Mercedes-Benz G 500 2015 Review

Key is a new ‘heart’. The old 5.5-litre naturally aspirated V8 powerplant has been binned in favour of the state-of-the-art new 4.0-litre twin-turbo V8 that debuted in the AMG GT and GTS (and which is also used in the latest C 63 AMG).

Sure, the engine has been detuned in view of its more utilitarian job description, but its outputs of 310kW and 610Nm (compared to 338kW and 600Nm the GT and 375kW and 650Nm in the GT S) are still a handy increment on the 285kW and 530Nm of the out-going model.

Consequently, the 0-100km/h split has been trimmed to 5.9 seconds (only half a second off the significantly pricier G 63 AMG), yet fuel economy has been improved by up to 17 per cent vis-à-vis the oldie, aided in part by an Eco stop/start function.

Numbers only tell half the story, as the turbine-like smoothness, effortless low-down grunt and delectable rumbling exhaust note distinguish the new powerplant as a much more sophisticated unit than the outgoing 5.5-litre donk.

As per the AMG GT, the G 500’s two turbochargers are housed within the cylinder banks (the so-called 'hot inside V'), which makes for maximum compactness, minimised lag and low exhaust emissions, enabling it to comfortably meet Euro 6 emissions standards.

Also new is an optional adaptive damping system (not to be confused with air suspension) that offers the driver a choice between Sport and Comfort modes, along with reprogrammed ESP, traction control and ABS systems to make for sharper on-road dynamics and shortened braking distances.

What hasn’t changed (naturally) is the full body-on-frame construction, vague recirculating ball steering, solid axles front and rear, three differential locks that can be engaged/disengaged on the move and copious plating underneath to fend off the assault of rocks and tree stumps. Of course, there’s also low-range gearing and hill-descent control.

Our drive route at the G-Class Frankfurt launch compromised a tarmac loop with a mix of freeway and country roads, as well as a short off-road course that barely tapped into the formidable all-terrain capabilities of the big G (check out our video for more).

On road, the rudimentary G 500 is obviously well off the pace set by the likes of the Range Rover and Porsche Cayenne. Turning into a corner requires you to tweak the steering, then tweak it some more, and then some more and eventually the thing goes where you want to go.

The same even goes for straight lines – it’s what the G-Class engineers call “active steering characteristics”…

It’s essentially just a case of reprogramming your brain and fingers before you fall into a comfortable rhythm with the vehicle.

Given that it’s the aerodynamic equivalent of a block of cheese, there’s obviously a fair bit of wind noise (and whistle) from around the A-pillars and elsewhere, but at the sort of speeds we’re governed to in Australia that shouldn’t detract too much from the experience.

You sit in a commanding position, with a full view of the bonnet and the indicator lamps serving as sighters, and there’s the possibility of comfortably ‘fat-arming’ it as the window sill is set at the perfect height.

The short off-road loop served to highlight how effortlessly the G Wagon can walk over obstacles that would require a more tippy-toey approach in most other large contemporary SUVs.

The cabin is a pleasant place to be, with a far more upmarket feel than G wagons of yesteryear, with good use of soft-touch surfaces, contrasting trim materials and piano black/metal highlights. The two-tube instrument cluster with 11.4cm multifunction display is also a clean piece of design.

There’s not what you’d call a surfeit of room, however… Despite the large external dimensions, the G-Class barely matches a midsize SUV for rear seat room.

Externally, the new G 500 is easy to identify by its redesigned front bumper with AMG-esque air-intakes (necessitated by the new turbo engine), as well as the now standard AMG flared wheel-arches in the colour of the vehicle.

We found our matt grey (Indium Grey) test vehicle garnered much rubbernecking on the roads of Frankfurt, so the G Wagon clearly still has considerable novelty value. Even though it’s now been around for 36 years, expect to be the centre of attention when you drive one Down Under.

It’s clear the venerable G 500 won’t suit all tastes, but the upgraded V8 and optional adaptive damping mean the vehicle still offers a quirky appeal.

When it arrives Down Under early next year, expect to pay a premium on the current version’s $167,900 pricetag.

Mercedes G500 pricing and specifications:
Price: From $170,000 (estimated)
Engine: 4.0-litre twin-turbo petrol V8
Power: 310kW @ 5250-5500rpm
Torque: 610Nm @ 2250-4750rpm
Fuel consumption: N/A
CO2: N/A
Safety rating: Not tested