2013 Mercedes-Benz GL-Class

GL350 BlueTEC AWD 4-Dr Sport Utility V6 auto trans

2013 mercedes-benz gl-class Reviews and News

AUTP 140400 WINTER 03
Motoring up ice-slicked Vermont Route 108 outside of Stowe, we were not surprised when we saw that a minivan had slid off the road and was getting shoveled out of a snowbank. It was a sight that brought on a mixture of sympathy and smugness; if we’re being completely honest, it was more of the latter, as we were in the commanding perch of a four-wheel-drive Mercedes-Benz GL450. We were confident that what happened to that guy would not be happening to us. That’s what four-wheel drive does for you.
AUTP 140400 WINTER 21
The extra measure of confidence and ability that four-wheel drive provides has taken it from novelty to necessity in much of America. Although all-wheel drive is increasingly popular at all price points, it is in particular becoming a fixture at the high end. What good is a luxury car that doesn’t impart a feeling of mastery over one’s environment—and even over the weather?
Four-wheel drive came out of the woods and onto America’s highways with the rise of the SUV. Among luxury sedans, the notion of four driven wheels was pioneered by Audi’s Quattro, with Mercedes-Benz’s 4Matic and BMW’s xDrive not far behind. It’s now offered across the board in the luxury-sedan arena.
With AWD a commonality between high-end sedans and SUVs, we wondered: has there been a convergence between the two?
We had only to look at our Four Seasons motor pool to find two of the latest examples of each: the aforementioned Mercedes-Benz GL and the Jaguar XJL. With both carrying as-equipped prices in the vicinity of $80,000, they represent a major choice facing high-end buyers: all-wheel-drive luxury sedan or four-wheel-drive luxury SUV?
Both of these cars are at least partly a response to U.S. demand. Jaguar, which never had an all-wheel-drive model to sell in the United States other than the short-lived X-type, recently added all-wheel drive to both its XF and XJ sedans. “All-wheel drive has been pivotal for us,” says Jaguar’s North American brand VP, Jeff Curry. “It has been the single biggest factor igniting XF and XJ sales over the past year.”
The Alabama-built Mercedes-Benz GL, which has been made bigger and bolder with its second iteration, strikes one as a model that exists wholly to serve the American market. Go to Germany, and you see a lot of Mercedes-Benz automobiles—a lot—but the GL seems not to even exist. Over here, it’s a different story. “This is the American S-class,” quipped executive editor Todd Lassa when our Four Seasons tester arrived in the fleet.
For our meditation on the luxury of all-wheel drive, we set a course for Stowe, a winter destination since the 1930s, one that is both suitably swank—note the absence of chain stores—and predictably picturesque. We also came to Vermont seeking winter weather that would give our all-wheel-drive steeds a suitable test. Sure enough, the state delivered, welcoming us with an extended bout of freezing rain that gave the roads a thick, Krispy Kreme glaze. That was followed by some rain-slicked black ice but, surprisingly, very little good, old-fashioned snow.
Deep snow would have given the GL an edge, owing to its 8.5 inches of ground clearance, which can increase to 11 inches at the touch of a button. On the ultraslick ice, however, neither car had an inherent advantage. Even where it was too slippery to walk, both all-wheel-drive machines proved highly capable of holding the road—with proper winter rubber, of course [see below for our winter-tire choices]. The GL’s optional on-/off-road package includes a winter mode, which alters throttle mapping, shift strategy (to include second-gear starts), and traction/stability control, but it was not on our test car, nor was it needed.
The XJ’s winter mode similarly affects throttle, transmission, and traction/stability control. It also changes the all-wheel-drive system’s default torque split to send 30 percent of the power to the front. Normally, Jaguar’s system defaults to 100 percent rear-wheel drive when cruising.
Of the XJ’s three engine options—a supercharged V-8 in two strengths and a supercharged V-6—only the six-cylinder can be had with all-wheel drive. In the long-wheelbase car, the engine’s 340 hp and 332 lb-ft of torque motivate a relatively svelte 4364 pounds. Jaguar says that all-wheel drive adds 0.4 second to the 0-to- 60-mph time. At 6.1 seconds, it’s not as explosively fast as the eight-cylinder XJs but is certainly up for any reasonable acceleration demands. The ZF eight-speed automatic transmission is, as ever, a paragon of self-shifting decorum.
Four-wheel drive is standard in the GL, so it can come with any of the model’s four engine options. The GL450’s 4.6-liter bi- turbo V-8 is the most modest engine in the GL pantheon after the 3.0-liter turbo- diesel. It makes 362 hp and 406 lb-ft, which proves to be enough for quick moves in the freeway cut-and-thrust, despite the GL’s porky, 5566-pound curb weight. The 4.6-liter and the seven-speed automatic are a Fred-and-Ginger combo, a smooth and polished pair.
Would that the Benz’s chassis were anywhere near as graceful. The electrically assisted power steering is so light that it feels loose; perhaps this is designed to create the impression of easy handling. In fact, that’s really not necessary, because this big machine actually scribes a pretty tight turning circle. Furthermore, the combination of the standard backup camera and optional (and much welcomed) overhead-view camera impart a lot of confidence maneuvering in tight spaces.
It’s once you’re underway that the GL chassis disappoints. This big SUV bobs woozily on its suspension, which is almost to be expected since it’s so tall and heavy. But the upside of that soft tuning and the GL450’s 55-series tires should be the ability to smother bumps. Instead, the GL hops over frost heaves and delivers sharp impacts in potholes. The situation might have been improved with the optional active antiroll bars (the Active Curve System), but our car was not so equipped; then again, it likely would have been worse had we been rolling on the 21-inch wheels that you get with the GL550.
For an SUV-versus-car driving-dynamics battle, the GL couldn’t have picked a tougher adversary than the Jaguar XJ. Even among its fellow luxury sedans, the XJ is notable for its winsome combination of athletic handling and buttoned-down ride. The low-profile (45-series front, 40-series rear) tires exact a bit of a ride-quality penalty, but the Jaguar’s standard adaptive dampers help minimize the harshness. At the same time, this big sedan feels like a natural extension of the driver when you bend it into a curve, thanks in no small part to the naturally weighted steering. The Jaguar only gets unwieldy when it’s time to park; the long-wheelbase XJ starts out with a larger turning circle than the GL, and adding all-wheel drive makes it even worse.
As swell as the Jaguar is to drive, if you’re ferrying a crowd the GL is your car—even more so than most SUVs. Its standard third-row seat is adult-habitable, and its second row is a genuine three-person bench rather than the more limiting two captain’s chairs. You lose two passenger spaces if you want to carry long winter sports gear like skis or snowboards inside, power-folding half the third row and one-third of the second row, but even then you can still carry five.
The GL’s interior versatility makes it a family-friendly bus, and it appears to have been designed with that duty in mind. Its industrial-grade (and, ahem, extracost) leather, surprisingly hard surfaces, and rudimentary wood trim create an environment that easily withstands crushed Cheerios and muddy gear but hardly makes one feel as if they’re reveling in luxury. For that, one must step up to the Designo interior. The Benz does get full marks, however, for its Comand interface, which has become quite easy to use—even though on this trip, the in-car technologies we were most appreciative of were the heated seats and steering wheel (in both cars).
The XJ cabin, by contrast, is a feast for the senses. The low dash is topped by a dramatic arc of wood trim and is punctuated by huge bull’s-eye vents you can’t help but touch. The seat leather, with contrasting piping, is smooth and luxurious, and the pillars and ceiling are covered in a rich synthetic suede. The long-wheelbase XJ adds five inches of rear-seat legroom over the standard-wheelbase variant, making for generous space for even the lankiest passengers, although you’ll want to limit their number to two. The only letdown is—yes—the electronics, as Jaguar’s touchscreen interface suffers some flawed logic and the instrument cluster’s digital rendition of gauges, in place of actual gauges, is rather cartoonish.
Pop the trunk, and the XJ’s practical limitations immediately become clear. The car’s rounded rump encloses a cargo hold that is modest at best. And forget about putting any long sports gear inside—the rear seatbacks don’t fold down and there isn’t even an available ski pass-through. You’ll need a rack for your board or your sticks—or you’ll have to rent equipment when you get there.
Rather than converging, the two AWD luxury automobiles paired here strongly evidenced the relative strengths and weaknesses of their ilk. They are each at the far end of their respective classes. The GL is a commodious carrier, a blocky beast of burden for ferrying masses of people and stuff. But its clumsy dynamics are from the SUV old school, and its interior is a style-free zone. The GL is a highly capable workhorse that falls short on luxury.
The XJ, on the other hand, couldn’t be more sedanlike. The low and sleek four-door is a head-turning style maven inside and out. All-wheel drive has done nothing to diminish the Jaguar’s athleticism, which stands arguably at the top of its field. Aside from its ultraroomy back seat, though, the Jag otherwise shrugs its pretty shoulders at the notion of hauling anything. Its cargo hold isn’t just stingy compared with SUVs; it’s stingy compared with most other midsize and larger sedans. And the omission of fold-down backrests or even a pass-through truly limits the big cat’s versatility.
What have we learned, then? The Mercedes GL is a very SUV-ish SUV, and the Jaguar XJ is a most sedanlike sedan, and all-wheel drive is most welcome on each. Oh, and Stowe, Vermont, is a nice place to visit, even in nasty New England winter weather, provided you don’t have to shovel your car out of a snowbank.
AUTP 140400 WINTER 24

Trip Notes

Nestled in the middle of the Green Mountain State, Stowe is the Vermont ski town of your imagination, with a Main Street full of century-old buildings anchored by a church with a white steeple. Stowe has been a winter destination since the 1930s; the first ski trail was cut into Mount Mansfield by the Civilian Conservation Corps in 1933. Although there’s plenty of fabulousness here (most obviously at the Stowe Mountain Lodge), you’ll also find young snowboarders brown-bagging it at the rustic Mount Mansfield base lodge.


The Green Mountain Inn
Located right on Main Street, the Green Mountain Inn is classic old New England. It dates from 1850 (the original building is from 1833). The attached Whip Bar & Grill received the town’s first liquor license when Stowe at last went “wet”—in 1950.
Trapp Family Lodge
Yes, this Stowe institution really was started by the Austrian expat von Trapp family, of The Sound of Music fame—and the family still owns and runs it. The original building was replaced by a new one in 1981, and although it’s large (ninety-six rooms), it was designed to feel intimate in scale.


Crop Bistro & Brewery
Fries up a mean burger and brews some decent beers to wash it down.
Harrison's Restaurant & Bar
Reservations are essential at this small, and packed, restaurant on Main Street with a casual atmosphere but seriously good food.


Shaw's General Store

For cool T-shirts and warm bomber hats.
Vermont Ski and Snowboard Museum

For vintage-style ski posters and trail signs.
Stowe Mercantile
For Vermont-made local foodstuffs. Maple syrup, sure, but also maple-flavored walnuts, jelly beans, taffy, lollipops, popcorn, pretzels . . .


Stowe Mountain Resort
Stowe’s eponymous ski resort offers 116 trails over two mountains, Mount Mansfield (Vermont’s tallest peak, at 4395 feet) and Spruce Peak. Spruce Peak has the fancy base lodge and soaring, craftsman-style hotel you’d expect from a high-end ski resort. Mount Mansfield retains a modestly scaled lodge that dates from skiing’s early days.
Trapp Family Lodge
The lodge’s on-site cross-country ski center was the first in America when it opened in 1968. Today, it has thirty-seven miles of groomed trails, a warming hut that serves hot food and drinks, and, naturally, equipment sales/rentals, lessons, and tours.

Winter Footwear

AUTP 140400 WINTER 02
2013 Jaguar XJL Portfolio AWD
Our all-wheel-drive Jaguar is wearing the Bridgestone Blizzak LM-32. The Tire Rack’s Woody Rogers suggested these Blizzaks, a relatively sporty winter tire ideal for high-performance sedans—and which work well in the XJL’s staggered tire sizes.
AUTP 140400 WINTER 01
2013 Mercedes-Benz GL450
For our GL, Tire Rack recommended the Pirelli Scorpion Ice & Snow, a performance winter tire well suited to SUVs and crossovers. It’s engineered to preserve dry-road handling (not that the GL handles all that well to begin with).

2013 Jaguar XJL Portfolio AWD

Price:$84,595/ $86,470 (base/as tested)
Engine:3.0L supercharged V-6, 340 hp, 332 lb-ft
Transmission:8-speed automatic
Steering:Hydraulically assisted
Front suspension:Control arms, coil springs
Rear suspension:Multilink, air springs
Brakes:Vented discs
Tires:Bridgestone Blizzak LM-32
Tire sizes f, r:245/45R-19 102V, 275/40R-19 101V
L x W x H:206.8 x 74.8 x 57.3 in
Wheelbase:124.3 in
Passenger volume:109.0 cu ft
Cargo capacity:15.2 cu ft
Weight:4364 lb
EPA Mileage:16/24 mpg

2013 Mercedes-Benz GL450 4Matic

Price:$64,805/$78,290 (base/as tested)
Engine:4.7L twin-turbo V-8, 362 hp, 406 lb-ft
Transmission:7-speed automatic
Steering:Electrically assisted
Front suspension:Control arms, air springs
Rear suspension:Multilink, air springs
Brakes:Vented discs
Tires:Pirelli Scorpion Ice and Snow
Tire sizes:265/55R-19 109V
L x W x H:201.6 x 84.3 x 72.8 in
Wheelbase:121.1 in
Passenger volume:143.6 cu ft
Cargo capacity:16.0/ 49.4/ 93.8 cu ft (behind third/middle/front rows)
Weight:5566 lb
EPA Mileage:14/19 mpg
2013 Mercedes Benz GL Class Front View 2
The Mercedes-Benz GL-class was once a cautionary tale. It launched in 2006 to strong demand but, as we all know, gas prices soon spiked and then the financial market collapsed. The unsurprising sales slump that followed -- a 46 percent drop in 2009 -- seemed to underline the shortsightedness of relying on sales of big, expensive trucks as opposed to smaller, more efficient vehicles.
The only problem with such a pat conclusion is that the world didn’t actually come to an end in 2009. Since then, the seven-seat GL, like many “outmoded” big trucks, has steadily recovered. Mercedes sold some 25,000 of them in the United States last year, nearly equaling its 2007 sales high and outselling the smaller GLK crossover. It should thus come as no surprise that although Mercedes is indeed preparing smaller cars like the new A-class, it is first interested in showing off a new, even more powerful GL-class.
Did we mention it’s more powerful? GL buyers will choose from two, soon to be three, potent V-8s. The 2013 GL450 now features a bi-turbo 4.7-liter V-8 that basically equals the output of the old GL550 with 362 hp and 406 lb-ft. Good thing then, that the new GL550 has its own bi-turbo 4.7-liter (down from 5.5 liters) that produces 429 hp and a stout 516 lb-ft of torque. These engines manage to achieve small fuel economy gains despite carrying over the last generation’s seven-speed automatic. That said, both still fail to break 15 mpg in the city or 20 mpg on the highway. We expect even heavier drinking from the new GL63 AMG, which arrives next year with a 550-hp 5.5-liter bi-turbo V-8.

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We start out our drive, which takes us from Albuquerque to Santa Fe, New Mexico, at the more frugal, diesel-powered end of the lineup. The GL350 Bluetec’s downright decent fuel economy, which improves to an estimated 24 mpg highway in the new model, and its amazing range of 600-700 miles, should maintain its twenty percent take rate among GL buyers. The fact that it’s also the cheapest model in the lineup, starting at $63,305 furthers its case as the sensible GL. And yet, sensible doesn’t quite make sense with this vehicle. The 3.0-liter turbo diesel V-6, despite gaining 30 hp and 55 lb-ft compared to the previous-generation’s 3.0-liter, suffers from noticeable low-end turbo lag. It also runs out of breath at highway speeds as its 240 hp strains against 5467 pounds.
Those same speeds -- and higher -- prove awfully easy to achieve when we climb into the GL550, which hustles to 60 mph in 5.5 seconds. We slow for a few bullet-riddled speed limit signs on empty desert roads but otherwise maintain an effortless, hushed 100-mph clip. We won’t go so far as to say the GL needs this engine -- the 4.7-liter in the GL450 is nearly as impressive for $20,000 less -- but it certainly would be our first choice. While we’re discussing necessities, the $1050 Designo interior, available with any engine, is also a must-have. Its Bentley-like quilted leather surfaces add a high-style finishing touch to an interior that’s already plusher and more aesthetically pleasing than its predecessor. Given the GL’s role as a family truckster -- nearly two thirds of buyers have chidren -- Mercedes also improved the interior’s functionality. Second-row seats now tumble forward easily to allow access to the (cramped) third row, which itself folds flat. The Comand infotainment system, standard on the GL550 and optional on lower models, is now the new click-wheel operated version. It pairs easily with phones and never failed to provide us directions, even when we ventured onto dirt trails near the Rio Grande. It still lags behind BMW iDrive and Audi MMI, though, for the confusing layout of its color screen, which can make simple tasks like scrolling through radio stations a multi-step, attention-sapping effort. There are also plenty of new, mostly optional driver aids, including lane-keeping assist, surround-view cameras, and self-parking. Choose among them wisely lest the price, particularly on a 2013 GL350 or GL450, quickly balloon by some $20,000.
Perhaps the only area where Mercedes seems to have yielded to anti-SUV sentiment is in the less abrasive exterior design. The front end is more rounded and its smaller, more feminine headlamps feature LED overlays that look like eyelashes. The side profile now has a small kink near the C-pillar that makes the rear seem a bit less bulky (the SUV’s actual dimensions have grown ever so slightly). The softer look means the GL now looks less like a civilized Geländewagen and more like what it is in reality: a bulked up M-class. It again rides on the same platform and comes out of the same Alabama plant as its two-row cousin, which itself received a redesign last year. It retains its comfortable air suspension but follows the M’s switch from hydraulic to electric power steering. Mercedes says its high-performance AMG division did the tuning, but the system still suffers from a lack of feedback and ridiculously high-assist at lower speeds. It does firm up once you get going. Optional new active anti-roll bars further reduce body roll in what was already a well-mannered, surprisingly nimble SUV. The GL isn’t a gifted corner carver, but it does possess a combination of fluidity and athleticism that’s unique to Big Benzes. As we sweep through a fast, winding two-lane, the word effortless again springs to mind.
We park for a snack break at an isolated community of Earthships -- self-sustaining homes built out of recycled materials such as tires and glass bottles. The irony does not escape us, especially when we field friendly questions from our carbon-neutral hosts. “Is it an SUV?” Yes, it has standard four-wheel drive. “So it’s for off road?” Well, sort of, especially if you opt for the $2050 off-road package with its center-locking differential and two-speed transfer case, but it’s really meant for parking lots and cul-de-sacs. “Does it get good fuel economy?” Um, there’s a diesel.
The truth is the GL, for all its utility and improved fuel economy, remains difficult to justify in utilitarian, economical terms. Rather, it’s a vehicle you buy first and foremost because it’s really, really nice. That proved reason enough for 25,000 well-heeled buyers last year and, barring another economic crisis, should continue to in the future. For Mercedes, that’s the best kind of sustainability.

2013 Mercedes-Benz GL

On sale: September
Base price: $63,305 (GL350); $64,805 (GL450); $87,405 (GL550)
Engines: 3.0-liter turbo-diesel V-6, 240 hp, 455 lb-ft; 4.7-liter biturbo V-8, 362 hp, 406 lb-ft; 4.7-liter V-8, 429 hp, 516 lb-ft
EPA mileage: 18/24 (GL350); 14/19 (GL450; 13/18 (GL550)
2013 Mercedes-Benz GL-Class
2013 Mercedes-Benz GL-Class

New For 2013

Longer, wider, and taller, the GL-class is all-new for 2013. Mercedes has seen fit to offer more power, more features, and more luxury, but the GL’s role is essentially unchanged, serving as the largest, most capable hauler in the Mercedes-Benz lineup. With the demise of the R-class this year, the GL is the brand’s only three-row people mover.


Don’t let the GL’s bulky size and chunky styling deceive you. This massive SUV is about as civil as they come. Credit for that goes to the standard air suspension and the optional Active Curve System, which varies the stiffness of the antiroll bars to control body roll in corners. In many ways, the GL is as nice inside as Mercedes-Benz’s flagship, the S-class, with an options list that includes soft-close doors, lane-keep assistance, and an overhead-view camera system that makes parking this big boy a cinch. There’s an off-road package with a locking center differential and a two-speed transfer case, but this GL is more at home in parking lots and cul-de-sacs than on the trail. To that end, the redesigned second row now tumbles forward for easier access to the compact third row. Four engines are offered: three V-8s and a diesel V-6 with significantly better fuel economy. The diesel engine has impressive power and remarkable refinement; it’s nearly silent from inside the cabin. However, it suffers from low-end turbo lag and runs out of breath in the upper half of its narrow power band. We’d recommend sticking with one of the potent V-8 engines or checking out the competitors’ diesels. BMW’s X5 xDrive35d and Audi’s Q7 TDI are more affordable and more responsive. The GL’s advantages over those two are its larger cabin and butch looks, if that’s your thing.


ABS; front, front and second-row side, side curtain, and driver’s knee air bags; a tire-pressure monitoring system; traction and stability control; and a rearview camera are standard. Blind-spot monitoring, lane-keep assist, and swiveling headlights are optional.

You'll like:

  • Cavernous interior
  • Lovely interior
  • Poised ride

You won't like:

  • Mediocre fuel economy
  • Limited cargo room behind third row

Key Competitors For The 2013 Mercedes-Benz GL-class

  • Audi Q7
  • BMW X5
  • Infiniti QX56
  • Lexus LX570
2013 Mercedes Benz Gl450 Front Three Quarter
Mercedes-Benz’s second-generation GL-class is more than a sport-utility vehicle. It’s also a big boulevardier with plenty of room for seven passengers, a commanding vantage point, and most of the creature comforts available in the S-class sedan. It can tow 7500 pounds and go just about anywhere, even if the typical owner cringes at the sight of mud. We called it “the S-class for Americans” when we took possession of our Four Seasons test model.

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2013 Mercedes-Benz GL-Class
2013 Mercedes-Benz GL-Class
GL350 BlueTEC AWD 4-Dr Sport Utility V6
19 MPG City | 26 MPG Hwy
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2013 Mercedes-Benz GL-Class
2013 Mercedes-Benz GL-Class
GL350 BlueTEC AWD 4-Dr Sport Utility V6
19 MPG City | 26 MPG Hwy
2013 Mercedes-Benz GL-Class
2013 Mercedes-Benz GL-Class
GL350 BlueTEC AWD 4-Dr Sport Utility V6
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2013 Mercedes-Benz GL-Class
2013 Mercedes-Benz GL-Class
GL350 BlueTEC AWD 4-Dr Sport Utility V6
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2013 Mercedes-Benz GL Class Specifications

Quick Glance:
3.0L V6Engine
Fuel economy City:
19 MPG
Fuel economy Highway:
26 MPG
240 hp @ 3600rpm
455 ft lb of torque @ 1600rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof
  • ABS
  • Stabilizer Front
  • Stabilizer RearABS
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential (optional)
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear
  • Radio
  • CD Player (optional)
  • CD Changer
  • DVD
  • Navigation (optional)
50,000 miles / 48 months
50,000 miles / 48 months
50,000 miles / 48 months
Unlimited miles / 999 months
IIHS Front Small Overlap
NHTSA Rating Front Driver
Not Rated
NHTSA Rating Front Passenger
Not Rated
NHTSA Rating Front Side
Not Rated
NHTSA Rating Rear Side
Not Rated
NHTSA Rating Overall
Not Rated
NHTSA Rating Rollover
Not Rated
IIHS Front Moderate Overlap
IIHS Overall Side Crash
IIHS Rear Crash
IIHS Roof Strength

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5-Year Total Cost to Own For The 2013 Mercedes-Benz GL-Class

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Fuel Cost
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Five Year Cost of Ownership: $78,324 What's This?
Value Rating: Poor