Popular Mechanics (South Africa)
Evolution of the G-class:
Updating Merc’s bruiser for the new era Launched: Cherokee, Polo, E-pace The new vintage: ’94 Toyota Supra Electric power steering: What’s the big deal?
The world has changed a lot since 1979, but one automotive artefact has remained in production: the Geländewagen – or G-class, if you find its German pronunciation too challenging. Even within the impressive portfolio of products marketed by Mercedes-benz, Geländewagen remains its most iconic and endearing. Spartan cabin ergonomics were not, however, meant for civilians. It’s a scenario that has created an uncomfortable issue for Mercedes. Market demand for its G- Class is unwavering, but there are legacy compromises from the 1970s design which simply aren’t sustainable in 2018. Many assumed that Mercedes would do what Land Rover did with Defender and relent by finally ceasing production, but the G- Class is a profit pony.
At its Detroit (NAIAS) debut, observers must have been struck by an acute sense of déjà vu the moment G500 was revealed, for never in the history of automotive product evolution has a new vehicle been purposely engineered to have such a close resemblance to its predecessor. Merc is shamelessly honest in admitting that the fear of upsetting customers, who are drawn mostly by the iconic G- Class shape instead of its legendary off-road ability, coerced designers into delivering a car with the same military heritage styling details and proportions as the original.
All modern automotive design is dictated by principles of crash safety and aerodynamic efficiency. It’s the reason certain cars appear as ungainly as they do. G- Class 2.0 is the only contemporary example of a true two-box design; complete with round headlights, externally hinged doors with push button opening mechanisms and a raised V-shaped bonnet. Beyond the familiar façade, Mercedes has invested handsomely to redress all the lingering ergonomic and driving discrepancies that have afflicted G-class over time. The engineering project was so extensive that only five components were carried over to the new car: sun visors, headlight washer nozzles, the door push buttons, tow bar and spare wheel cover.
Despite being 53 mm longer bumper to bumper and 121 mm wider, this model is 170 kg lighter; a mass saving credited to aluminium body panels. At its core, G-class remains steel, instead of a unibody aluminium, with a rugged ladder frame anchoring all the crucial mechanical bits, although suspension and steering systems have been fundamentally altered.
Inside G-class there have been terrific gains in all aspects of comfort and convenience for passengers. Originally designed as a military vehicle for NATO officers during their German Cold War deployments in Berlin, G-class has never
been nearly as spacious or accommodating as one would expect from a MercedesBenz. The 2018 version has 150 mm more rear legroom, heated seats all round and a swathe of digitised infotainment available through two 12,3-inch screens. The traditional front passenger grab handle, a very necessary stabilising brace during extreme off-roading, has survived the cabin redesign and although additional elbow, head and legroom has been created for all passengers, the driving position is distinctly 4x4 biased. Seated at the controls, you’re unconventionally close to the door.
Perhaps the most pronounced weakness of G- Class has always been its recirculating ball steering system. Most ladder frame vehicles are annoyingly ponderous to perform steering inputs, an issue committed explorers see as fair compromise in return for unbreakable structural reliability off-road. With G- Class this unresponsiveness between driver input at the helm and any change in attitude at the front wheels, was worsened by its steering having to service much higher on-road speeds than most other ladder frame SUVS.
The new G500 gains agility thanks to a rack-and-pinion steering system, but this improvement comes at the cost of G-class’ celebrated half shaft-shielding properties of the solid front axle tube. To accommodate the new steering system, a fully independent front suspension configuration was required and although many credibly capable off-roading SUVS now have double-wishbone front suspension, overly adventurous G-class owners will miss the half shaft-shielding properties of a front axle tube.
With all of these modern compromises, Mercedes-benz remains true to marketing G- Class as an uncompromising grade 5 obstacle-capable off-road exploration vehicle. It retains the selectable traction of lockable differentials front, middle and rear (only Jeep’s Wrangler Rubicon and Toyota’s Land Cruiser 70- Series have a similar number of ’ lockers), with its off-road crawling talent supported by a surfeit of gears and low-range transfer case.
Mercedes-benz’s latest nine-speed automatic transmission features a G-mode function, too, which activates when any of the three differential locks or low-range are engaged. G-mode is a master algorithm that appropriately sensitises throttle reaction, relaxes steering geometry and limits the ninespeed gearbox’s shift steps during lowspeed, full-power off-road driving in technical terrain. With 241 mm of ground clearance, 35-degree approach angle and 700 mm wading depth, G500 will easily take you to places where your smartphone has absolutely no reception.
Powering the G500 is a 310 kw version of the ubiquitous Mercedes 4-litre bi-turbo V8, supported by 610 N.m, with a complement of further engine options to be revealed throughout 2018, including laughably powerful AMGS and endurance driving friendly diesels.
In a world where retro-mod air-cooled Singer Porsche 911s and bespoke Land Rover Defender V8s retail for many millions of rand, Mercedes has achieved an amazing feat of lateral marketing, by retaining everything that made Geländewagen iconic, and purging it of all the issues a vehicle from 1979 would have in a world of 2018 expectations.