When you find yourself craving something, be it a snack or your favorite movie, only one that particular thing will do the trick. No redo, update or replacement will do. It must be that thing thing. And for that very reason Mercedes-Benz G-Class survive and continue to grow. Nothing else really comes close. Mercedes itself knows that when it did The SUV’s first redesign for the 2019 model yearensure that the essence WOOD Grade everything is still maintained, from the overall brick-like design to the old door latches rattle. Without them, it wouldn’t be G. However, like many of the things we crave, they’re not always the best for us, and depending on your needs, you might regret giving up. desire.
Our test machine is the “lowly”, “humble” G 550. entrance-level G-Class starts around $140,000. And for the money, you get one of those rare vehicles that can be oddly called iconic. While every body plate has been changed with the redesign, it still looks and feels like the SUV introduced in the 1970s. The real giveaway is the LED headlights, built-in brush shield, and reflectors. more elegant integration.
Thankfully, the interior is actually very different from previous models. This is most evident in the packaging. There’s a lot more legroom than the previous generation, where your knees tend to get stuck in the center stack and console. Your tallest hats will also fit on sky-high roofs, regardless of your extraordinary (or not-so-extraordinary) height. The more spacious area also means that the steering wheel is not placed inconveniently. The rear seats are also more spacious, although it still has less legroom than other SUVs in the G’s price range and exterior dimensions. Even with a better driving position, the G continues to have Brand high seating position with low threshold and the ability to see every corner of the car. Many people cite “the commanding view of the road” as the main reason they buy an SUV, and it’s hard to get more commanding than the G. The front seats themselves are beautifully sculpted and feature plenty of space. adjustability, but they’re oddly certain. which can get a bit tiring on long drives. Cargo Space is also plentiful, especially in terms of height, although annoyingly the rear seats don’t fold flat against the cargo floor and there’s no room to place the privacy visor when removed.
Aside from the packaging, the interior showcases great materials around every corner. It’s all leather and real wood trim, even on the instrument panel’s signature grip. The interface is still modern with large dual screens for devices and infotainment. And of course, there are plenty of comfort features on offer such as massage chairs.
Now, while this may be the “new G,” it’s still four years old, which in conventional automotive terms would mean the end of its life. That way, it begins to show its age. It still uses the older generation infotainment system and controls, operated mainly by a knob in the center console, with at least an older generation of infotainment graphics. This isn’t necessarily 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 substituted handy physical controls for the climate and audio systems. Appreciated even more is the old steering wheel with physical control buttons still here, not the new steering wheel with touch buttons. Sometimes, being behind the times can be better.
In terms of driving experience, the obvious highlight is the standard twin-turbo 4.0-liter V8. It makes 416 horsepower and 450 pound-feet of torque, mated to an eight-speed automatic transmission and all-wheel drive. They’re good numbers, though acceleration is…well, it’s not bad, but it’s also not exciting, aside from the low, rumbling, scary exhaust. It feels pretty on par with luxury SUV course. It sounds crazy, but, yes, the AMG will make a case for itself if you want something that will hustle, at least in a straight line. Even so, if you’re really going to use G for off-roading, the 550 isn’t AMGthe side tubes and tires have a lower profile to counter the monster abilities offered by every G’s low-range transmission, and the front, center and rear differential locks.
The handling, although significantly improved over the previous generation, is still unimpressive by modern standards. Instead of feeling a bit sketchy in corners at around 30 mph, it starts to feel a bit sketchy in corners around 50 mph. It’s so tall and heavy, it’ll scare you off for the wrong reasons. Or maybe it’s a safety feature. It will warn you before you do something extremely stupid. Related, the steering is quite heavy, suitable for such a heavy vehicle truck, but that means driving around town requires more effort than you might be used to. After several dozen parking battles, it can get stale. Though you may have some lovely new toned muscles.
So ride quality might not be as soft in exchange for that mediocre handling. It’s actually quite stiff. You’ll get more crashes than any Mercedes besides this heavyweight AMG sport car. Thankfully, the body is superbly built and prevents creaks and creaks from spoiling the ambience. Wind noise starts to creep in at highway speeds, which isn’t surprising when you’re driving something with the aerodynamic profile of a brick wall.
But the point is, these downsides 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 “problems” make the G-Class feel like an old school pickup truck, even with major improvements. And no other automaker offers anything with the same combination of a luxurious interior, strong build quality, and a classic look and feel. You have to consider operating recovery devices to get close, and the G-Class comes with a seller network. There are objectively better means and honestly it would be smarter to buy one of them. But if what you crave is a G-Class, nothing else can do it.
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