MERCEDESBENZ G300 CDI PROFESSIONAL CAB-CHASSIS
ON PAPER the Merc sounds pretty impressive, and in a 4WD and load-carrying sense you have to say it delivers the goods. However, there is absolutely no pandering to comfort, ambience or even on-road manners. But I’m getting a little ahead of myself.
The Mercedes-benz G300 CDI Professional cab-chassis looks like it comes from a bygone era. In fact, the basic body and chassis design hails back to the 1970s, predating the 70 Series Cruiser by quite a few years. Still, you don’t buy one of these rigs for its good looks or modern styling, but, as you’d expect, there’s been a few upgrades in other departments since it first appeared.
Benz’s global and far-reaching 3.0-litre V6 turbo-diesel engine has been detuned for its role in the G-class, so much so that it can reportedly run on the world’s poorest quality diesel fuel. That’s probably a good thing considering the numerous complaints we hear about diesel fuel out in the Aussie bush.
The engine, crowded into its engine bay, produces 135kw at 3800rpm and 400Nm anywhere between 1600 and 2600 revs. Without a heavy load and with a mix of on-road and off-road driving the Merc returned a fuel economy figure of around 16.0L/100km, which isn’t particularly brilliant in this day and age. With a fuel tank capacity of just 97 litres you’d be game to drive
anywhere close to 600km before fuelling up.
The engine produces a lot of heat (as all do), but the crowded engine bay means the hot air enveloping the engine has a hard time escaping from underneath the bonnet. Apart from nearly suffering first-degree burns when lifting the bonnet after an hour or two of 4Wding, I’m not sure how long the battery will last in those hot confines.
A basic five-speed automatic transmission sends drive to all wheels with a 50:50 split front to rear, and the centre diff can be locked by a switch on the centre dash. Low range can also be selected by a switch to deliver an impressive, tractorcrawling 41.0:1 in low first. For more 4WD capability, standard front and rear axle diff locks are also controlled by a couple of switches on the dash.
There are heavy duty coil springs all around designed to carry a payload (which includes the weight of any tray you fit) of nearly 2100kg, and a braked towing
Low range can be selected to deliver a tractorcrawling 41.0:1 in low first, and front and rear diff locks provide more 4WD capability
capacity of 2120kg is a much more realistic figure than what most utes on the Aussie market profess to have. With its heavy-duty chassis, and crossmembers that would do a truck proud, it’s surprising that the kerb weight is just 2410kg. Two spare tyres tuck under the aftermarket tray on this example.
Adding to the old-school-but-excellent diff locks, the G-professional comes with a range of electronic driving and safety enhancements. There’s ABS, electronic stability control with selectable on/off function, brake assist and electronic brake-force distribution. A tyre-pressure monitoring system along with just two airbags are also standard fair and, while the G-pro hasn’t received an ANCAP safety rating yet, the vehicle has won favour with a number of mining companies and government departments across Australia.
In the cab you get two basic bucket seats, a centre console that’s not for storing anything, absolutely no lining or sound deadening, and some cheap rubber mats. Switch controls, apart from the aforementioned 4WD and diff-lock buttons, are robust, ungainly and hard to use.
The G-professional doesn’t come cheap, setting you back $119,900 plus on-road costs. For that you also get 16-inch alloy rims sporting 265/75R16 AT rubber, a bullbar, snorkel, radiator and sump protection plates, along with headlight and indicator light guards. The tray is an extra cost.
Adding to the old-school-but-excellent diff locks, the G-pro comes with a range of electronic driving and safety enhancements