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You have to hand it to Mercedes-Benz marketers, using the word "class" to refer to its various product lines -- as in C-Class, S-Class, etc. -- does get the intended message across.

And pointedly so, when it refers to the new for 2006 R-Class and its pair of full-size Grand Sports Tourers. They're not only classy, but in something of a class unto themselves.

Those same marketers, in full hyperbolic flight, call the R-Class an "unprecedented vehicle concept" that offers a "new dimensions for untrammeled enjoyment of space travel on wheels," but Chrysler's Pacifica did get here with basically the same notion first. Although, while similar in concept, the Pacifica isn't in quite the same league in terms of execution, and comes up shy by an unmeasurable but significant degree of prestige.

The R-Class is a vehicle unlike anything that has worn the three-pointed star before.

It shares some of its basic structure with the redone-for-2006 M-Class and is built in the same U.S. plant. But it isn't an SUV, although it does have all-wheel drive. And it isn't a van either, with a profile that's lower than the more van-like Pacifica. That leaves us with the term wagon. But it's a rather unconventional shape for what we think of as a wagon.

Whatever you call it, the R-Class -- I drove the $64,400 R 350, but there's also a $75,950 R 500 -- is big, measuring 5,157 mm in length. That's 376 mm longer than an M-Class and nearly identical to the current S-Class. It weighs in at a hefty 2,205 kg, some 300 kg heavier than the sedan.

Its styling, however, like that of a well-draped suit, hides this heft surprising well and allows the R 350 to cut a dramatic and stylish figure.

The sheet metal is shaped around a nose that's unmistakably modern-look Mercedes and which tapers back to a sloped windscreen and A-pillars. Very sporty, very cool and very definitely not soccer-mom styling. The R-Class offers four doors, all of standard outward hinge design. Van-type sliders would perhaps make more sense, but wouldn't have allowed the stylists the latitude they've obviously enjoyed. A lift gate provides rear access.

Seating is configured for six, in three rows of two. The middle seats can be moved forward or backward and their backs recline, offering plenty of room. Getting in and out is as easy as with a sedan. The rear pair are actually fairly comfortable and offer reasonable room for adults, although ingress and egress is a bit awkward.

With all the seats in position, there's only 212 litres of cargo room available, maybe half-a-dozen grocery bags' worth, but with the seats folded this expands to 2,057 litres, which is 400 litres or so more than provided by most wagons available today.

The R 350 comes very well equipped, as you'd expect, but as always with Mercedes, a lot of the really neat stuff is optional. The tester came with a launch option package that included air suspension, Iridium Silver Metallic paint, premium leather, a Harman Kardon Logic7 sound system, heated second-row seats, leather-and-wood wheel, rear audio controls, Tele-aid (communication) system, pop-out rear windows, Parktronic parking assist, power fold-in mirrors and a Panorama sunroof. This brought the price to $81,530.

Up front, the driver and passenger are treated to traditional Mercedes ambience with dark burl walnut trim, chrome brightwork and black leather on seats that support you firmly. The pair of cup holders on the console look too shallow, but the rims cleverly pop up at the push of a button to provide full support.

A very neat touch is the column-mounted shift lever. This is actually more switch than lever, about 100 mm long and with just three positions, which are shown on a readout between the speedometer and tach.

The R 350 is powered by a 3.5-litre, double overhead camshaft, V-6 engine that is rated at 268 hp at 6,000 rpm and produces 258 lb-ft of torque from 2,400 to 5,000 rpm. Behind this, and sending power to the all-wheel-drive system (with downhill speed regulation and hill-start assist systems) is a seven-speed automatic transmission with steering wheel Touch Shift buttons to allow manual gear selection.

Despite the R 350's weight, performance is lively. It launches determinedly and reaches 100 km/h in about 8.5 seconds, and sprints from 80 km/h to 120 km/h in a quick 6.7 seconds.

Fuel economy isn't bad at 14.4 litres/100 km city and 10.2 highway, of premium. After total mileage of 1,500 km, the fuel readout was showing 12.6 L/100 km.

Suspension is by MacPherson struts at the front and an independent four-link system at the rear. Disc brakes are found all round and come with ABS and brake assist (which delivers full emergency braking power). Steering is speed-sensitive rack-and-pinion and there are Mercedes' ESP anti-skid and 4ETs traction control systems to help out when required.

On the road the R 350 feels rock-solid, but not as heavy as you might think and the driving position, while higher, is still very car-like. Acceleration, as the numbers show, is surprisingly brisk and the seven-speed transmission shifts almost imperceptibly. Or, you can shift yourself with the steering wheel buttons, something most owners will soon forget about until they inadvertently press one producing an up or downshift.

The steering is both direct and linear, although reaction to inputs falls into the slow and deliberate category. It corners without much body roll, which is always confidence-inspiring, and enjoyable. Brake-pedal feel is good and there's plenty of stopping power available.

The R-350 is an interesting, practical, and yes, classy alternative to an SUV or luxury sedan.

globeauto@globeandmail.ca

Specifications

2006 Mercedes-Benz R 350

Type: Sport Tourer

Price: $64,400 (as tested, $81,530)

Engine: 3.5-litre DOHC V-6

Transmission: Seven-speed automatic

Output: 268 hp/258 lb-ft of torque

Fuel economy (litres/100 km): 14.4 city/10.2 highway

Alternatives: Porsche Cayenne, Chrysler Pacifica, Cadillac SRX

Like: The gear selector, and the info display showing time and mileage after each start

Don't like: I've got an aversion to sunroofs and this one is huge