The Mercedes-Benz M-Class, a precursor to the current GLE-Class, was a popular luxury SUV known for its performance and features. For those considering a Benz Ml 2014, safety is a paramount concern. This analysis delves into the side impact safety rating of the 2014 Mercedes-Benz ML 350 Bluetec, providing a comprehensive overview based on rigorous testing. This model year falls within the 2012-2015 M-Class generation, before it was rebranded as the GLE-Class starting in 2016.
Understanding vehicle safety ratings is crucial when making informed decisions. The side impact test evaluates how well a vehicle protects occupants in a side collision. For the 2014 benz ml 2014, the results are derived from tests conducted by Mercedes-Benz, assessed and rated by safety authorities. It’s important to note that while rear side torso airbags were standard in the 2012-2013 models, they became optional for rear occupants in the 2014 model year.
To thoroughly evaluate the side impact performance, two tests were considered. The first test utilized a 2012 model ML 550 V8, which included standard rear side torso airbags. The second test was performed on a 2014 benz ml 350 Bluetec diesel V6 without the optional rear side torso airbags. Interestingly, the combined ratings from these tests indicate that the presence or absence of rear side torso airbags had minimal impact on rear occupant protection in these specific test scenarios. This is largely attributed to the structural design of larger vehicles like the benz ml 2014 with a long wheelbase (115 inches). In such vehicles, the impact barrier’s intrusion point is relatively distant from the rear seating area. Despite the optional rear torso airbags, all occupants in the benz ml 2014 benefit from standard side curtain airbags, which are designed to protect the head in side impact crashes.
The benz ml 2014 achieved an overall “Good” rating in side impact evaluation. This “Good” rating, the highest possible, signifies robust protection for occupants in the event of a side collision. Let’s break down the evaluation criteria and ratings:
| 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 benz ml 2014 demonstrates “Good” protection across all critical aspects of side impact safety, for both the driver and rear passenger. This includes structural integrity, safety cage robustness, and injury measures for head/neck, torso, and pelvis/leg regions. Head protection for both driver and rear passenger is also rated as “Good”.
To provide a deeper technical understanding, let’s examine the occupant compartment intrusion measurements and driver/passenger injury measures from the tests.
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 intrusion measurements reveal the extent to which the vehicle structure resisted deformation in the side impact. The negative values indicate that the B-pillar crush stopped short of the driver’s seat centerline, demonstrating effective structural integrity in both test scenarios (VTS1115 and VTS1313).
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 |
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 |
The injury measures provide detailed data on potential injury levels for different body regions of both the driver and rear passenger dummies during the tests. Lower values generally indicate better protection. While the specific numbers might be technical, the overall “Good” rating, supported by these measurements, confirms a high level of side impact safety for the benz ml 2014.
In conclusion, the Mercedes-Benz ML 2014 demonstrates a strong “Good” rating in side impact safety. This rating applies to models manufactured between 2012 and 2015. Prospective buyers of a benz ml 2014 can be assured of its robust side impact protection, a critical factor in overall vehicle safety and occupant security.
