CLIMB INTO G-WAGEN FOR BEST OF BOTH WORLDS
That boxy shape is the only carry-over in a clean-sheet redesign of this luxury SUV
German engineering is fabled for a reason. And auto markets the world over have proven they are willing to shell out the money to own it, especially the iconic tough box from Mercedes-Benz, the G-Wagen.
For 40 years, Mercedes-Benz has put nearly 300,000 units into the off-roading segment, and as Andreas Hoeppel, G-Class product manager, says, 80 per cent remain on the road. MercedesBenz has retained the distinctive shape inaugurated in 1979 through to today, with the unveiling of the 2019 G 550 (Europe gets the G 500, which is the same in all but badging) and the AMG G 63. But that’s about the only thing that remains the same. In a drastic overhaul that really is historic for the badge, they’ve nearly clean-sheeted the G-Class in every way except appearance.
“We are setting the lineup to move forward for the next generations,” Hoeppel says.
In addition to respecting the heritage, Mercedes-Benz is also considering and anticipating safety, government regulation regarding fuel economy, and customer demand for usability and comfort.
Drastic changes have happened all over this machine. A 55 per cent increase in torsional rigidity is your first clue this beast has been remade, right after you get in to find lots of leg room and lovely cabin upgrades at every turn. Beautifully engineered controls beneath your right hand, seamless integration of the information touch screen with the instrument panel, and leather, leather everywhere.
Both vehicles have a 4.0-litre bi-turbo V8 gasoline engine with cylinder shut-off. The 550 has 416 horsepower and delivers 450 pound-feet of torque; the G63 has 577 hp with 627 lb-ft torque.
Every manufacturer of an SUV knows few buyers spend much time fording mud holes or scaling rock cliffs. There’s been almost a grudge match between the who-needs-doors brigade and the one who requests a white leather interior. The remade G-Class shows Mercedes-Benz is ready to acquiesce to both, and serve both well.
So how do you fix what’s not broken? The engineers and designers have retained the door handle with the button and satisfying clunk upon closing, the hood-mounted crocodileeye flashers, the high-mounted external spare tire (but they’ve lowered the backup camera so it’s useful), and the toggles for the three differentials locks. Most importantly, they haven’t mucked with the boxlike shape that makes a G-Class an instantly recognizable off-road warrior.
Both the 550 and the G 63 are a remarkable 170 kilograms lighter. Light-weighting measures include aluminum doors, hood and fenders, though the 550 weighs in at a still-substantial 2,354 kg, while the G 63 is 2,485 kg.
Strengths have been shared, with drive characteristics of the more luxe AMG moving to the more rough-and-tumble 550, now equipped with on-the-fly selections for ride comfort. There is a promised reduction in wind noise, though with vehicles capable of deceptively high speeds (the AMG does 0 to 100km/h in 4.5 seconds), there is still some wind noise; you can’t fly out of the gate in something shaped like an admittedly high-end Kleenex box and not compromise something.
While these vehicles may get taken to Costco more often than they get taken off the pavement, the road less travelled is where they shine. If you think the ability to climb a 45-degree rock slope isn’t impressive, I can assure you it sends your adrenalin soaring. I just got back from doing eight days of this in the Sahara for a rally, and after half an hour in this rig I was wishing I could go back and do it again — in a G-Class. We plowed through a water obstacle that sent mud and water over the hood, testing the advertised 700-millimetre fording depth.
Some other numbers that are best experienced, but need to be told: 25.7-degree ramp breakover angle (that’s to avoid that sick crunching sound as you peak and head back down), 31 degree approach angle, and 30 degree departure angle (where you avoid that sick crunching sound as you approach the next obstacle before your butt has cleared the last one).
There’s 241-mm ground clearance for when you don’t want to swerve around every rock. We often call this segment the rock crawlers, but there is frequently no need to crawl. The new independent suspension with double wishbone means the truck rides better in a lot of unnerving conditions if you give it a steady throttle. For the passenger, rest assured, the iconic “oh s**t” handle on the dash is still there.
Interior changes were directed under the eye of Lillia Chernaeva, who notes they took their cues from the outside in.
“We knew we would honour the distinctive shape of the vehicle,” she says.
You can tart it up all you like in high-end skins and metals, but Mercedes-Benz has a 40-year history with this vehicle and changes have to find that sweet spot between modern esthetics and timeless function. The G 63 understandably has further appointments.
The 2019 Mercedes-Benz G-Class will be in showrooms this fall. They will be expensive (prices are not yet available, but 2018 starting prices are $128,900 for the G 550 and $157,100 for the G 63). I wasn’t driving base models, and I doubt the folks who want to add the new kid on the block to their stable will order it that way.
The G-Class vehicles are got-bucks trucks, but they are definitely class-defining.