Mercedes-Benz G-Class review

The strange thing about the G-Class is that it can have a completely different character depending on what engine resides inside it, but still remains undeniably a G-Class. All bar the G63 have slow steering and a slightly relaxed attitude to cornering angles: not sloppy, but definitely stately rather than attacking, and they all ride – again, bar the G63 – with a kind of stately elegance. They’re very relaxing cars to drive.

The G450d (still only around 25mpg), is a 3.0-litre straight-six labrador of a thing, all loyal and dependable, with 360bhp+ always on tap. All versions of the G now come with 48-volt hybrid assistance, which means a ‘boost’ of about 20bhp and 148lb ft of torque when they need it, and you can feel the added smoothness in the gently rumbling diesel. It still feels heavy, but it’s not un-dynamic: it just needs a bit of notice.

The G500 is now a similar 3.0-litre straight-six turbo, albeit in petrol guise, replacing the previous low-stress V8, but boasting 440bhp (plus the electric 20bhp). It’s a decent engine, responsive, with better bottom end torque than you’d credit and a reasonably enticing engine note. Nevertheless, it’s probably the G-Class’s weakest engine, less relaxed than the diesel, less tuneful and barrel-chested than the outgoing V8. It’s probably one for those markets where gas is cheap. And again, the G580 feels intimately like a G-Wagen, new-age drivetrain and all. If you want to know more, then head over here to find out how much.

What about the G63?

It’s the biggest surprise of the lot. Previously a sledgehammer of a thing, it’s now turned into a battleaxe; still as horribly devastating, but with a much keener edge. There’s still the biturbo V8 punting out 580bhp+, but with the AMG Performance 4Matic transmission and AMG Active Ride Control (linked active hydraulic dampers a la Range Rover Sport SV instead of anti-roll bars and active dampers), the G63 reaches new levels of insanity.

It can still do off-road with the best of them (off-road modes and diff-locks are still present and correct), but when you fiddle with the appropriate settings and really get on with it, the G63 genuinely feels like an AMG GT on stilts. It feels rear-biased, grippy, and it’s the only G-Class that mentions ‘optimum turn-in and load-change characteristics’ in the press information.

And yet when you turn it down, it’s a comfortable - if a little more taut - G-Wagen. Previous-generation owners of the popular G63 will be gobsmacked. It’s still a ridiculous thing (side-exit exhausts that bellow blue murder and all), but now it has genuine cornering ability. It’s an engineering marvel wrapped in a house-shaped SUV. 

Can they all still hack it off-road?

Off-road is where any G really shines, and that makes it even more of a pity. Mainly because not many people are going to seriously off-road even with the cheapest G-Class. The G450d bumbles around on generous diesel torque; the G63 can pretty much be the most expensive-slash-tallest extreme rally car you can imagine. If you know what you’re doing, take your time and play with the various settings and diff-locks (accessed from the three switches in the middle of the centre console): you can climb, traverse, wade and hack through pretty much anything. Wading depths are hip-deep; approach, breakover and departure angles pretty good. Traction is always maintained.

In fact, probably the most limiting factor is – as ever – tyres, and Mercedes will sell you the more off-road spec stuff if you think you’ll need it. But more than that, there’s a sense of confidence with any of the Gs when you play with the various off-road modes. Traction controls and ESCs are variously managed, there’s off-road cruise control which you can change through the paddles behind the steering wheel, and various cameras so you can place a wheel exactly where you want it (even a ‘transparent bonnet’ system where you can look ‘through’ the front of the car via the cams). It’s all remarkably easy.

None more so than in the G580. The four-motor EV is imperious off-tarmac, and even better than the ICE cars. Pretty much instant torque-vectoring means diff-locks are obsolete, and it barely spins a wheel at any point; just maintains traction and momentum. It’ll easily wade to just above the wheelarches, tromp through mud and deal with rock climbs.

Any breakover situation isn’t an issue thanks to the battery protection underneath: it’s actually been designed to be strong enough to sit the car down onto and slide across rocks. Makes some wince-inducing noises if you use it as intended though, especially at £180k without options.