First Drive Review
In automotive terms, a 36-year-old vehicle qualifies as downright elderly, yet the venerable Mercedes-Benz G-wagen shows no sign of retiring. The end of the production run for the current G-class is at least two or three years away, when Daimler will launch a thoroughly redesigned model, but we wouldn't be surprised if Mercedes decided to keep building the original even after that.
While it may not need any help in the market—the G-wagen virtually flies out of dealerships—Mercedes has gone ahead and replaced the entry-level engine with a more modern, more efficient, and more powerful unit. The previous, naturally aspirated 5.5-liter V-8 makes way for a new, twin-turbocharged 4.0-liter V-8—ostensibly the same engine the powers the AMG GT supercar.
It's rated at 416 horsepower and 450 lb-ft of torque, a significant step up from its predecessor's 382 horsepower and 391 lb-ft. The factory-stated zero-to-62-mph time drops to 5.9 seconds, while top speed remains governed at 130 mph. EPA figures aren’t in yet, but we would not expect a whole lot of improvement over the old engine’s 12/15 mpg city/highway ratings.
We loved the previous 5.5-liter V-8—it fired up with a bark and emitted a pleasingly guttural, almost AMG-like soundtrack. So we’re happy to report that the new engine, despite turbocharging, sounds very similar to the old one. Moreover, there is essentially no turbo lag, and the engine propels the G-wagen forward with astounding force. Torque is transmitted to all four wheels through a seven-speed automatic.
The new G550 is slightly better than the old model in a straight line—and it is a lot better during cornering, at least in the suspension's Sport setting. The body rolls less than before, and the stability-control system lets you have a lot more fun before it smoothly cuts in. Of course, the G550 is still a long, long, long way from a sports car. Its recirculating-ball steering is imprecise, low on providing feedback, and requires constant corrections. That’s not much of an issue off-road, however, where the G-class remains supremely capable thanks to its ladder-frame construction, low-range transfer case, and three locking differentials.
Logically, the G-class doesn't fare especially well in comparison to other, more-modern luxury SUVs. An Audi Q7, a Toyota Land Cruiser, a Cadillac Escalade, or a Range Rover are more comfortable, they handle better, and they offer far more contemporary technologies than the G550. G-wagen buyers don’t care, however; the SUV exists almost in its own stratosphere, like the Jeep Wrangler or even a Rolls-Royce Phantom. We’re glad it's still around—and happy to see it improved.
