G-class balances rugged and ritzy
Car’s digital wizardry coupled with durability delivers a robust ride
The sensation of opening — and shutting — the door on a Mercedes G-Class is an impressive experience, unique in the automotive realm.
There’s a heft to the door, just as there is with every other Mercedes product, but the actuation of the thumb button and hauling on a handle that feels as if it’s honed from granite conveys a sense of timeless precision and robust over-engineering not typically found in modern machinery.
It’s not gentle, it’s not dainty. There’s no electronic assistance, and closing the door requires a proper slam.
It’s an exceptionally mechanical sensation, and that’s important because being mechanical in an increasingly digital age is what truly sets the G-Class — even this new one — apart from its competitors. The new G 550 and AMG G 63 are, of course, loaded up with contemporary digital wizardry, such as adaptive cruise control, lane-keeping assist and even active parking assistance, and the digitally-adjustable drive modes and suspension are particularly impressive in their operation on the G 63.
But the fundamentals of what has always made a G-wagen what it is — rugged durability built upon an unapologetically industrial ladder frame — give this new Mercedes its age-old character. When the Gelandewagen (off-road vehicle) was first conceived in the 1970s, it was for professional applications such as contractor trucks, military machines and even the Popemobile.
Short of a Jeep Wrangler, there aren’t any other modern sport utilities that feel so closely tied to their working past, yet so dramatically refined. We were given the opportunity to drive the G 550 and G 63 at the Château de Lastours in Southern France. This location is where the last generation G-Class was also introduced to the media 18 years ago, and the 700-hectare winery serves double-duty as a challenging prov- ing ground for off-road driving and World Rally Car testing. Climbing up and down the mountainous terrain, it’s easy to believe the brand’s claim that the new G-wagen is superior to its predecessor when the roads disappear.
A proper low-range can be switched on-the-fly up to 40 km/h with a ratio change from high range at 1.00 to 2.93 in low. This is nearly one-third shorter than before, giving the new G a highly functional crawl speed for inclines and declines, requiring no electronic braking.
Ground clearance (24.1 cm between axles), approach (31 cm) and departure (30 cm) angles are all improved, and a tilt angle of 35 cm is also an improvement; an experience we put to the test during our drive.
Fording depth is also increased by 10 cm to 70 cm thanks to engineering such as protective foil cladding on the side and rear doors that prevent water from penetrating the cabin.
The Falken Wildpeak all-terrain tires fitted to our off-road testers can be specified when ordering a new G-Class and held up exceptionally well over the sharp rocks and gravel, as well as maintaining their onroad manners, only showing any significant limitations in mud. Despite more asphalt-oriented tires (on larger wheels), and the wildly bad-ass side pipes limiting clearance, the AMG G 63 still makes use of the hardware that makes the G 550 such a mountain goat. Locking diffs, low range and significant suspension articulation conspire to take G 63 drivers much farther off the beaten path than other pricey, sport-oriented SUVs.
Where the AMG also differs is with its Dynamic Select control that offers not only Slippery, Comfort, Sport and Sport+ modes like other AMG models, but also off-road settings for sand, trail and rock conditions. A mud, rock and gravel circuit was set up wherein we were encouraged to drive the G 63 as if it were a rally car.
The different drive modes adjust the characteristics of suspension stiffness, throttle response and shift points, optimized for traction and performance over the varying conditions. No machine as capable off-road as the G-wagen should be able to accelerate from rest to 60 m.p.h. in fewer than 4.5 seconds, the way the G 63 can (G 550 is said to do it in fewer than 6 seconds). With 577 hp and 627 lb-ft of torque on hand from the G 63, and 416 hp and 450 lb-ft from the G 550, the robust power delivery and smooth and linear throughout the rev range. Plus, the new 9speed automatic does a great job suiting each of the G’s personalities.
The G 63 tackled the circuitous French secondary roads with speeds that suggest Mercedes’ engineers have found a way to cheat physics.
If there’s one complaint, it’s that the G-Class exhibits a startling amount of wind noise in the cabin for a luxury vehicle, despite Mercedes’ spokespeople claiming a notable reduction. And aside from the cost and fuel consumption (both of which are expected to be high, but not yet confirmed), there’s little else to whine about here. The new Mercedes and AMG G-Class rigs are remarkable machines. But even if all of the engineering improvements go largely unnoticed, opening and closing those doors every time a buyer climbs into his or her GClass will remind just how special a machine this is.