2006 Toyota Highlander Hybrid

Fuel efficient hybrid with available all-wheel drive and seating for seven

By Nina Russin

2006 Toyota Highlander Hybrid

The Toyota Highlander Hybrid sport-utility vehicle is a more affordable alternative to the Lexus RX 400h, with seating for seven and available all-wheel drive.

The recent hike in gas prices has made a lot of drivers think about more economical alternatives to traditional gas-powered cars. The Lexus RX 400h is one such option:  a mid-sized sport-utility vehicle with the fuel economy of a compact car.

However the Lexus’ standard price of close to $50,000 is beyond the reach of many new car shoppers, especially those who invest heavily in athletic gear. The Toyota Highlander Hybrid that rolled into dealerships in June in a more affordable alternative to the Lexus. Base price for the front-wheel drive version is $33,030. The four-wheel drive base model starts at $34,430.

Hybrid synergy drive combines exceptional fuel economy and power

The seven-seat Highlander uses the same hybrid synergy drive technology as the Toyota Prius, but with different calibrations. While engineers prioritized fuel economy on the Prius, the Highlander strikes a balance between better gas mileage and low-end torque.

The four-wheel drive Highlander averages 30 miles-per gallon at the pump, but it can also accelerate from zero-to-sixty miles-per-hour in 7.3 seconds. The key is an extra electric drive motor on the rear axle. Since electric motors develop full power at very low speeds, the hybrid Highlander actually has better acceleration than its gas-powered cousin.

While most conventional cars with all-wheel drive have relatively poor gas mileage, the hybrid is just the opposite. The second electric motor actually boosts fuel economy for the four-wheel drive Highlander over the front-wheel drive version.

The 3.3-liter V6 gas engine is essentially the same block used on the conventional Highlander, with slightly different valve timing to accommodate the hybrid components, and electronic throttle control (drive by wire). It is a smooth, reliable engine with none of the vibration problems than can plague some V-6 blocks.

Unlike some hybrids, the Toyota models use electric motors to drive the accessories, such as the power steering pump, water pump and air conditioner. The noticeable advantages are reduced engine noise and better fuel efficiency.

While the air conditioning compressor shuts off on many hybrids when the car is idling, this one does not. For those individuals who live in hot climates, that feature alone gives the Toyota hybrids a huge competitive advantage.

The Highlander Hybrid uses a nickel metal hydride battery pack that is located under the second-row seat. Simply put, it’s the same type of battery used in personal computers. While the conventional powertrain components are covered by a 3 year, 36,000 mile warranty, Toyota covers all hybrid components with a standard 8-year, 100,000 mile warranty. All models also come with three years of free roadside assistance.

Fully-independent suspension provides exceptional ride and handling.

Like the conventional Highlander, the hybrid version comes with standard fully-independent suspension for a compliant ride.  In fact, the nicest thing about driving the Highlander Hybrid is the fact that the technology is essentially invisible.

Drivers who have never been behind the wheel of a hybrid will notice that the ignition starts the electric motor only. The gas engine kicks in when necessary, such as during acceleration.

Also, the hybrid uses an infinitely variable transmission, so there is none of the “shift shock” that one feels when driving a conventional automatic. Other than that, the Highlander Hybrid rides and handles pretty much like the gas-powered version. It just accelerates a lot harder, and goes further on a tank of gas.

I had an opportunity to drive the Highlander Hybrid last fall in northern California on both paved and dirt roads. The mid-sized platform is relatively nimble, with a turning radius of about 37-½ feet. Ground clearance on the all-wheel drive model is 7.3 inches: more than enough to meet most drivers needs in snow and on unimproved roads.

The Highlander Hybrid felt rock solid on the highway, and maintained good traction on the winding two-lane coastal roads. The four-wheel drive system kept the vehicle in control on a fairly steep descent on a dirt road. The system automatically transfers engine power to the wheels with the best traction.

Engineers did a good job of adjusting the weight balance front-to-rear for the battery pack. In fact, the dynamics of the Highlander Hybrid are virtually indistinguishable from the conventional Highlander, on-road or off.

The Highlander Hybrid comes standard with 17-inch alloy wheels and all-season tires. As with any car, drivers who live in the snow belt might want to consider purchasing a separate set of winter tires to improve cold-weather traction. A standard-sized spare tire is standard, as are four-channel antilock brakes, traction and yaw control.

The Highlander Hybrid comes standard with a tow prep package, and carries a towing capacity of 3,500 pounds: enough for a small trailer.

Like the Lexus RX 400h, the Highlander Hybrid is primarily a road car. It is not designed for extreme off-road driving. It does not have a two-speed transfer case, and therefore lacks the extreme low gears necessary for driving along rocky trails and over steep grades, nor is the undercarriage robust enough to protect drivetrain components against damage caused by errant tree roots and boulders.

A  versatile interior with seating for seven

Unlike the Lexus, the Toyota Highlander is available with cloth seats: a more practical alternative for drivers with active lifestyles. Both the second and third-row seats fold flat to create a generous load floor, easily large enough for a couple of bikes with the front wheels removed. Roof rails are standard on all models.

The seats are well designed ergonomically with excellent lumbar support. Toyota does a good job of providing bins and cubbies for storage around the seating areas, as well as generous-sized cupholders for passengers in all three rows of seats.

All seating positions get standard three-point safety harnesses. The base model comes with a standard AM/FM/CD sound system. Buyers can upgrade to a premium system with 6-CD disc changer and redundant steering wheel controls.

While a DVD-based navigation system is standard on the Lexus RX 400h, it is not available on the Highlander Hybrid. Nor is the standard back-up camera that comes as part of that system.

Advanced standard safety on all models.

All Highlander Hybrid models come with standard antilock brakes, traction and yaw control, front, side and side curtain airbags.  A proprietary system called vehicle dynamics integrated management anticipates a loss of vehicle control in any direction and automatically corrects for it using the brakes. The idea behind the system is to allow the driver to push the performance limits of the vehicle without losing control.

Other standard safety features include front, side and side curtain airbags to protect the first two rows of passengers. Child seat attachments are located in the second-row seats.

Two trim levels

The Highlander Hybrid front-wheel and four-wheel drive models are both available in the base version or an upscale Limited grade, that includes standard leather seats, automatic climate, four-way power front passenger seat and automatic dimming rearview mirror with compass. Base price for the Limited model with four-wheel drive is $39,290.

Likes: This seven-seat sport-utility vehicle averages 30 miles-per-gallon on the city and highway: fuel economy comparable to a compact sedan. It is easy to drive, versatile and practical,  with a strong roster of standard safety features including side and side curtain airbags, antilock braking and traction control. The second and third-row seats fold flat to create a nice-sized cargo space and roof rails are standard on all models.

Dislikes: Navigation and rear backup system are not available. Because the four-wheel drive system does not include a two-speed transfer case, the Highlander Hybrid is not suitable for serious off-road driving.

Quick facts:

Base price: $34,430
Price as tested: $39,290
Horsepower: 208 @ 5,600 r.p.m.
Torque: 212 lbs.-ft. @ 4,400 r.p.m.
0 to 60: 7.3 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No  
Towing: Yes
Off-road: No
Bicycle friendly: Yes
Fuel economy: 31/27 m.p.g. city/highway 
Comments: Pricing does not include a $565 destination and delivery charge.

2006 Lexus RX 400h

Eight Cylinder Power from a V6 Hybrid

By Nina Russin

2006 Lexus RX 400h

The all-wheel drive Lexus RX 400h is based on the manufacturer’s best-selling RX 330 platform.  The RX 400h sport-utility vehicle is Lexus’ first hybrid:  it utilizes the same power train technology as the Toyota Prius. 

However, unlike the Prius, Lexus engineers focused on power and performance. The “400h” designation indicates that the V6 gas engine (the same block used in the RX 330) and three electric motors generate power equivalent an eight cylinder engine. 

Peak power is eighty percent higher than the Prius.  At the same time, the Lexus RX 400h averages 28 miles-per-gallon in combined city and highway driving:  fuel economy comparable to the industry average for gas-powered compact sedans.

Full Hybrid Technology   

 Like the Prius, the Lexus RX 400h is a full hybrid:  it can run on electrical power alone while idling, and at low speeds.  The gas engine kicks in during hard acceleration, high-speed cruising, or when the air conditioner (on maximum setting) places an additional load on the engine. 

Because the Lexus sport-utility vehicle is all-wheel drive, it has electric motors on both front and rear axles.  A third electric motor distributes power to the drive wheels according to the road conditions.

 The hybrid engine is mated to a continuously variable transmission, so there is no “shift shock” between gears.  Rather than selecting a low gear to slow down the engine, the driver engages a “B” setting on the gear shift lever, that applies a small amount of braking.  Energy generated during braking is used to recharge the nickel metal hydride batter pack, located under the vehicle’s rear seat.

A Real-World Solution to Limited Resources

 The nice thing about driving hybrids is that they share many of the advantages of alternative fuel vehicles such as pure electric cars, natural gas and hydrogen, without the disadvantages. 

Unlike electric cars, a hybrid recharges automatically during vehicle operation.  And unlike natural gas and hydrogen, it operates on the same fuel as traditional gas-powered cars:  just a lot less of it. 

A new sealed gas tank design reduces the amount of fuel that evaporates into the air for refueling and reduces harmful emissions.  Other gas-saving technology includes drive and brake-by-wire systems, which reduce eliminate energy loss from mechanical linkages and internal friction.

 The driving experience itself is quite similar to gas-powered cars, except that the engine shuts off when power isn’t needed, and the car tends to accelerate harder from a stop.  That’s because electric motors develop most of their peak torque at very low speeds.  

The Lexus RX 400h accelerates from zero to sixty miles per hour in 7.3 seconds, according to the manufacturer’s internal tests.  Thirty-to-fifty mile per hour acceleration is 3.4 seconds, making merging into high speed traffic a non-issue.  There are two power meters on the instrument panel that illustrate the gas-electric power distribution:  one in the driver’s side gauge cluster, and a second display that is integrated into the navigation system.

 The front-to-rear weight balance in the Lexus RX 400h is slightly different than in the RX 330, due to the weight of the battery pack in the rear.  Engineers have used slightly different suspension tuning to adjust for the difference.
 
Cruising Kona

Lexus held its press preview for the RX 400h on the Big Island of Hawaii.  Because the RX 400h is not intended for serious off-road driving, the drive routes were on paved roads only, although some of the narrower two-lane routes were as bumpy as graded dirt.  Driving routes passed through some hilly areas, with elevations up to 3,000 feet. 

As with all Lexuses, the RX 400h does an exceptional job of isolating the driver and passengers from road noise and vibration.  It accelerates powerfully and seamlessly up hills:  so powerfully in fact that it’s easy to lose track of the speedometer readings.  The vehicle also acts a little more nose-heavy than the RX 330.  Even with the B setting engaged, it slides down the hill at a good clip.

The suspension does a good job of keeping the sport-utility flat during cornering, even when taking the corners at speed.  The transition from pure electric to electric and gas power is barely noticeable.

User-Friendly Interior

The interior of the RX 400h is well designed from an ergonomic stance.  The seats, including standard 10-way power driver’s seat and eight-way power front passenger seat, provide good lower back support. 

The center console has two cupholders, we well as a small cubby for holding a cell phone and a larger one for CDs.  The large locking glove box is a useful feature for those who want to secure valuables at the trail head.  There is a 12-volt power outlet integrated into a storage bin at the front of the center console, and a 110-volt power outlet in the cargo area.

The second-row seats feature a 20/20/40 split design.  They fold flat without removing the headrests to create a load floor large enough to hold a couple of road bikes with the front wheels off. 

A power rear liftgate makes it easier to load cargo into the rear without having to struggle with the latch.  Tools for the spare tire are located under the cargo floor.  There is also a standard first aid kit. The RX 400h tows up to 3,500 pounds:  the minimum for our active lifestyle vehicle criteria.

Model Roll-Out

The first models that roll into Lexus dealerships this April come in one trim level only.  The full-loaded version has a MSRP of $48,535.  In comparison, pricing for the all-wheel drive version of the RX330 begins at about $37,000.  Therefore, the cost-benefit of fuel savings is not a good reason for buying the Lexus hybrid.

But for those who are willing and able to pay the premium, the RX 400h is an appealing package.  Standard equipment includes a navigation system with a backup camera (similar to the one available in the Toyota Sienna minivan), a roof rack and rails, first aid kit, high intensity discharge headlamps with an adaptive feature that moves with the steering gear, power, tilt and telescopic steering wheel, moon roof, six disc CD changer and more. 

A new dynamic stability system anticipates vehicle instability in almost any direction and automatically adjusts for it.  The Lexus RX 400h also comes standard with antilock braking and traction control.  It rides on special 18-inch wheels and tires.

Standard passive safety features include front, side, side curtain and a driver’s side knee airbag.  Rain sensing wipers improve forward visibility in bad weather.  The windshield and side windows are made of a water-repellant glass that causes rain to bead up. 

The standard adaptive front headlamps turn in the direction of the steering wheel to better illuminate corners on dark, two-lane roads.  Redundant audio, speedometer and trip meter controls on the steering wheel reduce the amount of time the driver’s eyes are off the road.

The Lexus RX 400h is one of two hybrid sport-utility vehicles that Toyota is introducing this year.  A hybrid version of the Highlander that will be available in both two- and four-wheel drive follows later. 

Fuel economy on the Lexus RX 400h averages 31 miles per gallon in the city and 27 on the highway.  The slightly better city figures reflect the use of electric power alone during certain driving situations. 

The Lexus RX 400h comes with the standard Lexus 48 month/50,000 mile basic warranty that includes free roadside assistance for the warranty period.  The hybrid-related components are covered for eight years or 100,000 miles.

Quick facts:

Price as tested: $48,535
Horsepower: 208 @ 5600 rpm
Torque: 212 lbs.-ft. @ 4400 rpm
0 to 60: 7.3 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Yes 
Towing: Yes
Off-road: No
Bicycle friendly: Yes
Fuel economy: 31/27 city/highway
Comments: The Lexus RX 400h goes on sale April 15.

2006 Saab 9-3 Sport Combi

Saab’s newest sport wagon is big on fun, easy on gas

By Nina Russin

2006 Saab 9-3 SportCombi

The Saab 9-3 Sport Combi is a mid-sized sport wagon based on the same platform as Saab’s compact sedan. However unlike the sedan, the Sport Combi comes with a choice of two engines: the base turbocharged four cylinder, or an all-new 250-horsepower V6.

For fans of the old Saab 9-3 Viggen five-door, the Sport Combi offers a similar approach to performance and versatility. Both the base an upscale Aero models are spirited road cars, with road-hugging suspensions and the ability to pull hard off the line.

Gone, thankfully, is the Viggen’s tendency to understeer, thanks to a new rear axle suspension geometry. As a result, the average driver can push the Sport Combi at speed and in turns, without worrying about losing control.

The four-cylinder version won our 2006 Active Lifestyle Vehicle of the Year award in the best value, on-road category. We loved the Sport Combi for its peppy, turbocharged performance, responsive steering, and just-right cargo area that easily holds a bike with the second-row seats folded flat. The classic Scandinavian design is attractive and timeless: exceptional interior ergonomics make the Sport Combi a comfortable ride for passengers of all sizes.

A great ride on twisting, two-lane roads

We tested the the four-cylinder, turbocharged base model with the five-speed automatic transmission.  In addition to its appealing sticker price (beginning at about $27,000), the four-banger gets exceptional fuel economy: 28 m.p.g. average city/highway.

The turbocharger pumps extra air into the engine during hard acceleration to make better power without using more gas. Turbocharging also helps the engine to compensate for altitude, maintaining good performance at elevations up to 8,000 feet. Because the engine is running more efficiently, it also emits fewer bad emissions into the exhaust stream.

The two-lane roads through the canyons around Borrego Springs, California provided the perfect setting for putting the Sport Combi through its paces. A rear roof spoiler kept the wagon tracking flat at all speeds, while minimal aerodynamic drag enhanced gas mileage.

The Sport Combi features Saab’s proprietary ReAxs suspension: the dynamics of the rear axle are tuned to give the wheels better grip in the corners and resist the tendency of the front-wheel drive car to understeer. The system works by turning the rear wheels slightly in the opposite direction of the front wheels. 

As a result, a driver can push the Sport Combi to its limits without worrying about a loss of steering control.

A four-wheel independent suspension comes standard, and a low-mounted rack-and-pinion steering rack provides a positive on-center feel when driving at speed. Antilock braking, traction control, and brake assist are standard active safety features.

Ergonomic interior minimizes driver distraction

The driver and front passenger seats are well adapted to drivers of all sizes, with good lumbar support, and a standard whiplash protection system that minimizes the risk of injury in rear-impact collisions. The instrument panel is configured to make it easy for the drive and front passenger to reach both the audio and dual-zone climate controls. The on-board computer automatically turns off warning lights when the driver’s workload is high: determined by heavy braking or use of the signal indicators. The idea is to minimize any driver distraction that could cause an accident. There is also a dimmer that turns down the instrument panel lights at night to reduce driver fatigue.

The upholstery takes its cues from Scandinavian furniture: both the light (parchment) and dark (gray) color schemes give the interior a spacious, airy feeling. All models are available with a choice of three audio systems and a DVD-based satellite navigation system.

The 60/40 split second-row seats are easy to fold flat, creating a long, functional cargo space. A standard tonneau cover hides the cargo fry prying eyes. Cargo nets hold grocery bags or other small items to keep them from spilling out onto the cargo floor. An airplane-shaped handle in the middle lifts up the rear of the cargo floor to reveal a second storage area under the floor with dividers to hold small items in place.  Roof rails are standard on all models.

A solid body structure that focuses on safety

A special team of engineers investigate all traffic accidents in Sweden that involve Saabs. As a result, Saab has a database of over six thousand real-life collisions. Product planners use that information to design software for safety engineering.

While the 9-3 Sport Combi is similar to the sedan from the B-pillars forward, the rear of the car is all-new. Engineers reinforced the rear C and D pillars with transverse beams in the floor and roof for loss of the sedan cross-bracing. The central passenger area has a high percentage of high-strength and ultra high-strength steel, to create a rigid body structure without adding weight. The ignition switch is located in the center console, away from the knees, so that it cannot cause an injury if the legs hit the steering column during a collision.

A true Saab through and through

A lot has been written recently about the impact of shared General Motors platforms on the Saab brand. The 9-3 Sport Combi is a unique vehicle, designed and built in Sweden. Long-time Saab aficionados will appreciate its peppy performance, user-friendly interior and Scandinavian design. Newcomers with love the Sport Combi for its fun ride, class-leading safety, and cargo-friendly interior.

Saab’s new sport wagon is a practical car for urban dwellers, with exceptional maneuverability and fuel economy. It also excels on twisting two-lane roads. It has an exceptionally high level of standard active and passive safety features.

Although it is a relatively small vehicle, the Sport Combi can hold a lot of cargo, including camping equipment, bicycles, kayaks, skis, and other essential gear for people with active lifestyles. We love the Saab 9-3 Sport Combi because it does all of these things seamlessly, and for a price within the limits of many new car buyers.

The Saab 9-3 Sport Combi begins rolling into dealerships in January of 2006.

Base price: $27,620
Price as tested: $33,165
Horsepower: 210 @ 5500 r.p.m.
Torque: 221 lbs.-ft. @ 2500 r.p.m.  
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: 23/34 m.p.g. city/highway

2006 Mercedes-Benz R-Class

“Sports Tourer” with seating for six

By Nina Russin

2006 Mercedes-Benz R-Class

The newest Mercedes-Benz model offers seating for up to six adults, a load floor up to seven feet in length, two available engines, and permanent all-wheel drive.

First came the sport-utility vehicle, then the cross-utility vehicle, and most recently, the sports-tourer.  What’s the difference between the three?

A sport-utility vehicle is the most like a truck, both in terms of ride height and construction. It is taller than a passenger car, and is often built using a body-on-frame design, which has certain advantages for off-roading and towing.

A cross-utility vehicle combines the cargo and passenger configuration of a sport-utility vehicle with the performance of a passenger car, often by using a passenger car chassis.  That implies unibody construction, for a smoother more comfortable ride, and in some cases, a lower step-in height. Some manufacturers consider their five-door hatchback models to be cross-utility vehicles, because of the enhanced cargo capacity.

A sports tourer looks like a station wagon, but with edgier styling, a hot engine, and all-wheel drive. It has the fuel economy of a passenger car, the style and performance of a sports coupe, plus enhanced passenger and cargo capability.

The 2005 Dodge Magnum was the first sports tourer, combining an available HEMI engine, all-wheel drive, and exterior styling that would make Ward Cleaver blush. The new Mercedes-Benz R-Class that goes on sale this October follows in that tradition, but with a luxury bent.

Available with either a V6 or V8 engine, the R-Class rides on a chassis that is about an inch longer than the S-Class sedan. It features individual seating for up to six adults.

When the second and third-row seats are folded flat, the R-Class has a seven-foot long flat load floor that will hold bicycles, wetsuits, camping equipment, and food coolers. It is easily long enough to sleep on. Purchase the optional panoramic sunroof, and you can literally sleep under the stars without worrying about mosquitoes.

The Ride and Handling of a Passenger Sedan

The R-Class comes in two models: the R350, powered by a 268-horsepower V6 engine, and the R500, with a 302-horsepower V8. Both models feature Mercedes’ new seven-speed automatic transmission, and permanent all-wheel drive.

The unit-body chassis has four-wheel independent suspension for silky on-road performance, rack-and-pinion steering, and standard safety features including antilock brakes, and electronic stability program that includes all-wheel traction control.

An adjustable air suspension is optional on both models. It allows the driver to vary suspension damping and ride height, adding up to three inches of ground clearance for off-road driving.

While the five-liter V8 engine has significantly more power than the six, buyers should consider the smaller engine, both for its fuel economy and lower base price: $48,000 as opposed to $55,000.

Mercedes-Benz engineers did a good job of producing a block that is both durable and peppy.  It is the first V6 to incorporate double-overhead camshafts and variable valve timing for better acceleration and fuel economy.

 The engine reaches peak torque (258 foot-pounds) at 2,400 rpm., and holds it up to 5,000 rpm. The lightweight aluminum block has a forged steel crankshaft with four main bearings. Translated, that means that it’s built to be ridden hard and put away wet.

It accelerates from zero-to-sixty miles-per-hour in 7.8 seconds.  Merging into high-speed traffic and passing on two-lane roads are a non-issue.

In a test drive down the coast of northern California, the six cylinder engine had enough torque to safely pass slower vehicles on winding two-lane roads.

While the R-Class has the low stance of a passenger sedan, it is much longer and wider than the standard issue, and this becomes obvious on narrow roads.

However visibility is good all the way around the vehicle. The mirrors do a good job of minimizing blind spots, including those created by the relatively wide rear pillars.

An optional bi-xenon lighting system with fog lamps interfaces with the steering system. The headlamps swivel to light the corners: a handy feature on dark, rural roads.

The seven-speed automatic transmission utilizes the same type of shift lever as the new M-Class. Unlike the traditional, manual shift stalks, the lever electronically engages drive, reverse and park with the flick of a finger. Drivers can use controls on the back of the steering wheel to manually select forward gears.

Full-time all-wheel drive incorporates three electronic differentials to send power to the wheel or wheels with the most traction. It provides sure-footed performance on rain, snow or ice-covered roads and unimproved roads.

Because the R-Class has less than six inches of ground clearance, drivers who will be traveling through deep snow or on rutted roads should seriously consider the air suspension for its adjustable height feature.

Comfortable Seating for up to Six Adults

All three rows in the R-Class have individual seats with separate adjustments, audio plugs, reading lights, armrests and cupholders. Leather trim is standard on all models.

Dual-zone climate control is standard. An optional three-zone system adds a set of controls for the second-row passengers. Specially coated glass on the front and side windows comes with that system, to shield passengers from the sun’s infrared rays.

An optional DVD system has dual inputs so that second-row passengers can watch different programs on two screens.

In between the front seats, two large cupholders hold 32-ounce cups. A fitting in between comes out and works as a bottle opener. There is also a two-bin storage compartment with spaces for cellular telephones, PDAs and compact disks. 

All seats have ample hip, leg and shoulder room, and are well designed for lower back support. A walk-through between the second-row seats provides easier access to the third row.

There is an optional center console for the second-row passengers with more cupholders and storage bins. The map pockets in the doors also have bottle holders.

A Cargo Area Large Enough To Sleep In

It takes about five minutes to fold the second and third-row seats flat, created a load floor seven feet in length. The cargo area can easily hold a mountain bike or two road bikes, plus coolers, luggage and camping equipment. For most adults, it is also long enough to sleep in.

The optional panoramic sunroof is 5’7” in length. It has roller blinds to shade passengers from harsh overhead light. At night, it opens up for a great view of the stars. The cargo area comes with a standard first aid kit.

 The undersized spare tire and pump is located under the cargo floor. Roof rails and racks are available as options.

Standard Safety Features

All models come with standard front, side and side-curtain airbags that protect all three rows of passengers. A rollover sensor will deploy the curtain airbags automatically when needed. Antilock braking and electronic stability program with all-wheel traction control is standard on all models, as is a low tire pressure warning system.

Coming To a Dealership Near You

The R-Class models roll into dealerships this October. An AMG performance version comes during the 2007 model year. Pricing begins at $48,00 for the R350 and $55,500 for the R500. There is a $775 destination charge on both models.

Quick facts:

Base price: $48,000*
Price as tested: 
Horsepower: 268 @ 6,000 r.p.m.
Torque: 258 lbs.-ft @ 5,000 r.p.m.
0 to 60: 7.8 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Yes  
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: Not available at the time of  the test drive.
Comments: *Base price does not include a $775 destination fee.