Mercedes G-Class electric review

If it looks like a G-Class, drives like a G-Class and sounds like a G-Class , then it probably is a G-Class. The first electric G-Class – or, to use its clumsy proper name, theAnd you know what? The Stuttgart firm has nailed it. It has even objectively improved the formula in some areas. The EV version is certainly a lot torquier than the G63, quieter than the regular G-Class and better off road than either.

The doors have an enlarged vent in the pillar of the car to equalise air pressure. It’s supposed to make the doors easier to close. But they are reassuringly still quite hard to shut, and still make thatbut fitted into a differently shaped pack) is stored in between the chassis rails. It’s not very wide, so the modules are stacked on top of each other, with cooling on either side.

There are physical buttons for heating controls beneath the big infotainment screen and they work in a conventional and easy way. The wing mirrors are adjusted via a button on the top of the door edges, where you’ll also find window switches and toggles for adjusting the seat. I’ve been amused by numerous online comments guffawing at the G580’s 0-62mph time of ‘merely’ 4.7sec, which really shows a gross misunderstanding of what the G-Class is about. Rest assured, if you’re genuinely concerned that this EV might be slow, I can attest that it has Tarmac-destroying accelerative potential from most speeds.

The low-speed ride is where it’s most felt. It judders over prolonged uneven surfaces and crashes about over large speed bumps.A lot of wind noise too. The electric powertrain is very quiet and refined, but that only exaggerates the disturbance getting through to the cockpit. First up is G-Steering. It can significantly reduce the turning circle by braking an inside wheel and sending more power to an outside one. It’s supposed to get you round a tight bend but you can also use it for skids, which is wicked. I suspect people will use it for skids.

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