The Mercedes-Benz ML, specifically the 2015 model, stands as a testament to robust safety engineering, particularly in side impact scenarios. This analysis delves into the side impact safety performance of the 2012-2015 Mercedes-Benz ML models, a period before it was rebranded as the GLE-Class in 2016. Our focus is on providing a comprehensive understanding of its safety ratings and the technical data that underpins them, crucial information for prospective owners and automotive enthusiasts alike interested in the “Benz Ml 2015”.
The safety evaluation is based on tests conducted on a 2014 Mercedes-Benz ML 350 Bluetec, a representative model within this generation. It’s important to note that while rear side torso airbags became optional starting in 2014, the safety ratings encompass models both with and without these airbags. This is because, as testing revealed, the presence or absence of rear side torso airbags had a negligible impact on rear occupant protection during side impact collisions for this large SUV. The standard side curtain airbags effectively provide the necessary protection. The side ratings provided are a combination of assessments from two tests performed by Mercedes-Benz, overseen by safety authorities.
| Evaluation criteria | Rating |
|---|---|
| Overall evaluation | G |
| Structure and safety cage | G |
| Driver injury measures | |
| Head/neck | G |
| Torso | G |
| Pelvis/leg | G |
| Driver head protection | G |
| Rear passenger injury measures | |
| Head/neck | G |
| Torso | G |
| Pelvis/leg | G |
| Rear passenger head protection | G |
As shown in the table, the Mercedes-Benz ML achieved a “Good” overall side impact rating, the highest possible score. This “Good” rating extends across all critical evaluation criteria, including the vehicle’s structure and safety cage integrity, as well as injury measures for both the driver and rear passenger. Specifically, “Good” ratings were awarded for head/neck, torso, and pelvis/leg protection for both front and rear occupants. This consistent “Good” performance underscores the robust engineering of the Mercedes-Benz ML 2015 in safeguarding occupants during side impact collisions.
Further technical measurements from the side impact tests provide deeper insights into the vehicle’s performance.
Measures of occupant compartment intrusion on driver side
| Test ID | VTS1115 | VTS1313 |
|---|---|---|
| B-pillar to longitudinal centerline of driver’s seat (cm) | -20.0 | -19.0 |
| Negative numbers indicate the amount by which the crush stopped short of the seat centerline. |
The occupant compartment intrusion measurements reveal minimal intrusion into the driver’s side. The B-pillar displacement, a critical indicator of structural integrity, is measured at approximately -20cm and -19cm in two separate tests (VTS1115 and VTS1313). The negative values signify that the structural crush stopped short of the driver’s seat centerline, demonstrating effective resistance to intrusion and maintaining crucial survival space within the cabin of the “benz ml 2015”.
Driver injury measures
| Evaluation criteria | Measurement |
|---|---|
| Test ID | VTS1115 |
| Head HIC-15 | 64 |
| Neck | |
| Tension (kN) | 1.0 |
| Compression (kN) | 0.3 |
| Shoulder | |
| Lateral deflection (mm) | 26 |
| Lateral force (kN) | 1.2 |
| Torso | |
| Maximum deflection (mm) | 31 |
| Average deflection (mm) | 28 |
| Maximum deflection rate (m/s) | 2.47 |
| Maximum viscous criterion (m/s) | 0.32 |
| Pelvis | |
| Iliac force (kN) | 1.2 |
| Acetabulum force (kN) | 1.7 |
| Combined force (kN) | 2.9 |
| Left femur | |
| L-M force (kN) | 0.8 |
| L-M moment (Nm) | 16 |
| A-P moment (Nm) | 125 |
Analyzing the driver injury measures, all recorded values are well within acceptable safety limits. Head Injury Criterion (HIC-15) scores are low, indicating minimal risk of head injury. Neck tension and compression forces are also low, as are shoulder deflection and forces. Torso deflections are moderate and controlled, and pelvis and femur forces and moments are also within safe ranges. These detailed metrics demonstrate the effectiveness of the Mercedes-Benz ML 2015’s safety systems in minimizing driver injury in a side impact collision.
Passenger injury measures
| Evaluation criteria | Measurement |
|---|---|
| Test ID | VTS1115 |
| Head HIC-15 | 81 |
| Neck | |
| Tension (kN) | 0.3 |
| Compression (kN) | 0.3 |
| Shoulder | |
| Lateral deflection (mm) | 5 |
| Lateral force (kN) | 0.4 |
| Torso | |
| Maximum deflection (mm) | 28 |
| Average deflection (mm) | 20 |
| Maximum deflection rate (m/s) | 2.61 |
| Maximum viscous criterion (m/s) | 0.26 |
| Pelvis | |
| Iliac force (kN) | 0.2 |
| Acetabulum force (kN) | 0.7 |
| Combined force (kN) | 0.9 |
| Left femur | |
| L-M force (kN) | 0.4 |
| L-M moment (Nm) | 31 |
| A-P moment (Nm) | 59 |
Similarly, rear passenger injury measures are also reassuringly low. Head HIC-15 scores are slightly higher than the driver’s but still indicate a low risk of significant head injury. Neck, shoulder, torso, pelvis, and femur injury measures are all minimal, highlighting that the “benz ml 2015” provides excellent side impact protection not only for the driver but also for rear occupants.
In conclusion, the Mercedes-Benz ML 2015 demonstrates exceptional side impact safety performance, earning a “Good” overall rating and consistently strong scores across all measured injury metrics for both driver and rear passenger. The technical data reinforces the “benz ml 2015” as a safe choice in side collision scenarios, reflecting Mercedes-Benz’s commitment to occupant protection.
