Those meek and humble high-level public servants in need of special protection—Mercedes is primarily targeting government leaders and royalty, although captains of industry are also welcome to fill out an order slip—don’t need to hang on to their armored and stretched last-generation S-class anymore. At the Paris auto show, the company launched the S600 Pullman Guard, a long-wheelbase, high-protection version of the current W221 S-class.

The only engine offered here is the 5.5-liter, twin-turbocharged V-12 mated to a five-speed automatic and producing a full 510 horsepower. This torque monster—612 lb-ft is on tap between 1900 and 3500 rpm—should propel the S600 Pullman Guard with alacrity despite its additional weight, which we estimate to be as much as two tons above that of a regular S600.

The conversion of the S600 into a Pullman Guard was handled by the company itself, and for a limousine, it is well-executed. A taller and differently raked rear window and an elevated roof help achieve a shape that won’t win beauty contests but is among the more harmonious of stretched limousines. Its extra 45 inches of length brings the Pullman to a total length of nearly 21 feet.

This high-level limousine is factory-equipped with an electroluminescent partition that can become opaque by the flick of a button. A rear air-conditioning system is standard, as is a 19-inch monitor and a rear seat arrangement consisting of four seats placed in a face-to-face position. Even the refrigerator is included.

The lower of two protection levels, dubbed “High Protection,” is sufficient to keep you safe from large-caliber handgun ammunition. “Highest Protection” is a package available only on the S600 Guard—Maybachs can be outfitted with “High Protection”—and it is designed to protect you from shrapnel originating from hand grenades and explosive charges, as well as rifle-launched projectiles from military weapons.

All S600 Pullman Guard models are produced in Mercedes’ home plant in Sindelfingen. Why choose this model over armored conversions offered by the aftermarket? “Aftermarket companies have to add armoring inside, thus diminishing interior space,” says a Mercedes spokesman. Mercedes places the armoring between different sheets of the body shell, and this can only be properly done on the production line, he explains.

The company expects production volumes in the two-digits annually. No pricing info has been distributed, but you can likely count on paying between $700,000 and $1,000,000 for one of these, depending on your specific needs. Modesty, it seems, has its price.

The toughness of the Patriot isn’t just skin-deep. Although front-wheel drive is standard, there are two available all-wheel-drive systems. One of the Patriot’s optional all-wheel-drive systems is geared toward on-road traction, but the other, dubbed Freedom II, earns the Patriot Jeep’s Trail Rated badge. That means that Patriots with Freedom II can climb and scurry over scabbard lands and hop over rocks like other Jeeps with the badge. Freedom II models also get a crawling “gear” for the continuously variable transmission.

Two engines are offered in the Patriot. All but the most basic versions get a 172-hp, 2.4-liter four-cylinder engine that mates to a five-speed manual or a continuously variable transmission (CVT) that offers seamless power delivery without shifts. Basic Sport versions have an available 2.0-liter four-cylinder engine with 158 hp that’s available with the manual or the CVT.

The 2.0-liter four delivers 23 mpg city and 27 mpg highway on the EPA cycle. The 2.4-liter achieves 23 mpg city and 28 mpg on the highway when equipped with the five-speed manual. Order the CVT, and fuel economy suffers slightly—front-drive models get 21 mpg in the city and 25 mpg on the highway, and the all-wheel-drive models come in at 20 mpg city and 22 mpg on the highway. For those who have light things to tow, the Patriot can handle up to 2000 pounds.

The interior of the Patriot is upgraded and updated for 2009. Previously, the interior drew rants for its plasticky and cheap construction; the ’09 update addresses most of our complaints. The interior of the Patriot is spacious and comfortable. The seating position is high and well off the ground, and the rear seat is larger than one might expect, with 49 cubic feet of room. Cargo space under the rear hatch is similarly excellent; a flat, low cargo floor makes loading and unloading groceries or boxes easy.

Compared with some of its competitors, the Patriot can feel a bit unrefined, and it isn’t very fun to drive.

Verdict

The Patriot is a handsome little trucklet that is based on a car and delivers carlike fuel economy, but Jeep has engineered it to be able to have serious off-road chops. Some refinement issues—both engines sound particularly coarse, especially with the CVT—and a substandard driving experience are of concern, but the Patriot’s price and good looks might be enough to sway some buyers.