Mercedes-Benz R 300 CDI Grand Edition 2010 Review

Name: Mercedes-Benz R 300 CDI Grand Edition 2010 Review
Brand: Mercedes-Benz

Not brawny enough for an SUV, too clever by half for a peoplemover; even the three-pointed star doesn't redeem the R-Class

Mercedes-Benz R 300 CDI Grand Edition

Road Test

RRP: $93,800

(manufacturer's list price, excluding on-road costs and dealer delivery)
Options fitted to test car (not included in above price): nil
Crash rating: TBA
Fuel: Diesel
Claimed fuel economy (L/100km): 12.2
CO2 emissions (g/km): 246
Also consider: A real SUV, Chrysler Grand Voyager Limited, Volkswagen Multivan Highline

Overall rating: 2.5/5.0
Engine/Drivetrain/Chassis: 2.5/5.0
Price, Packaging and Practicality: 2.5/5.0
Safety: 3.5/5.0
Behind the wheel: 2.5/5.0
X-factor: 2.5/5.0

About our ratings

Crossovers are all the rage in the USA at the moment. Families are trading in their SUVs for vehicles that look like a cross between a peoplemover and an SUV -- hence the name 'crossover'. It has nothing to do with 'cross country'.

Such vehicles incorporate the traditional virtues of an SUV (high driving position, plenty of luggage space/seating capacity and sometimes even all-wheel drive), but without the enormous fuel bills, poor turning circle and lack of on-road refinement. Such a vehicle is the Mercedes-Benz R-Class.

The R-Class starts out as an SUV, being based on the M-Class but that's where something was lost in translation. To illustrate, the uniquely local Ford Territory grew up off the passenger-car Falcon platform, but the R-Class has had to evolve from something that's more agricultural to begin with.

You notice this principally in the vehicle's packaging. Where the R-Class is large on the outside (and this is the short-wheelbase model to boot), it's not as large inside. Overall then, it's difficult to park, but without the legroom across the three rows of seats one might expect of a vehicle as large.

Accommodation in the third row seats is not adult-sized. Though headroom is adequate for average-sized grown-ups legroom is not. In the second row, headroom is perfectly acceptable but knee and legroom is still lacking for tall adults.

Although egress from the third-row is fiddly, it's eased a little by the impressive way the seats on either side fold forward, with the squab dropping as well as sliding to the front. If there were more sidle room between the seat and the wheel arch, there'd be no problem, but as it stands the ease of access to and from the third-row is no better than many cheaper SUVs and worse than some.

With all three rows of seating in use, there's little luggage space available, so don't make any plans to take your R-Class on a weekend away with five of your closest friends and family -- not unless you have roof racks or a trailer. There is considerably more room available with the seats in the luggage compartment folded down into the floor.

While this particular model was the short-wheelbase version -- as already mentioned, and therefore excused in part for feeling a little cramped inside -- there are SUVs considerably cheaper than this vehicle that virtually equal it for comfort and ease of access to all seven seats without being any larger on the outside.

The cargo blind is a fairly versatile jigger that can be positioned behind the second-row seats or at the very aft of the car, between the tailgate and the third-row seat. It's easy enough to use, but it requires spacers to fit the different widths of the luggage compartment (forward of the third-row seats or behind) and like some of the instruments and controls (see below), feels complex for the sake of complexity.

No rear air vents for the third-row occupants either, and nor are there map lights, but each seat has its own cupholder. Cars such as Honda's Odyssey do better overall on those scores.

A powered tailgate is optional for the Benz, but it does secure itself on closing. It's a fairly heavy unit and could do with some non-human assistance to lift or lower it -- especially for the money.

The R 300 CDI on test came with a multi-function steering wheel, but changing radio station or CD tracks is not easily accomplished if the controls on the left spoke are set to one of the trip computer functions instead of the audio system settings. Other systems separate audio and trip computer functions, so we regard this as a minor shortcoming in the R-Class.

Buttons to disable the stability control and change suspension modes were located below the HVAC controls, which is not ideal if for some reason you need to change those driving aids in a hurry.

Front ingress was simple, with puddle lights in the door handles for when it's dark. The ride height (and subsequent H-point) is almost spot-on for oldies to enter and exit without having to bend or stoop. Once in the vehicle, the seats proved to be fairly comfortable and supportive -- more so in the front particularly.

Sports mode for suspension provides better body control without great detriment to the ride, but conversely, roadholding doesn't deteriorate unduly in Comfort mode. Steering assistance is such that the tiller is bordering on too light. Given the car's emphasis, turn-in and steering feel are both reasonably good in either Comfort or Sport mode.

That said ride quality is not up to the standard of some SUVs and the two suspension settings are too close to provide real alternatives. The Comfort setting is not comfortable enough -- although it works better on country roads than around town and it isn't too flaccid. The Sport setting doesn't really offer a major leap forward in cornering dynamics.

Nor does the R-Class provide the same level of driving enjoyment that some (cheaper) peoplemovers and SUVs do. The lack of driving enjoyment also stems from the diesel V6, which performs in sterling fashion driving the Vito 120 CDI, but seems stodgy and undernourished in the R-Class. Weight always seems to be a factor with this vehicle, whether it's in how quickly the vehicle responds to steering input or in its less than startling acceleration.

The stalk for the gearshift on the right side of the steering column seems at odds with the paddle shifters. It's much like Benz engineers reckon that once you've selected Drive using the stalk, you will be perfectly happy to leave it there until you're ready to select Park at the end of the journey, yet they've bequeathed the car with paddle shifters too.

The paddles turn with the steering wheel, which is nice, but the transmission is moderately slow to change down anyway and there's no more performance available for overtaking, for instance, than would be the case with kick-down. We know, you're never likely to drive the R 300 CDI this way, but if that's the case, why bother with the paddles in the first place?

Turbo lag was noticeable on our test car. When pressed, the diesel provided some punch but then triggered the traction control system. Perhaps a softer right foot will be more at home in this example.

Average fuel consumption for the week was 11.7L/100km, which is nothing to write home about, even in a 3.0-litre V6 diesel. That's a telling point, indicating how heavy the Mercedes is -- over 2.2 tonnes.

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Mercedes-Benz R 300 CDI Grand Edition 2010 Review

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