The G-Wagen has held a place of its own in the hearts of off-roading enthusiasts for many decades now, and it has been significantly transformed over the years from a military truck into a posh 4×4 with emphasis on luxury without losing its identity.
Despite the steep starting price of $139,900 in the United States, climbing to at least $179,000 for the Mercedes-AMG G 63, they’re simply flying off the shelves of dealers all over the world. Nonetheless, not everyone is made of cash, you see, hence the occasional talk about a possible ‘baby’ G-Class, also referred to as the GLG every now and then.
Depending on the size, such a product would take a swing at the Ford Bronco and Jeep Wrangler, with a premium twisty, wrapped in a package that may look similar to the real G-Wagen. Assuming that Mercedes will be able to keep the price in check, they should have no problem selling it, though that is easier said than done in today’s crazy fast-moving industry, where three-year-old cars are already considered old, and insane dealer markups are way too common.
As for the talk about a possible baby G-Class, it came via Germany’s Handelsblatt, quoting the company’s head honcho, Ola Kallenius, who is a big supporter of such a model. The Mercedes chief reportedly wants a smaller take on the G-Wagen, with a similar design, shorter wheelbase, and fewer inches between its belly and the road. At first glance, that may sound like a potent off-roader, but the truth is that it won’t be mechanically-related to the real thing. In fact, it will allegedly be based on the MMA platform that is expected to debut next year.
The new construction will be versatile, as it will underpin the upcoming GLA and GLB premium subcompact crossovers, as well as the next-gen CLA, and it will support battery-electric assemblies. The baby G-Class is understood to use a battery-electric powertrain, maybe with an 800-volt system that will give it fast-charging capability, and it might have a total driving range slightly exceeding the 300-mile (480-km) mark, MotorTrend believes.
Mind you, despite Ola Kallenius’ push for the baby G-Class, it appears that he is faced with serious opposition from the inside, hence why it might never see the light of day. Therefore, you should take the above information as a simple rumor for now, and hope that if given the green light for production, then it will eventually apply for a U.S. visa. We’d want to see it with some dedicated off-road gizmos, and a good-old gasoline-fed engine as an alternative to the EV, as it would have the potential of becoming a moneymaker, especially if it ends up looking very similar to the G-Class.
The second generation Mercedes G-Class may be cool and all, with the two hot versions signed by AMG. You have the regular G 63 and the menacing G 63 4×4 Squared, which can put hair on the chest of little girls should they happen to touch the steering wheel. But no matter how hard they try to quench the thirst of off-roading enthusiasts, they pale in comparison to the 6×6 model, which was based on the previous iteration.
Almost ten years have passed since Mercedes announced that they would put the G 63 AMG 6×6 into production, and about the same since they dropped the first official information about it. The model was built in limited numbers between 2013 and 2015, at Magna Steyr, in Austria, and even back then it was eye-watering expensive. Pricing used to kick off at over half a million dollars, and shortly after the first owners got their hands on theirs, it skyrocketed to new levels on the used car market. In other words, examples carrying seven-digit price tags soon became the norm.
Chances are if you encounter one on the road, you will know it’s coming from a mile away. It is much bigger than the regular G-Wagen, and the 6×6 part in its name stands for six-wheel drive, because it has three axles spinning six wheels. The Mercedes-Benz G 63 AMG 6×6 measures 5,875 mm (231.3 in) from bumper to bumper, is 2,110 mm (83.1 in) wide and 2,210 mm (87 in) tall. That is 1,120 mm (44 in) longer than the normal previous-gen G-Class, 285 mm (11.2 in) wider, and 280 mm (11 in) taller. Moreover, the monstrous machine was offered with a big open bed behind the passenger compartment, so a dual-cab pickup truck is the definition we’re looking for here.
Portal axles were included, and the vehicle has five differential locks, tire-pressure control system, low-range ratio in the transfer case, and massive tires. It tips the scales at almost four tons (~8,800 lb), and it has two fuel tanks, with a total capacity of 159 liters (42 gallons). On top of these, it has big fender flares and a few other bits and bobs further separating it from the older G 63 AMG. Hop inside, and you will see fine leather upholstery and Alcantara wrapped around most touchable surfaces, as well as the occasional carbon fiber trim. It can seat four in total comfort on the individual seats, which feature heating and ventilation, and it comes with all the bells and whistles that one can expect from a rather old vehicle, which remained pretty much the same over the decades until the second generation arrived in 2018.
Anyone who knows a thing or two about cars born in Affalterbach can tell you that the G 63 AMG 6×6 came with a twin-turbocharged 5.5-liter V8. The engine produces 544 ps (536 hp/400 kW) and 761 Nm (561 lb-ft) of torque, with everything transferred to the six wheels via the seven-speed automatic transmission. The acceleration time is irrelevant, because it will eventually get there. The initial data reveals that it needs roughly 8 seconds from 0 to 100 kph (0-62 mph) and that its top speed is electronically limited to 160 kph (100 mph). That said, you won’t do any drag racing in this six-wheel drive machine, but you could venture far off the lit path should you want to, and that’s without any modifications whatsoever. And speaking of modifications, the pictured example does sport some, as it was signed by Brabus.
Known as the Brabus 700, it has 700 ps (690 hp/515 kW) and 960 Nm (708 lb-ft) of torque on tap, thanks to the upgraded turbos, larger exhaust manifolds, and a few other tweaks. It is finished in a lovely shade of beige, on top of the brown and black leather interior, riding on the 18-inch beadlock wheels wrapped in thick rubber, and features aftermarket running boards, additional lights up front, bulbar, LED roof panel, new logos, etc. These add up to the very generous list of gizmos fitted at the factory, including the sunroof, Harman Kardon audio, ambient lighting, heated seats and windscreen, auxiliary heater, and rear-seat entertainment, to name but some.
As you have probably figured out, this Mercedes-Benz G 63 AMG 6×6 Brabus 700 is for sale, so you might be looking at your future ride, if you can afford spending a seven-digit sum on it. The vehicle is advertised by Hollmann, and the listing reveals an asking price of €1,368,500, including tax, or $1,487,725 at today’s exchange rates. The ad states that it is in stock, and ready for shipping, so if you had that much cash lying around, would you buy it or would you settle for a new-gen Mercedes-AMG G 63 instead? I’d probably go for it; after all, we only live once.
There’s still nothing like it, for better and for worse
When you find yourself with a craving for something, maybe a favorite junk food or movie, only that specific thing will do the trick. No remake, update or substitute will do. It has to be that thing. And it’s for that reason that the Mercedes-Benz G-Class exists and continues to thrive. There’s literally nothing else that comes close. Mercedes itself knew that when it did its first ground-up redesign of the SUV for the 2019 model year, making sure that quintessential G-Class things were maintained, from the overall brick-like design to the old door latches that clacked. Without them, it just wouldn’t be a G. Like many things we crave, though, they’re not always the best for us, and depending on your needs, you could be regretting caving to the crave.
Our test machine is the “lowly,” “humble” G 550. This entry-level G-Class starts around $140,000. And for the money, you are getting one of the rare vehicles that can unironically be called iconic. Even though every body panel was changed with the redesign, it still looks just like the SUV that was introduced in the 1970s. The real giveaways are the LED headlights, the integrated brush guard and more elegantly integrated reflectors.
Thankfully, the interior is actually very different from the past models. This is most evident in the packaging. There’s so much more legroom than the previous generation, in which your knees tended to be jammed up in the dash and center stack. Your tallest hats will also fit under the sky-high roof, regardless of your own prodigious (or not-so-prodigious) height. The more spacious area also means the steering wheel isn’t placed awkwardly. The rear seat is also more accommodating, though it still has less legroom than other SUVs of the G’s price tag and exterior dimensions. Even with the better driving position, the G continues to have its trademark high seating position with low sills and the ability to see every corner of the vehicle. Many people tout a “commanding view of the road” as a key reason they purchased an SUV, and it’s hard to get more commanding than the G. The front seats themselves are well sculpted and have lots of adjustment, but they are oddly firm, which can get a little tiresome on long drives. Cargo space is copious, too, particularly in height, though it’s frustrating that the rear seats don’t fold flat with the cargo floor, and there’s nowhere to put the privacy cover when removed.
Besides the packaging, the interior showcases superb materials at every corner. It’s all leather and real wood trim, even on the dash’s signature grab handle. The look is still modern with the large dual screens for instruments and infotainment. And of course oodles of comfort features are on offer such as massaging seats.
Now, while this may be the “new G,” it’s still four years old, which in normal car terms, would be on the back end of its lifecycle. In that way, it’s starting to show its age. It still uses an infotainment system and controller that’s a generation old, one operated mainly by a control knob in the center console, with infotainment graphics at least a generation older. This wouldn’t necessarily be a bad thing, but it runs a bit slow compared to the latest model, and with such layered menus, it can take a while to navigate with the knob. On the plus side, Mercedes hasn’t replaced the handy physical controls for climate and sound system. Even more appreciated is the fact that the old steering wheel with physical controls is still here, and not the new one with touch-sensitive buttons. Occasionally, being behind the times can be better.
As for the driving experience, the clear highlight is the standard twin-turbo 4.0-liter V8. It makes 416 horsepower and 450 pound-feet of torque, and is paired to an eight-speed automatic transmission and full-time four-wheel drive. They’re good numbers, though acceleration is … well, it’s not bad, but it’s not exciting, either, apart from the low, rumbly, intimidating exhaust note. It feels pretty par for the luxury SUV course. It sounds insane, but, yes, the AMG does make a case for itself if you want something that will hustle harder, at least in a straight line. Though, if you actually plan to use a G for off-roading, the 550 doesn’t have the AMG’s side pipes and lower-profile tires that counteract the monster capabilities provided by every G’s low-range gearing, and front, center and rear differential locks.
Handling, although dramatically improved over the previous generation, is still unimpressive by modern standards. Instead of feeling a little sketchy in corners at around 30 mph, it starts feeling sketchy in corners around 50 mph. It’s just so tall and top-heavy, it will scare you for all the wrong reasons. Or maybe it’s a safety feature. It’ll warn you before you do something horribly stupid. Related, the steering is remarkably heavy, which is fitting for such a heavy truck, but it does mean that driving around town requires a lot more effort than you’re likely used to. After a few dozen parking lot battles, it might get old. Although you may have some lovely new muscle tone.
So too might the ride quality, which isn’t cushy-soft in exchange for that mediocre handling. It’s actually fairly stiff. You’ll be bumped around more than in just about any Mercedes this side of a hardcore AMG sports car. Thankfully the body is superbly well built and prevents rattles and creaks from ruining the ambiance. Wind noise does start to creep in at highway speeds, which can’t be surprising when you’re driving something with the aerodynamic profile of a brick wall.
But the thing is, these drawbacks are part of the appeal for G-Class fans. It’s like the sugar in a cake or the grease in a burger. It’s not necessarily “good,” but it wouldn’t be the same without it. These “issues” keep the G-Class feeling like an old-school pickup truck, even with massive improvements. And no other automaker offers anything with the same combination of posh interior, robust build quality, and vintage looks and feel. You have to look at commissioning restomods to come close, and the G-Class comes with a dealer network. There are vehicles that are objectively better and honestly, it would be smarter to buy one of those. But if what you crave is a G-Class, nothing else will do.
It’s been well over half a year since Mercedes-AMG uncovered the brand-new 4×4², which is based on the second-generation G-Class, in the G 63 configuration, and we’re still mesmerized by it. But how could you not be in today’s car industry that is overcrowded with crossovers and electric vehicles?
You’re looking at one fine piece of overlanding machinery, which is ready to conquer the great outdoors straight from the factory. Mind you, we’d add some grippier tires than the ones equipping the stock 22-inch alloys, and we’d also give it some steel bumpers, a winch, and raptor paint to keep that boxy body safe from scratches, but other than that, it doesn’t really need anything more, because it does feature things that aren’t that common among OEM vehicles.
Portal axles are but one feature that you can write home about, which will help the off-roader go over some even more serious obstacles, aided by the huge ground clearance and the performance put out by the bi-turbo V8. But more on the engine in a moment, as we also have to mention the oversized fenders, which contribute to the elevated stance over the regular G 63. The G 63 4×4² also sports additional lights above the front windscreen, upholstery that is exclusive to this model, digital rearview mirror, and special start up on the digital instrument cluster.
As we are certain you already know, the 4.0-liter twin-turbo V8 is identical to the one powering the Mercedes-AMG G 63. It develops 577 hp (585 ps/430 kW) and 627 lb-ft (850 Nm) of torque, delivering the thrust to the four-wheel drive through a nine-speed automatic transmission. Flat-out, the normal G 63 will eventually run out of breath at 137 mph (220 kph), and it can hit 60 mph (97 kph) in 4.5 seconds from naught. However, the G 63 4×4² is bigger and therefore heavier, so it is slower too. We cannot tell you about the sprint time, nor the top speed, because the Affalterbach brand is keeping these details close to its chest, but it’s definitely no slouch either. As a matter of fact, it has enough grunt to attack some very steep hills and to perform some safe overtakes.
We have yet to decide what color works best on the new Mercedes-AMG G 63 4×4², though the palette is vast, and it can become even vaster should you decide to go for a custom wrap. Nonetheless, if you feel like this beast looks best in green, then you have come to the right place, as the pictured example sports such a hue. Also, chances are that you haven’t seen one dressed in green ever since the grand unveiling last summer, so it’s definitely worth a second look.
The second-generation Mercedes G-Class is so common that most petrolheads do not give a flying hoot about it anymore – unless they’re the ones holding the wheel. The same often applies to the two AMG variants, the normal G 63 and the G 63 4×4 Squared, yet not when it comes to their tuned counterparts.
Mind you, the tuning world has nothing to do with the Mercedes EQG, for now anyway, because the electric off-roader is still in the testing and fine-tuning phase. Several scoops have shown various prototypes in different environments, and all of them wore vinyl stickers on their bodies, meant to hide some of the changes over the ICE-powered models.
Retaining the iconic shape of its brethren, old and new, the upcoming Mercedes-Benz EQG will feature a closed-off grille, and this, together with the missing exhaust tips, will be the main things that will visually set it apart on the outside. Those who know a thing or two about G-Wagens will tell you that it has new front and rear bumpers, fender flares, and wheels with an aero design that will minimize drag compared to the normal offerings, thus improving the driving range.
Besides the new upholstery and trim, the EQG will feature an updated center console hosting a new touchpad controller on the inside. Fresh switchgear will be part of the makeover, and so will new central air vents. There will also be a new steering wheel, deleted analog clock, and a dedicated button that will activate the G-Turn function, as this vehicle is capable of turning like a tank.
Can’t wait to find out what powers it, and to learn the magic numbers, like the output, torque, naught to sixty-two miles per hour sprint time, and top speed? Well, you’re not alone, but these details are still a well-preserved secret. One of the few things the three-pointed star brand had to say about it, for now, is that the EQG will sport “enormous pulling power.” A range extender will be included, and we cannot tell you anything about this feature for now, nor the battery that will feed the four motors driving it.
It has been reported that the Mercedes-Benz EQG will premiere at the end of the year or in 2024 and that the order books will open next year. There’s no way to verify that information yet, but when it will finally show its uncamouflaged face in an official environment, chances are it will look very similar to the one sketched out by kelsonik. The rendering portrays it with a bi-tone look, mixing white on the lower parts of the body and black on the hood, pillars, and roof, and with a backlit closed-off grille that puts the spotlight on its electron-sipping nature.
Article Credits: Cristian Gnaticov Full Articles: https://www.autoevolution.com/news/electric-g-class-goes-by-the-mercedes-eqg-name-will-boast-enormous-pulling-power-210242.html
