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SANTA BARBARA, CALIF. — The third-generation ML63 AMG follows in the footsteps of the redesigned ML350 freed late last year and shares the same improvements adorning the latest ML, including more streamlined styling and a bit more interior room.

It’s also loaded with all the trimmings you’d suppose in a luxuriousness SUV: automatic climate control, seat heating and cooling, cruise control, hill dissent speed limiter, a Harman Kardon 14-speaker sound system with satellite radio, a navigation system, and a bunch of other must-haves.

There was no skimping on the exquisitely finished interior either, and I found the brown stitched-leather seats and dashboard with brushed aluminum trim specially beautiful (black or white leather and wood trim are also available).

While the 2011 model sold for $97,500, the 2012 will be somewhat more highpriced at $99,900. One hundred big for an SUV? Well, this isn’t your popular grocery-getter; this family hauler packs a brutish punch.

The ML63’s new twin-turbo, 5.5-litre V8 gives rise to 518 hp and 516 lb.-ft. of torque amongst 1,750 and 5,000 rpm. The genuinely ostentatious may upgrade to 550 hp/560 lb.-ft. with the optional $5,500 performance package. That must aid get the kids to school in a jiffy.

Power transfers to the ground through full-time four-wheel drive in a 40-per-cent front, 60-per-cent rear split. A seven-speed automatic is the only transmission available, and it has three modes, ECO, Sport and Manual.

ECO mode engages second gear from a stop, shifts gears earlier and incorporates a start/stop function for bettered fuel economy. Sport mode delays shifting, supplying higher revs for those spirited jaunts to the mall. It also retards ignition and injection on high-load upshifts (as it does in manual mode) for “shorter shift times.” Shorter shift times or not, what this modified mapping did on upshifts with the throttle more than halfway down was provide an aurally stimulating — and rather noticeable — bark amongst gear changes.

Despite the ruckus coming out the tailpipes when nailing the throttle, backing off and driving sedately is astoundingly quiet inside the cabin. Nonetheless, I couldn’t protest mashing down on the gas pedal from time to time just to listen those lively gears changes.

I’ve never related SUVs with performance driving until I drove the ML63. It features AMG’s Ride Control, which includes air-adjustable suspension, auto-levelling and adaptive damping. Comfort, Sport and Sport Plus modes alter suspension stiffness for dissimilar driving styles.

In Comfort mode suspension compliance was on the firm side; switching to Sport Plus mode lowered the ML 10 mm and compliance became almost race-car rigid.

This in truth worked well on Southern California’s smooth canyon roads, where the ML remained level and tight through everything from flowing sweepers to tight switchbacks, though it proved too harsh along one stretch of peculiarly bumpy blacktop.

Switching to ease mode here smoothed the ride, providing a reasonable level of comfort, while still supplying a firm sufficient ride that handling didn’t get sloppy. Overly soft steering at very low speeds gave away it is speed-sensitive electric assistance (new on both the ML350 and ML63 this year), but it firmed up nicely and provided an suitable amount of resistance as speeds rose.

A big share of the ML63’s nimbleness may be attributed to AMG’s Active Curve System, which electrically disconnects the active front and rear roll bars when driving in a straight line to improve comfort, and reconnects them when turning to minimize body roll. The resulting stability permitted the 2,345-kg ML63 to rail through corners with more agility than most cars I’ve driven.

And if you’re looking to effort off road (not a good idea, giving careful consideration to the standard-equipment, 295-mm wide, ultra-low-profile street rubber), suspension may be raised up to 60 mm from standard height with the push of a button, and the active anti-roll bars disconnect for better control over rough terrain.

The ML63 claims 11.8L/100 km using the Euro testing method, a 28 per cent betterment in fuel consumption over the former model. My tester’s trip computer registered an intermediate of 19 mpg U.S. (12.4L/100 km) after a day of driving in respective conditions, which was not too gluttonous when giving careful consideration to it is copious output.

Consumption numbers are the same for the performance-package equipped version, though it is one-tenth of a second rapidly and without delay from 0-100 km/h at 4.7 seconds, matching BMW’s X5 M.

Among the safety features are nine air bags, adaptive braking and a drowsiness detection system, and available driver help features include Hill Start Assist, Blind Spot Assist, Parking Assist, a reverse camera and Lane Keeping Assist.

That last one applies the brakes on one side of the vehicle to nudge it back towards the centre of the lane if you drift to the edge of the road — not my favourite driver aid as it most times nudges the vehicle when you don’t want it to, like when moving over to go around cyclists. It’s optional and may be turned off if you do get it.

Does anybody genuinely need a 500-plus hp, almost road-race-ready SUV? Of course not. Do humans want one? Apparently a good deal of do.

Mercedes has sold 24,000 ML-series AMGs global since the high-end, high-performance SUVs hit the streets in 1999. If you may warrant it is acquisition to your spouse (it’s an easy trade to the kids, just tell them it makes more than 500 hp), the 2012 ML63 AMG will hit showrooms in February.

Travel for freelance writer Costa Mouzouris was provided by the automaker.

2012 MERCEDES-BENZ ML63 AMG

PRICE: $99,900

ENGINE: 5.5 L turbocharged V8

FUEL CONSUMPTION: 11.8L/100 km

POWER/TORQUE: 518hp; 516 lb.-ft. (550 hp; 560 lb.-ft. w/ $5,500 performance package)

COMPETITION: BMW X5 M

WHAT’S BEST: It handles like a sports sedan.

WHAT’S WORST: You’ve got to dish out extra cash for the performance package for power equivalent to the X5 M.

WHAT’S INTERESTING: American carmakers invented the SUV, German carmakers made it handle.

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