As with all BlueEFFICIENCY models from Mercedes-Benz, the R-Class features a whole range of measures to reduce fuel consumption. In addition to the direct-injection diesel engine and the low-friction powertrain, these measures include weight reductions achieved through the use of high-strength and ultra-high-strength steels in the bodyshell and weight-optimised light-alloy wheels. Aerodynamic exterior mirrors and underbody panelling lower drag, while 235/65 R 17 tyres reduce rolling resistance. A controlled fuel pump and energy-saving electrohydraulic power steering also lower the energy requirements. A display indicating the current fuel consumption and a fuel consumption computer enable the Mercedes R-Class driver to check fuel efficiency at any time, and adapt the style of driving as necessary.

Economising can be fun: the new V6 diesel with 195 kW (265 hp) and 620 Nm

The new R 350 CDI 4MATIC is entering a particularly sporty league, and combines the high performance of a V8 model with the low fuel consumption of an economical V6 variant. It is happy with just 8.5 litres of diesel (combined NEDC consumption) per one hundred kilometres, thereby undercutting its predecessor by 0.8 litres - yet is able to offer significantly enhanced performance. While previously the maximum performance topped out at 165 kW (224 hp), the V6 diesel engine now boasts 195 kW (265 hp) as well as massive torque of 620 Newton metres. This powerful package is celebrating its world premiere in the new Mercedes-Benz R-Class, and enables the sportiest of all diesel-powered R-Class models to achieve effortlessly superior levels of performance. Acceleration from 0 to 100 km/h takes 7.6 seconds, while the top speed is 235 km/h.

This evolutionary stage of the successful V6 diesel engine was realised with improved engine management in the form of new-generation control units and new software, new sensors and actuators, and more efficient after-treatment in the maintenance-free diesel particulate filter system with reduced back-pressure. In addition to more effective cooling of recirculated exhaust gas using a variable bypass valve, the in-engine measures include a reduction of the compression ratio from 17.7:1 to 15.5:1, an optimised VNT turbocharger with low-friction shaft bearings for greater agility and high output, new injection nozzles and revised ducting in the intake tract. A whole package of measures has resulted in substantial fuel savings: these include generally lower in-engine friction, more efficient thermal management, an improved compound oil pump and modified cylinder head cooling.