of the GLE Coupe, Mercedes-Benz found itself in the role of catching up: its main competitor BMW released its five-door coupe 7 years ago. However, it is difficult to imagine that such a car could appear from Mercedes earlier. At the end of 2007, when BMW began production of a premium off-road coupe, Stuttgart was still counting on the success of the controversial R-Class, producing hybrids and being very far from sports.

The GLE Coupe, with its coupe-like silhouette, is built on the M-Class platform, which has also undergone a revision and changed its name to GLE. The designers managed to combine the faceted rear of the M-Class and the soft lines of the new front end, which is now almost the same for both cars. The coupe looks smaller and shorter than the regular GLE. According to the automaker's measurements, the new car is slightly smaller than the regular GLE in width and, as expected, has become lower. However wheelbase turned out to be unchanged - 2915 mm, and the length of the Coupe became even longer than the regular GLE (by 81 mm) - the increase is due to the overhangs. The dramatic roofline means the rear headliner is 3cm lower, but there is as much legroom as in the GLE, with the Coupe having a longer and higher rear seat cushion. The coupe's trunk has lost both its minimum volume (650 liters versus 690 liters) and its maximum volume (1720 liters versus 2010 liters).

The GLE Coupe feels familiar. And not so much because of its similarity with the BMW X6 (there’s no getting around it), but because of the details that are well known from other Mercedes. Stern with a characteristic “duck” tail, chrome strip above the oblong lights, narrow rear pillar- everything is the same S-Class coupe. The interior, the location of buttons and partings are generally familiar from the M-Class, but the display multimedia system is no longer integrated into the front panel, and the panel itself has a bow in the center. The multimedia system of the GLE Coupe can use the new-fangled Connect me services and supports high-speed LTE communications (but only via a smartphone) and offers a Wi-Fi hotspot. Otherwise, the car is defiantly conservative, as if this is not the digital era: instruments with real arrows, buttons and knobs are real, and the only opportunity to touch virtual reality is the touchpad covering the Comand puck. But for now it’s somehow easier to control the puck.

The five-door GLE Coupe is slightly smaller than its main competitor, the BMW X6. There is parity in space for rear passengers, as shown by a quick comparison. In the GLE Coupe, despite the curved roof, the ceiling height is about the same as in the X6. That is, tall passengers will rest their heads against the soft upholstery. The L-shaped headrest in the center is able to drop lower than the headrests at the edges and suggests that the seat in the middle is intended for a child rather than an adult. The central tunnel of the Mercedes is higher and wider than that of the BMW X6, but the three-seater position of the GLE Coupe is not as conventional as that of the Bavarian: the Mercedes interior is slightly wider, plus the place in the center is more comfortable and more like a seat than a cushion-jumper.

The developers of the GLE Coupe, who were faced with the task of teaching the car to drive like a sports car, sought to make the coupe body as torsionally rigid as possible, even at the expense of weight, and they used light alloys very limitedly. And although the GLE Coupe turned out to be lighter than the all-aluminum Range Rover Sport, but at the same time it turned out to be heavier than the X6 in equal modifications. To go faster you need more power, more torque and more safety electronics.

Mercedes GLE

Mercedes-Benz GLE- this is not a new model, but a deep restyling of the M-Class. Compared to the coupe, its suspension settings are more comfortable, even with air struts. So active stabilizers for the GLE are an urgent necessity, as was proven by a trip to the base GLE 250d with a four-cylinder diesel engine, for which the Active Curve System is not available. At the same time, progress in comparison with the M-Class is obvious: the car, although not as willing to follow the longer steering wheel as the GLE Coupe, steers predictably and has become more collected.

The four-cylinder powerplant under the hood of the 250d consumes just 5.5 liters of diesel fuel on the combined cycle, but is noisier and runs less smoothly than the V6 diesel offered in 350d versions. The GLE in similar versions is slightly lighter than the GLE Coupe and inferior in acceleration due to worse aerodynamics and a longer final drive. And the petrol GLE 400 is inferior to the coupe in terms of efficiency, because it still has a 7-speed automatic transmission.

The test organizers hid an AMG version of the regular GLE, which, by the way, has the same dynamics as AMG Coupe, but they brought the GLE 500 e hybrid. This machine has an 85 kilowatt electric motor located between gasoline engine V6 and automatic transmission transmission It helps with acceleration, providing dynamics similar to the regular GLE 500 with a V8 turbo engine. At the same time, the SUV consumes just over 3 liters per 100 km in the combined cycle - less than the most economical diesel version G.L.E.

The battery can be fully charged not only from the mains, but also directly from a gasoline engine. You can also select different current strengths, which will affect the time it takes to “charge” the battery. And a special mode that allows you to save energy in the GLE mainly uses a gasoline engine. Batteries are supplied by Deutsche ACCUmotive, owned by the concern Daimler. The German automaker is trying to develop and create hybrid components whenever possible, without even turning to the developments of Tesla, whose shares it previously owned. According to Elena Aleksandrova, who is responsible for the creation of Mercedes hybrid systems and components, the new battery does not lose output even when severely discharged. And its service life is approximately 10 years.

There was also an off-road test drive, because the GLE can still be equipped with an advanced transmission with a low range and a special mode for heavy off-road conditions. Cross-wheel rear locking is no longer available, but the electronics confidently brake the slipping wheels and the GLE, shod with toothy tires, easily copes with the obstacles of the demonstration track. The track featured mostly steep descents with different types of surfaces to demonstrate the operation of the electronic assistant. I leveled the car using the all-round vision system, set the speed to 2 km/h - and the steep, slippery slope, which looked impressive, turned out to be a trifle.

The hoarse, digitally false engine sound of the most powerful version of the AMG 63S seems to come from the era of piston aircraft and Blitzen Benz racing. Letter S - plus 28 hp and 60 Nm compared to just 63 AMG, whose engine develops 557 hp. and 700 Nm, and minus 0.1 seconds in acceleration to 100 kilometers per hour. It turns out 4.2 seconds to “hundreds” - the same as the BMW X6 M and only one tenth less than the Porsche Cayenne Turbo S.

In Germany, the car is bored and cramped on narrow roads. The AMG 63 S is absolutely incapable of keeping the speed below the established limit of 50 km/h, and it’s not so easy to accurately calculate the speed using the speedometer with a digitization step of 30 km/h. For Europe, the “warmed up” GLE 450 AMG 4Matic Coupe with a less powerful turbo-six (367 hp, 520 Nm), but with the same instrumentation and modified suspension elements as in the AMG version, is more suitable. This car, although slower, is at the same time quite adventurous.

Happiness is when you manage to pass an S-shaped junction without additional speed limits and oncoming trucks. The coupe takes turns carefully, especially in Sport+ mode. In it, the ground clearance is reduced by 25 mm, the shock absorbers are stiffened, the active stabilizers are clamped, preventing rolls, and the Torque Vectoring system brakes the inside rear wheel, turning the car further. The newest 9-speed automatic transmission counts the gears with tangible points. The wide tires (325 mm at the rear and 285 mm at the front) cling to the dry asphalt with a death grip.

Electronics, however, are always on guard. In gentle turns, it can steer itself, guided by the markings. In a downpour, caught in deep puddle, rear axle The coupe begins to float, but the stabilization system intervenes gently and confidently. Meanwhile, the windshield wipers, set to automatic, go crazy. With true German perfectionism, they try to cope with the water pouring into the glass, working at wild speed, slowing down in desperation and waving again.

Rainfall is perhaps the most extreme test of the car during the test. Finding a bumpy country road or broken asphalt in Germany is an impossible task. In Austria, the roads are a little worse, but they are still far from Russian realities. Perhaps in Russia, sport modes with 22-inch wheels will not be so comfortable. But this is not a problem: in the “individual” mode, you can assemble the character of the Coupe at your own discretion: relax the steering wheel, set the suspension to “comfort”, leaving the sport settings of the engine and transmission. Moreover, the AMG version allows you to change the stiffness of the shock absorbers by pressing a separate button.

A regular AMG GLE Coupe 350d without the prefix cannot do this and it has only one “sport” mode, and it corresponds to the “comfort” mode of the AMG 63 S. Active Curve System stabilizers are installed on the GLE Coupe only in AMG versions, but the angular rigidity The suspension is quite high and the rolls are small.

Any version of the GLE Coupe drives more aggressively than the GLE. It's a steel beast, built to rival the equally beast BMW X6. The Mercedes coupe contrasts the sharp lines and cold technicalism of BMW with smooth lines and calm luxury. The X-Six dominates the diesel segment – ​​where it is more diverse, faster and more economical. The creators of the GLE Coupe focused primarily on petrol versions, most of them with the AMG nameplate. The BMW X6 is only offered with rear air suspension, and a rear active differential cannot be ordered for the GLE Coupe.

Daimler responded to BMW's challenge straightforwardly, with brute force, blow for blow, creating its own analogue of the X6. Stuttgart decided not to use its entire technical arsenal. For example, in the design junior crossover The GLC, sales of which will begin immediately after the GLE, used much more light alloys, and also equipped it with the latest multi-chamber air struts, specially designed for Mercedes SUVs and crossovers, and capable of providing comfort on different types coverings. The GLE Coupe is built on an upgraded platform of the M-Class (W166) that debuted in 2011. This solution allowed the Daimler concern to create absolutely new SUV and enter the niche of five-door coupe-crossovers, which has been dominated by a single car for seven years.

Evgeny Bagdasarov
Photo: Mercedes-Benz

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 old car seemed like a round heffalump, but now the Audi has sharpened its edges and... ceased to look like an SUV. But large crossover just 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.

Impressive and completely digital instruments: 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 dashboard: it is not facing 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? Quicker, 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 have a strange configuration: despite having quite expensive options like the 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. Rear seats 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. You can drive it 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 of a normal person, there are no problems with BMW ergonomics. With each new generation, the X-5 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 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 long been supplying their expensive cars projection displays, and the X5 was no exception. The quality of information presentation 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 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 the shelf under mobile phone. By the way, BMW supports simultaneous connection of two phones

The most laconic dashboard

provides clear perception vital 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. By the way, the X5’s brakes 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 GLE is considered new model, however, 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 him is emphatically good: his noble appearance and comfortable salon, 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 transfer case with a reduction gear: with its help, pulling a trailer with a boat out of the water is a piece of cake. Still, all 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 a magnificent working tool: to ride in reverse, focusing solely on the display, on a Mercedes is as easy as shelling pears

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

y quite yet new car with less than a thousand kilometers on the clock, 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 has been worked out in the most careful way, the suspension has been trained perfectly - 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 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 accelerator pedal, the Sport, slightly squatting on the rear axle, launches an attack on the space under the uterine rumble of the V8 diesel. 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 landing on the front passenger seat girls in tight skirts turn 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 internal space, the “British” is somewhat similar to a BMW - for example, back row With my height, I don’t have enough space, and it’s inconvenient 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 a strongly inclined 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. What kind of engine is this? He not only forces big car quickly pick up speed, but also has disproportionately low fuel consumption. I'm only confused possible problems with reliability.

On front row life is easier. Nevertheless, 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 –

Here the main problem Range Rover 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 powerful motor, Sport is not suitable for driving on race tracks, although it is capable of going fast: cruising speed far beyond the “hundred” is in the order of things for him. 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-speed gearbox, 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 gasoline and diesel engines, which are equipped with the XC90, have the same configuration: two liters, four cylinders plus supercharging of varying degrees of impudence.

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 - T-shaped LED running lights should be interpreted that way. 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 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. Inner world 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, which are presented as branded features, do not look far-fetched: faceted “jewelry” for starting the engine and selecting driving modes is not only functional, but also easy to use. In any case, 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 panel are made, the frame 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 worked on by Mitsubishi Electric specialists, has good graphics and sufficient performance. Understanding the menu turned out to be easier than it seemed, thanks to the lack of logic on-board system doesn't suffer. 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 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 could 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 built-in Baby chair: the pillow in the center of the sofa transforms into a booster with a slight movement of the hand.

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, German crossover changed his mind: the high-tech instrument panel and multimedia interface look great, but are not easy to use. Among obvious advantages"Audi" can be noted for its high driving comfort and spaciousness in the back row, but "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 it doesn't spoil general impression from a British car: “Sport” has such a strong charisma that some 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 host 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 more expensive - from RUB 3,490,000. However, in any case, it makes sense to choose from cars Kaliningrad assembly, which 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 gasoline modification T5 (249 horsepower) costs RUB 3,281,000. 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.

The 2018 Mercedes-Benz GLE-Class continues its line of premium midsize crossovers with the famous 3-pointed star on its nose. It is based on the E-Class platform, but not the current E-Class introduced for 2017. An entirely new generation is expected to arrive within the next year or two. Meanwhile, the 5-seater GLE is still a sleek and plush Mercedes-Benz SUV that could become ideal option for many drivers.

There is also a coupe version (four doors, pitched roof), which is reviewed separately. To differentiate the two, Mercedes-Benz calls this version the GLE SUV.

What's new in 2018?

The power of the AMG GLE 43 has increased from last year's 362 Horse power up to 385 l. With. And there are some additional wood trim options for the GLE 63/63 S.

What do you like

Wide range of powertrain options, smooth, quiet driving, good looking.

What's not to like

The interior is showing its age and is inferior to some competitors in features.

What is the price?

53,195-110,695 $

Fuel consumption

The GLE offers an impressive array of powertrains, from the entry-level GLE 350 to the high-performance AMG GLE 63 S.

The GLE 350 has a 3.5-liter V6 that produces 302 horsepower. With. and 370 Nm of torque. This is mated to a 7-speed automatic transmission. After installation rear wheel drive default Security Agency environment(EPA) estimates fuel economy at 7.6 km/L in the city, 9.7 km/L on the highway, and 8.5 km/L in combined driving. Add the optional 4Matic all-wheel drive system and those numbers become 7.6/9.3/8, respectively.

The GLE 43 AMG has a 3.0-liter twin-turbocharged V6 generating 385 hp. With. and 520 Nm of torque. Four-wheel drive standard and the automatic transmission has 9 speeds. The EPA rates fuel economy at 7.2 mpg city/9.7 highway/8 combined.

The GLE 550e 4Matic hybrid also features a twin-turbocharged 3.0-liter V6, which is coupled to Electrical engine to create in total 436 l. With. and 649 Nm. The 7-speed automatic transmission sends that energy to all four wheels. Without the power of the lithium-ion battery, fuel consumption is 8.5 km/l in the city/9.7 on the highway/8.9 combined. By adding 18 miles of gas-free range, equivalent calculations can be raised to 16.5 city/21.2 highway/18.2 combined MPGe.

The GLE 63 AMG is powered by a 5.5-liter twin-turbocharged V8 producing 550 hp. With. and 699 Nm of torque or 577 hp. With. and 760 Nm in the GLE 63 S version. All-wheel drive is again standard in both models, and they use automatic transmission with 7 speeds. Fuel economy in either model is 5.9 city/7.6 highway/6.3 combined.

Standard Features and Options

The 2018 Mercedes-Benz GLE-Class SUV comes equipped differently depending on its powertrain.

GLE 350 ($53,195) has 19-inch alloy wheels, dual zone automatic climate control, push-button start, remote start, LED headlights with DRL, rearview camera, automatic rain-sensing wipers, heated front seats, synthetic leather upholstery (much better than it sounds), driver seat memory settings, leather-wrapped steering wheel, automatic backdoor body, roof rack, auto-dimming rearview mirror and Side mirror driver, 8-inch central screen with Mercedes-Benz's own Comand infotainment system, Bluetooth and audio connectivity, 4G Wi-Fi LTE, 8-speaker audio system, HD Radio, USB port, acceleration-collision mitigation, side airbags, Crosswind Assist and driver fatigue monitoring.

The options are often related to each other. The Premium 1 package offers keyless entry/ignition, navigation, satellite radio, Apple CarPlay/Android smartphone integration, upgraded Harman Kardon audio, a 115-volt power outlet, blind spot monitoring and lane keep assist.

"Premium 2" builds on "Premium 1" with LED lighting inside and outside, active high beam, heated/cooled cup holders, rear hatch and rear side window sunshades.

"Premium 3" includes all the advanced safety equipment such as adaptive cruise control, pedestrian detection, a 360-degree camera system and parking assistant.

GLE 550e 4Matic ($67,695) has the Premium 1 package as standard, along with leather upholstery and 19-inch alloy wheels.

Mercedes-AMG GLE 43 ($68,745) has adaptive air suspension, 20-inch alloy wheels, a sport exhaust, and a sunroof.

High-performance Mercedes-AMG GLE 63 ($103,545 for regular model, $110,695 for S) adds front and rear parking sensors, adaptive LED headlights, automatic high beam, 360 degree camera system, automatic parallel parking, upgraded leather upholstery and aluminum shift paddles on the steering wheel and pedals.

Many features standard on higher models are available as options on lower models. Other options include panoramic roof with window, tri-zone automatic climate control, heated rear seats, heated steering wheel, rear seat entertainment system, Bang & Olufsen Beosound audio system and massaging front seats.

Cargo space is 1.07 cubic meters behind rear seats and 2.26 cubic meters when folded. The same applies to the hybrid.

Safety

The GLE has standard anti-lock brakes. brake system, forward collision warning system, side airbags, driver knee airbag, traction and stability control, Crosswind Assist and driver fatigue monitoring. Options include a 360-degree camera system, adaptive cruise control with automatic braking, blind spot monitoring and lane keeping assist.

Although the GLE has not yet been crash tested by the National Highway Traffic Safety Administration (NHTSA), the virtually identical M-Class earned an overall rating of five stars, and the GLE should achieve a similar level.

Behind the wheel

The upside to the GLE 350's relaxed handling and less exhilarating performance is a smooth, quiet ride with a comfortable suspension and traditional luxury feel. However, body roll is more pronounced than we'd like even for a laid-back SUV.

“If the road to hell is paved with good intentions, then with all these damn options and originality there’s just a straight highway laid there,” I thought when I once again tried to turn on the turn signal from memory, but instead of the usual steering column switch, my hand came across a hefty cruise knob -control. Before this, I already had to break out in a cold sweat when, having pressed the button that is responsible for the readings in normal cars on-board computer or some other minor action, I tried to engage the parking gear. Thank God, the selector is equipped with “fool protection”, but the nerves are not official. Having shared my impressions with our colleague Dmitry Alexandrov, who was driving his younger brother GLC on the same days, he heard in response: “If you use it as a right turn signal, it becomes fun. Especially if there is someone behind..."

In fact, all this grumbling about the ergonomics of the second largest Mercedes SUV line is not entirely sincere. Having delved into their own souls, most of the most stubborn opponents of the brand from Stuttgart (in fact, in our case from Tuscaloosa, Alabama) admit that he grumbles, rather, from the awareness of the fact that such a car is, at best, very used for him, because the price tag of the new one is comparable to a good townhouse in New Riga.

To say that the car that replaced the M-Klasse (quite controversial driving performance and reliability, but very popular among American housewives from wealthy suburbs and “new Russians”), it’s bad - I can’t even wrap my head around it. The exterior design is an example of modern Mercedes-Benz style - clean lines, a moderate amount of chrome and it's placed exactly where you need it. The Japanese have almost, almost found this “there” and the Koreans just can’t find it, and therefore, when you remember all the praise that Lexus or Infiniti lavished weeks earlier, they seem, if not a shameless lie, then an overly generous advance.

The dimensions of the Mercedes-Benz GLE (4819/1935/1840) and their design evoke analogies with another creation of the “gloomy Teutonic genius” - the Dicke Bertha gun. But if the giant Krupp mortar terrified the Entente soldiers in the First World War, then the GLE is limited to simply instilling a fair amount of respect. Moreover, quite peaceful. The car does not have that halo that is tightly stuck to the Gelaendewagen vehicle guarding oligarchs, a criminal war machine, or an ancient example of guests from the south, beaten half to death, but polished to a shine. This car symbolizes something else - it is a four-wheeled reflection of status and success. He is respected on the road, reacting favorably rather than fearfully. Moreover, neither the status nor the power unit will allow the owner of the GLE to have fun on the road.

We tested the diesel GLE 350 d 4MATIC. It seems that 620 Nm already at 1600 rpm is more than enough to rush away from a traffic light, but you don’t want to do this. The car has a completely different character and if you look closely, it becomes clear that in the eternal struggle between Mercedes-Benz and BMW there will never be a winner. First of all, because even the deadest three-cylinder Bavarian will be angry and harsh, and a three-times more powerful Mercedes will remain, to paraphrase Pelevin’s famous slogan, “a respectable car for respectable gentlemen.” True, solidity is not synonymous with lethargy. On the highway, the GLE evokes associations with a cast-iron cannonball launched across the deck - it rolls out quickly and inexorably, and with the same solid thoroughness swallows small irregularities, joints, holes, potholes. The diesel engine produces 258 horses already at 3400 rpm, but by that time the car has long surpassed the 100 km/h mark. Amazingly smooth ride is ensured by both the suspension and the impressive wheelbase of 3,075 mm. Speed, however, ceases to be felt almost immediately as soon as the GLE reaches 40 km/h. After that - either 70 or 130 - the difference can be determined only by the frequency of flashing trees on the side of the road, and rapidly remaining behind neighbors on the road. Pressing the gas pedal does not produce a sound that makes your insides go cold - almost all standard Mercs do not produce anything exciting. For the exhaust sound, look no further than AMG!

In general, it’s very pleasant to drive this car alone or with your family far and long (and preferably not in traffic jams - in them the Mercedes 9-speed G-tronik frankly goes crazy, and when switching 3-2-1-2-3 the car noticeably pulls). In fact, you wouldn't expect anything different from a car whose main market is the US, with its huge distances, smooth driving style and brutal speeding fines (with a maximum allowed of 65 mph). While the saying “the rich is not the one who spends little, but the one who earns a lot” is true, the Mercedes-Benz GLE is very gentle on its owner’s wallet. During a week of driving through metropolitan traffic jams and weekend shooting along the Moscow Ring Road and suburban highways, the fuel consumption indicator did not exceed 13.5 liters.

However, let's continue about the beauty. Moderation and impressiveness surprises inside. After tacky interiors with white leather and an obscene abundance of chrome, to see a restrained but rich interior - a pleasant surprise. I would like to thank the person who set the trend for polished wood without glossy varnish - with it, the wood of even the most expensive brands looked like plastic, and the only exception to this rule was Jaguar in recent years.

Our GLE did not have a white leather sofa, as if borrowed from the warehouse of the mafia series “Gomorrah”, nor the unnecessary shine of chrome. But there was style and a feeling as if I was not in the interior of a car, but in the library of the residence of the British ambassador, which is in the former mansion of millionaire sugar manufacturer Kharitonenko on Sofiyskaya Embankment.

It would be insensitive to talk about sound insulation when talking about Mercedes-Benz. Let's limit ourselves to saying that in such a salon you can really enjoy music. Moreover, the control of the Mercedes-Benz audio system is so precise that it should make the Japanese tear their hair out. How much has the gentlemen from Lexus been told that their Remote Touch joystick is a hellish heresy? But he remained the same as he was four years ago. There seems to be a similar principle here, but for some reason at Mercedes everything turns out simpler, more convenient and clearer. The control interface is more logical and thoughtful, and the system itself connects to the iPhone via CarPlay without any unnecessary dances with a tambourine. The latter, however, could not be forced to transmit a picture from Yandex Navigator to the monitor, but this is where the complaints about the system are limited.

As cool as it is useless... But still very cool!

The GLE also amazed me with one more option. On the roads of Germany, when we first got acquainted with it and its brother GLE Coupe, its benefits were not so obvious, but on the streets of Moscow and the Moscow Ring Road, the signaling system for vehicles following an intersecting course from behind was simply amazing. You get so used to this convenience that you simply don’t understand how you can buy a car without it. And it’s not just that large triangles blinking and changing color notify you of danger in time. Once you start using the option, after a while you realize that it can educate the driver, teaching him to look in the mirrors!

But still, looking at the list of electronic components, many will say: “Mercedes, in its desire to quickly test the technology of the future driverless car on a rich client, is paving its way to hell. The day is not far when, according to “Moore’s law,” the number of options that a user can digest before all his time is spent studying this collection of gadgets will exceed a critical mark and we will be able to talk about “Mers’ law,” watching the next stunned owner on standing car, helplessly poking at the monitor in search of an answer to the question - “what kind of crap is this and how to turn it on?” . But there is an antidote to this - just press the Start/Stop Engine button and get out on the road, or preferably go on a trip. Fortunately, you have a power reserve of about 1000 km...

We thank the company ZAO Mercedes-Benz RUS and personally Tatyana Voronina and Dmitry Khokhlov for the provided car.