UTE WITH TOFF-ROAD CRED
Benz’s rebadged Navara handles the rough stuff well — at a stately pace
Sticking its badge on a Nissan Navara drew predictable contempt for Mercedes-Benz from the usual suspects, notably BMW’s Hendrik von Kuenheim, who called the X-Class “appalling”. Mercedes is used to copping this sort of flak from competitors, who — having criticised it when it opens up new market segments — scramble to catch up when they realise how much loot they’re missing out on.
It happened when Mercedes went into the premium small car business with the A-Class and the premium SUV business with the M-Class, both ridiculed at the time as populist, money-grabbing exercises that compromised the exclusivity of the three-pointed star.
Perhaps they did but Mercedes also tapped the aspirations of vast numbers of new customers, a strategy rivals have since followed.
That said, it’s a shame the X-Class is not a genuine Mercedes-Benz — imagine how good it could have been if it was. Mercedes had an opportunity to drag the one-tonner’s Neanderthal engineering into the 21st century by reinventing it from the wheels up but it chose a cheap, easy, compromise instead.
Maybe BMW will take up the challenge …
VALUE
We’re testing the X250d Power, the top-spec four-cylinder model, priced at $64,500.
It’s basically a Nissan Navara ST-X doublecab pick-up, with the same 140kW 2.3-litre twin turbo diesel, seven-speed automatic, part-time dual-range 4WD and locking rear diff. The Nissan costs $54,490 — so how much “Mercness” does an extra $10,010 buy?
Starting with the hardware, there’s bespoke front end styling (though in profile it’s difficult to pick from the Nissan), a strengthened chassis, extended tracks, retuned suspension and rear discs replacing Nissan’s drums. LED headlights are also fitted.
Inside, you face a C-Class-style dash, grip a sporty C-Class steering wheel and sit in a Mercedes seat, complete with fake cow upholstery. Cabin plastics — at least those that you see and touch — are higher quality.
Infotainment is Mercedes too, with navigation and a rotary dial/cursor interface on the centre console, supplemented — for reasons unfathomable — by a touchpad.
COMFORT
I tested the X250d and Navara ST-X back to back and the Merc’s superior comfort and refinement stood out as the main difference. Its suspension is more compliant, there’s less body shake on rough roads and corrugations and less bump and thump too.
Mercedes has also insulated the cabin more effectively, so engine noise levels are much lower than in the Nissan.
The Mercedes driver’s seat is well-bolstered, supportive and comfortable, with a cushion that adjusts for height and angle. There’s no reach adjustment for the steering wheel. Rear seat legroom is reasonable but it’s a bit of a plank, tall passengers sit knees up and some will test the limited headroom.
A major demerit is the lack of cabin storage, including for obvious things such as a phone. It’s usually a priority in this class but any tradie looking around the Merc’s cabin will immediately spot this as a source of annoyance and inconvenience.
SAFETY
Mercedes has introduced autonomous emergency braking to one-tonners with the X-Class. Lane keeping assist, also standard, vibrates the steering wheel if you drift on to lane markings. Tyre pressure monitoring and a rear camera are also standard; Power spec adds 360 degrees helicopter camera view coverage.
Thick front pillars impede forward vision.
DRIVING
The Navara’s 2.3-litre turbo diesel (which is actually a Renault engine) has an extra 255kg to shift in the Mercedes, clearly evident in its lethargic response when moving off from rest. Once you’re rolling, it’s a refined, tractable drivetrain, and the seven-speed’s shifts are smooth and timely — but even by the plodding performance parameters of one-tonners, the X-Class is slow.
The arrival of Mercedes-powered 3.0-litre V6 models later in the year should fix that problem.
Renault’s engine is at the frugal end of the class, returning 6-7L/100km on the highway and 9-11L/100km in town, using a light right foot.
Maximum payload in the Merc is 1021kg compared with the Nissan’s 931kg. Both can tow up to 3500kg. Again, though, the 2.3-litre would struggle with such a task, as would the rear coils.
The Merc’s stiffer chassis, wider tracks and more finely tuned suspension translate to confident handling and roadholding at highway speeds, where it feels less top heavy in corners, better controlled overall and more settled than the Navara, especially on rough roads. It would now be a close run thing between X-Class and VW’s Amarok V6 for handling benchmark status in one-tonner territory. Not that that’s anything to get excited about …
Less impressive in the X-Class are the mushy pedal and weak initial bite in the brakes, lifeless steering and a Titanic-like turning circle.
HEART SAYS
When I started my apprenticeship I never dreamed that one day I’d own a Mercedes ute. Even if it’s really a Datsun.
HEAD SAYS
I can own a Mercedes and pay no fringe benefits or luxury car taxes? I’ll be in that.
ALTERNATIVES
FORD RANGER WILDTRAK FROM $63,990 This price is for the 2019 update due in September, with 157kW/500Nm 2.0-litre twin turbo diesel/10-speed automatic/dual-range 4WD, AEB with pedestrian detection, adaptive cruise and 961kg payload. Five years’ warranty. VW AMAROK TDI550 HIGHLINE FROM $60,490 Blitzes the X-Class for performance and value, with 180kW/550Nm 3.0-litre V6/eight-speed auto/high-range only AWD. Regular drive-away discount deals too. No AEB or rear airbags.