Latest news with #G580
Stuff.tv
2 days ago
- Automotive
- Stuff.tv
Forget the G63 – Mercedes' electric G-Wagon is my pick for a powerful off-roader
I've always had a soft spot for the Mercedes G-Class. That boxy silhouette. The clunk when you shut the door. The feeling you're piloting something carved from a granite block. But after a week with the electric Mercedes-Benz G 580 with EQ Technology (to give it its full title), I've come to a bold conclusion: this is the G-Wagon I'd actually want to own. Forget the AMG G63 – this one's better. Let's start with the obvious. From the outside, the G 580 looks almost identical to its combustion-powered siblings. That's no bad thing. The squared-off design is iconic, and Mercedes has wisely chosen to preserve that silhouette rather than reinvent it. Sure, there are a few tell-tale signs – aero wheels, a smart body-coloured panel where the grille slats would usually sit, and a cleverly repurposed rear 'spare wheel' box which now hides the charging cable – but it's subtle and most people wouldn't know this is an EV. That low-key styling suits me. I've spent time with the G63 before, and while I enjoyed the power and presence, I never really liked the attention it drew. It's loud, it's brash, and (rightly or wrongly) I always felt a twinge of guilt driving it (you know it's drinking fuel faster than you can top it up). The G 580 fixes that. It's quiet, clean and still gets just enough attention from passers-by. Even better, it doesn't make a scene every time you set off, or scream 'look at me' every time your foot goes near the throttle. In fact, the silence is one of my favourite things about it. Off-roading, especially, just makes sense. No roaring engine, no disturbing the peace – it just glides through the countryside. Mercedes has added an artificial electric sound in the cabin, and while I usually turn that sort of thing off in EVs, I actually left it on here. It sounds pretty good and gives you a sense of connection without being obnoxious. Inside, it's the same story as outside. If you've been in a recent G-Class, you'll know what to expect. The interior is brilliantly built, full of satisfying switches and metallic trim. The doors still need a proper slam to shut – one of those small things that makes the G feel like a proper G. My two-year-old son was obsessed with it. He called it the 'big car' all week and insisted on climbing in himself. That's probably the highest praise any design can get – toddler approval. Practicality? It held up well. I used it for the usual short trips – shops, pre-school runs, to get a takeaway – but also took it on a longer journey from Bicester to Norfolk and back. That's about 140 miles each way, and it did the outward leg comfortably on a single charge. Real-world range came out at around 220-230 miles for me, which is perfectly usable. Could it be better? Of course. It's really up to you as to whether that fits into your driving lifestyle or not. What really impressed me, though, was how easy it is to drive. Despite its size, the G 580 never felt unwieldy. The big windows and boxy design give you great visibility, and it handles bumps and potholes like a much softer SUV. The ride is smooth, the suspension has enough give to keep things comfortable, and the new electric powertrain means acceleration is instantaneous (4.7 seconds to 60 mph). It can be very rapid when you want it to be. The 'performance handling' seats are a highlight too. They've got inflatable side bolsters that puff up in corners to keep you in place. It sounds gimmicky, but it works surprisingly well. You can hustle this thing through twisty roads and still feel in control. I also really liked the 'Intelligent Recuperation' mode – a smart regenerative braking setting that constantly adjusts based on traffic, road layout and gradient. I used it the whole time. For example, if you lift off the accelerator on the motorway, the car will coast. But do the same when approaching a roundabout, and it'll apply regenerative braking automatically. There were annoyances, of course. The upright windscreen, while part of the G's charm, is an absolute bug magnet. Every journey ended with a streaked, splattered view and a silent plea for more washer fluid. If you're a clean freak, be warned: you'll be topping up regularly. But that's really my biggest gripe. The infotainment – typically Mercedes – is slick, fast and works perfectly. Navigation, media, voice controls, and even the ambient lighting are all very straightforward. And then there's G-Turn. Yes, it's a gimmick. But it's also absolutely hilarious. Push a few buttons, hold one of the paddles behind the steering wheel, and the car spins on the spot like a tank. It's completely pointless, let's be honest, but you'll want to show everyone. At the end of the week, I didn't want to give the keys back. That doesn't happen often. Most cars I test go back with a nod of appreciation and a mental note filed away, but the G 580 got under my skin. It has all the things I love about the G-Wagon – the feel, the style, the go-anywhere confidence – but without the bits I didn't: the noise, the guilt, the excess. Is it cheap? At around $170,000 / £180,000, no. But no G-Class is. The fact that this one manages to be cleaner, quieter and still just as capable is what matters. So, if you're eyeing up a G-Wagon and think you need the G63's V8 to justify it, I'd say think again. The G 580 is the one I'd choose. Not because it's the electric one. Because it's the better one. Liked this? The McLaren Artura is the most engaging hybrid I've ever driven
News.com.au
3 days ago
- Automotive
- News.com.au
G-Wagon goes electric and it's fiercer than ever
The Mercedes-Benz G-Class is one of the most iconic cars on the planet. So iconic that most Aussies simply call it the 'G-Wagon'. The 'G' stands for Gelandewagen, which translates from German to 'cross-country vehicle'. It was developed in the 1970s for its military use, but has driven from the battlefield to the boulevard, becoming a must-have for hip hop royalty, Hollywood elites, Toorak mums and Bondi entrepreneurs. It's big, boxy, and cherishes its legacy. A fashion statement, more than a four-wheel drive. Now, in true sustainable style, you can opt for electric power in – the Mercedes-Benz G 580 with EQ technology. There are plenty of misconceptions around electric vehicles. The generalisations include that they're dull and have no grunt. But the G 580 proves those assumptions wrong in the most stylish way. I've seen what this EV can do and let me tell you, this is not your average EV. I've watched it scale boulders, pirouette in the dirt, and plough through rivers. Fun fact: It actually has more off-roading capability than the V8-powered G 63 AMG model. Built on a traditional ladder-frame chassis with independent front suspension and a solid rear axle, the G 580 offers 432kW and 1164Nm or torque from four electric motors, one at each wheel. An 'off-road cockpit' displays all the relevant functions, including tyre pressure, inclination, compass and torque to wheel. The G 580 features new technology such as G-Steering, which helps reduce the turning circle by overdriving one side of the car, and G-Turn which lets you spin 360 degrees on the spot. One of the standout features is its 'transparent bonnet' – a clever camera system that uses views from the front and side mirror to give drivers a virtual image of what's beneath the front of the car. Displayed on the central screen, it's a unique piece of technology that helps in navigating steep trails, rocky terrain or hidden obstacles, which you wouldn't normally see from behind the wheel. It can wade through 850mm of water, 150mm more than the G 63. Underneath the battery is protected by a 26mm-thick casing made from 'top secret' materials, including carbon fibre. Strangely for an off-roader, the G 580 doesn't come with a spare tyre. That classic box on the back door? It's a fake, there to store charging cables, not a spare wheel. But you can swap it out for a spare wheel at no extra cost. Unfortunately, there's no space under the frunk but sufficient space in the boot (620L). But let's be honest, how many G Wagon owners are taking this off-road? At $249,900 for the base or $299,900 for the Edition One, it's more likely to be used for school drops, brunch runs or parked in high-end driveways. Still, if you ever did need to cross the Simpson Desert or scale a rock wall, you know you could. It's also not slow for a large SUV, with a 0-100km/h of just 4.7 seconds and a top speed of 180km/h. Driving this EV was such an experience and as someone who loves SUVs, the G 580 certainly shines just as bright as the combustion variant. Underneath the iconic silhouette is a 116kW battery good for 567km of range (NEDC) plus 200kW DC fast charging that gets you from 10-80 per cent in just 32 minutes. Inside, it's luxurious. Nappa leather, Burmester 3D sound, heated and cooled cup holders and the MBUX digital cockpit. The Edition One steps it up a notch with standard 20-inch black alloy wheels, tinted lights, black exterior mirrors, carbon trim and blue contrast stitching. A range of optional packages lets you customer the G 580 to suit your style. But here's the best part, the G 580 might actually appeal to those who have always dreamt of owning a G-Wagon but couldn't justify the cost. The G 580 is not only more affordable in terms of price but will also save owners in terms of fuel costs. I think this could genuinely be perfect for inner-city parents, modern moguls or the urban adventurers who want something strong but sustainable. It's still the iconic G-Wagon, just evolved.
The Advertiser
4 days ago
- Automotive
- The Advertiser
2025 Mercedes-Benz G580 with EQ Technology review
Mercedes-Benz G-Class Pros Mercedes-Benz G-Class Cons Toorak residents, rejoice! There's a new Mercedes-Benz G-Class, but you won't hear this one coming. "G-Wagen first, EV later" is what Mercedes-Benz pitched for the G580. There's no arguing it looks like a G-Wagen on the outside, so that's a good start. It still boasts ladder-frame construction too, and it's arguably more capable off-road than the V8-powered G63s you'll see exploring Melbourne's most affluent suburbs, following in the footsteps of the oil-burning G400d. How, you might ask? Even though this isn't at all an AMG performance model, Mercedes-Benz has not cut any corners. Addressing the elephant in the room reveals that the G580 is, in fact, an electric vehicle (EV), but instead of a typical dual-motor all-wheel drive setup, you'll find four motors here – one for each wheel. That's a complete reimagining of the G-Class formula, and it seems as far-fetched as it should be for a car this niche. Better yet, Mercedes has taken full advantage of the capabilities that a quad-motor EV unlocks, even if this is 'just' a Benz. On-road it's similar to its V8 sibling, but off-road is where it has the edge. You get G-Steer, which when turning effectively locks the inside wheels to allow the car to navigate tight radii. Then there's G-Turn, which allows the G580 to rotate up to 720 degrees on the spot by spinning the left and right wheels in opposite directions. Mercedes says this is useful for turning around on a tight trail… but apart from a bit of fun that's about it. All of that, and the G580 produces more power and torque than the G63 while being more than $100,000 cheaper. But it's still far from cheap and it doesn't sound as good as the G63 with its hearty V8, and the artificial G-Roar may not be for everyone. We drove the G580 in Melbourne's southeast suburbs and around Healesville as part of the local launch for both it and the Mercedes-AMG E53 Hybrid sports sedan. There was no serious off-roading this time, but we had an early look at its capabilities at the Australian Grand Prix earlier this year. Does electric power improve or diminish the iconic G-Wagen breed? The G580 is priced from $249,900 before on-road costs, but Mercedes-Benz is also offering an Edition One version at launch for $299,900 before on-roads. As a ladder-frame electric SUV with all-terrain capability to match the legendary German off-road wagon on which it's based, the G580 currently has no real rivals. We know Range Rover is developing an EV and testing it in all sorts of harsh off-road conditions, but that's as close as competitors come and it's still at least a year away – if it comes to Australia at all. The question is therefore what kind of buyers will the G580 attract. Owners of the AMG G63 (priced at $368,400 before on-roads) will likely be reluctant to give up their V8s, so if you exclude the much cheaper Ineos Grenadier that leaves just a couple of off-road-leaning luxury SUVs with internal combustion. One is the Land Rover Defender, which is most comparable in 110 long-wheelbase five-door guise, albeit a touch larger. Options include either the P525 with its 5.0-litre supercharged V8 for $198,914 before on-roads, or the P635 Octa with its 4.4-litre twin-turbo V8 for $291,542 before on-roads. There's also the Range Rover Sport P530 Autobiography, powered by a 4.4-litre twin-turbo V8 and priced at $233,961 before on-roads. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool The G580 cabin presents as far more unique than a lot of other current Mercedes-Benzes, and that's a good thing. You still get dual 12.3-inch screens on the dashboard and the same steering wheel fitted across most of the catalogue, but the design here feels satisfyingly cohesive. A big part of that is the fact the G-Class interior has hardly changed in the past five years, which technically means it's a generation behind. You therefore get a setup that looks a lot more traditional and continues the design ethos and build quality Mercedes-Benz employed in the late 2010s. Some things have disappeared since the G400d first made its way here though, like the real wristwatch face once fitted below the central air vents. It's the product of simplifying this area while adding alternative storage options, but it's a shame that classy touches like that have fallen by the wayside. What isn't a shame is the fact the G-Class' physical climate interface has survived. It's visually smaller and more streamlined than it used to be, but we're glad it still works in largely the same way it always did. Mercedes-Benz still fits brushed aluminum trim around the circular air vents, and there's a strip of it running the length of the dash that ties everything together. The fact that you get a thoughtful design instead of an interior that's simply plastered with screens is refreshing. The screens that are here are nice to interact with, and big enough to be functional without being obnoxious. They occupy a shared panel, which has been recessed into the dashboard and fits with the rest of the car thanks to its square edges. On the left is the infotainment display, which offers a plethora of menus, appearances, and settings. It's graphically sharp while being responsive, and you get the benefit of both wired and wireless smartphone mirroring as standard. An interesting element is the touchpad on the centre console. This has been carried across from previous generations of G-Class and controls the infotainment screen, but it's still fiddly in practice – you'll find some glossy shortcut buttons here too, as well as the discreet drive mode switch. Even more customisation is available for the instrument cluster ahead of the steering wheel. Once again it looks the part, and everything here is controlled using the haptic touch 'buttons' on the steering wheel. As with many other modern Mercs, these haptic controls are fiddly. Swiping sideways to scroll through preset templates will often be mistaken for vertical movements, which makes it annoying to interact with. They're the same on both sides of the steering wheel too, with the right side taking instrument-related controls and the left responsible for infotainment and audio. Worse still, they're finished in smudge-prone gloss black. Fortunately, it's one of the only places the material is found, but there's a little bit more on the door cards. It's not quite as utilitarian as it maybe should be for a car like the G580, and somewhat undermines its otherwise rugged feel. The same can be said for the carbon-fibre trim on the centre console and dashboard, albeit sparsely on the latter. But we like the large steering wheel, which is finished in high-quality leather and feels nice in the hands. It's backed up by comfortable seats, which offer powered adjustment for all sorts of movements. You get powered lumbar support as standard, and you can also adjust the side bolstering to change how much you're squeezed. It's worth noting that the model on test here is the Edition One, which gets 'Silver Pearl' and black Nappa leather upholstery instead of the standard black. The differences between both versions of the G580 are primarily cosmetic, apart from the slight on-road difference you'll feel from the 20-inch alloys compared to the full-time variant's 19s. You'll also notice a sturdy grab handle in front of the passenger seat, which is finished in carbon-fibre. Mercedes has been generous with its storage solutions too, fitting a nicely sized centre box, two cupholders under the sliding cover, and a selection of USB-C ports in both. Moving to the back reveals a space that's more cramped than you might expect for such a big vehicle. Naturally there's plenty of headroom, but legroom will quickly be compromised behind taller front-row occupants. Given the size of the G-Class, this is disappointing. The seats themselves are relatively firm too, and you don't get nearly the same level of bolstering as you do up front – the middle seat is also compromised by a driveline tunnel. Fortunately there are some creature comforts like a dedicated climate control panel and two circular rear-facing air vents. You also get map pockets on the front seatbacks, as well as a couple of cupholders and bottle holders on the fold-down centre armrest and door cards respectively. There's also a unique pass-through once the armrest is down, providing a small window into the G580's boot. The boxy body of the G-Class means vertical boot space is exceptional, but the load floor doesn't quite extend as far forward as we'd like, and it also feels rather narrow. At least the load floor is flat from the boot opening, even if it is fairly high off the ground. You also get a couple of handy storage options like a net on the side wall and hooks in each corner of the floor. On the back of the tailgate is something that resembles a spare wheel, but it's actually a small case ideal for storing charging cables. This so-called "Design Box" looks a bit like a backpack, and we can't help but feel it'd have been smarter to mount a real spare wheel on the back instead and simply put the cables inside. As a result, you're also limited to a tyre repair kit if your get a puncture, which is hardly ideal for off-roading. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool Not much, as to be expected. Deeper under the skin lies the G580's monstrous quad-motor powertrain, fed by an 116kWh battery and outputting up to 432kW of power and a staggering 1164Nm of torque. Gone is the hearty 4.0-litre twin-turbo V8 found in the G63, though the G580 is only 0.3 seconds slower when it comes to the claimed 0-100km/h sprint. For context, the G580 produces just two extra kiloWatts of power, but torque is up by a massive 314Nm. Of course, the reason the EV is slower than the V8 despite delivering acres more torque is weight. The three-tonne G580 exceeds the G63 by nearly 400kg. It is supposed to be more aerodynamic thanks to a few minor exterior tweaks, which help the boxy off-roader to a circa-500km driving range. We didn't get enough time in any one G580 to test its real-world energy consumption, but we saw a figure hovering around 22kWh/100km after light suburban and regional driving. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool In a couple of different ways, depending on where you take it. To get in you press the button on the handle to open the door, which you have to close behind you with considerable force because Mercedes-Benz continues the tradition of sturdy doors from G-Wagens of old. You then press the start/stop button as normal, which is followed by a sound that vaguely resembles an engine. This is the G580's G-Roar system, which produces a fake engine noise inside and outside the car. It's a little gaudy, but you can turn it off permanently by diving through the vehicle's settings. It's a strange sensation to hear something rumbling away at the front of the car, especially when you're standing next to it. Flick the stalk-mounted gear selector into Drive and you're ready to go. You'll immediately notice how quiet the G580 is from a standstill, more so with G-Roar deactivated. Aggressively accelerating will give you a proper push in the back, and it's wild to consider this big EV loses just 0.3 seconds in the 0-100km/h sprint compared to the rapid G63. The suspension setup doesn't quite feel like it's perfectly set up for a G-Class this heavy though, with a fair bit of bobbling over bumps at speed. Road noise is acceptable, but not whisper-quiet either. It doesn't squat in the same way the G63 does under hard acceleration, hinting at a firmer suspension tune. This is noticeable on the move, and combined with the G580's ladder-frame construction the ride can be fairly bouncy. The plush seats make up for that somewhat, and fortunately the G580 stops short of being uncomfortable. It's just a little less settled than we'd want for a near-3100kg wagon, though it can still turn at speed with some confidence thanks to solid steering feel. Helping to keep that weight in check are strong brakes, which are supported by an adjustable regenerative braking system that can be controlled using steering wheel paddles. Even in the highest recuperation setting the G580 falls short of true one-pedal driving, but we don't feel this is a dealbreaker. These paddles are used for several other functions too, primarily off-road oriented ones that we'll get into soon. What's obvious is that the G580 is filled to the brim with tech, which is remarkable given how much cheaper it is than its AMG equivalent. Mercedes has also implemented clever ways to save energy, like the pseudo-2H setting that makes the G580 rear-drive only when on the road. The German brand says the quad-motor drivetrain can actually run in one-wheel drive mode too, even if there isn't a practical use for this. That tech fest extends to the driver assist systems, which create a comprehensive suite of safety gear. We found the adaptive cruise control function worked reliably, though the car was often reluctant to apply enough steering lock around tighter turns. Everything else is well-calibrated and reliable, which is especially useful once you leave the tarmac. Off-road is where Mercedes has really honed the G580's abilities. You get a decent level of ground clearance to start with, as well as several off-road-specific drive modes that adapt the car to specific scenarios. Though there is a battery pack underneath the car, Mercedes says it has fitted an ultra-strong underbody protection plate to shield it, and claims that only six people know exactly what it's made of. What is known is that it's 26mm thick, which is apparently more than enough to deal with standard rock hits. The G580 also boasts a generous wading depth of 850mm, as well as similarly adventurous approach, departure, and breakover angles. To put it into perspective, there's more ground clearance, deeper water fording capability and a greater departure angle than the Toyota Prado. Granted, it's nearly triple the price of the most expensive Prado, but the Toyota is traditionally Australia's most popular large SUV and the off-road yardstick against which others are measured. Of course, many G580 drivers might find these stats especially useful when mounting inner-city curbs or accessing private underground carparks, but the battery-powered G-Wagen also offers some real party tricks. One of them is G-Steer, which when engaged allows the car to pivot left or right in an impressively tight turning circle. This is done by effectively locking the inside wheels to break traction, while sending additional power to the outside wheels to propel the G580 around a turn. This function could have a real purpose out on the trails, where it may save drivers from having to navigate multi-point turns on tricky terrain. But the real showstopper is G-Turn, which allows the G580 to spin on the spot like you see on TikTok. It's quite a clever system and operates by spinning the left and right wheels in opposite directions, taking full advantage of the quad-motor layout. You enable G-Turn by first shifting to Park, selecting low-range and then pressing the G-Turn button, both of which are on the centre of the dashboard. The G-Steer button is also found here, designated as the 'Offroad Cockpit'. You then keep your foot on the brake, shift to Drive, hold either steering wheel paddle depending on which way you want to spin, and mash the accelerator. It's a bizarre sensation in a vehicle like this, and incredibly pointless for almost anything other than showboating. And there are several limitations. One is that you can't control how fast the G580 spins, so as a result it's difficult to be precise when stopping the spin, which is done by applying steering input, lifting off the throttle, or braking. Another is that you have to be on completely flat ground to execute the spin. While that's understandable, it's also a serious shortcoming given the system's official use, which is to turn the vehicle around in its own length if it can't proceed on a tight track for whatever reason. It seems unlikely you'll get stuck on level ground out on the trails. There's also the concern about the space around the vehicle and the general anxiety you feel when spinning a $250,000 Mercedes-Benz around between trees, not to mention the fact you'll eat through tyres if you do it often. G-Turn and G-Steer are clever capabilities, but for most owners after a while will likely become little more than novelties. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool There's one distinct version of the G580 available in Australia, and the limited-run Edition One adds a few extra cosmetic goodies. 2025 Mercedes-Benz G580 with EQ Technology equipment highlights: G580 Edition One adds: The Night Package ($4300) adds: On top of this, a black-panel grille with illumination can be ordered for an additional $3800. The Interior Comfort Package ($8500) adds: The Superior Line Interior Plus Package ($14,500) adds: To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool While the G-Class was awarded a five-star rating from ANCAP in 2019, this only applies to the G63 and the G400d, the latter of which is no longer sold in showrooms. Standard safety equipment includes: To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool All Mercedes-Benz models sold in Australia are backed by a five-year, unlimited-kilometre warranty, while the high-voltage battery in the G580 and most of its EV siblings is covered for eight years or 160,000km, whichever comes first. For context, the AMG G63 has the same service intervals, though its service plans are considerably more expensive. Three years of servicing for the V8 will cost you $4380, rising to $6900 for four, and $8635 for five. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool The G580 is an incredibly interesting vehicle. In an era of big, fast and ever-crazier SUVs, the G580 builds on the well-established G-Class formula and gives it a new dimension, while still adhering closely to both these themes. The G-Class was always large, but the electric powertrain has no pushed it beyond three tonnes. Yet the G580 is nearly as quick as the G63 thanks to its unique and monstrous quad-motor powertrain, which also gives it those wild G-Turn and G-Steer capabilities. But the fact is it's still a $250,000 Mercedes-Benz, and even if it's pitched as an off-road-ready EV, it's still difficult to see many owners exploiting its full potential. It's also really disappointing that you don't get a spare wheel with the G580 as standard. The G580's price is at least a lot more palatable than that of the G63, and the lack of a rowdy V8 will make it more socially acceptable in public, if that's a concern for you. But you wouldn't buy a G-Class for its ability to blend in, and the G580 still has the chops to be as in-your-face as any of its predecessors have been. G-Roar is one thing, and the ability to pirouette is nothing if not a fun party trick. The level of customisation is mind-boggling too, with countless exterior finishes and interior colourways to truly make the G580 yours. Yet because it's no less boxy, the average onlooker probably isn't going to notice this is a different kind of G-Wagen at first glance. The optional black EV grille changes this with a more raccoon-like face, but it's still a fairly classy look. Mercedes-Benz has therefore done a good job with the G580, and its conviction to take such a wild EV from conception to reality should be applauded. After all, building distinctive EVs may encourage other brands to take a few more creative liberties themselves, as is now happening in China. Beyond all that, the G580 is also an exciting window to what the G-Class may bring in future. Interested in buying a Mercedes-Benz G-Class? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Mercedes-Benz G-Class Content originally sourced from: G-Class Pros Mercedes-Benz G-Class Cons Toorak residents, rejoice! There's a new Mercedes-Benz G-Class, but you won't hear this one coming. "G-Wagen first, EV later" is what Mercedes-Benz pitched for the G580. There's no arguing it looks like a G-Wagen on the outside, so that's a good start. It still boasts ladder-frame construction too, and it's arguably more capable off-road than the V8-powered G63s you'll see exploring Melbourne's most affluent suburbs, following in the footsteps of the oil-burning G400d. How, you might ask? Even though this isn't at all an AMG performance model, Mercedes-Benz has not cut any corners. Addressing the elephant in the room reveals that the G580 is, in fact, an electric vehicle (EV), but instead of a typical dual-motor all-wheel drive setup, you'll find four motors here – one for each wheel. That's a complete reimagining of the G-Class formula, and it seems as far-fetched as it should be for a car this niche. Better yet, Mercedes has taken full advantage of the capabilities that a quad-motor EV unlocks, even if this is 'just' a Benz. On-road it's similar to its V8 sibling, but off-road is where it has the edge. You get G-Steer, which when turning effectively locks the inside wheels to allow the car to navigate tight radii. Then there's G-Turn, which allows the G580 to rotate up to 720 degrees on the spot by spinning the left and right wheels in opposite directions. Mercedes says this is useful for turning around on a tight trail… but apart from a bit of fun that's about it. All of that, and the G580 produces more power and torque than the G63 while being more than $100,000 cheaper. But it's still far from cheap and it doesn't sound as good as the G63 with its hearty V8, and the artificial G-Roar may not be for everyone. We drove the G580 in Melbourne's southeast suburbs and around Healesville as part of the local launch for both it and the Mercedes-AMG E53 Hybrid sports sedan. There was no serious off-roading this time, but we had an early look at its capabilities at the Australian Grand Prix earlier this year. Does electric power improve or diminish the iconic G-Wagen breed? The G580 is priced from $249,900 before on-road costs, but Mercedes-Benz is also offering an Edition One version at launch for $299,900 before on-roads. As a ladder-frame electric SUV with all-terrain capability to match the legendary German off-road wagon on which it's based, the G580 currently has no real rivals. We know Range Rover is developing an EV and testing it in all sorts of harsh off-road conditions, but that's as close as competitors come and it's still at least a year away – if it comes to Australia at all. The question is therefore what kind of buyers will the G580 attract. Owners of the AMG G63 (priced at $368,400 before on-roads) will likely be reluctant to give up their V8s, so if you exclude the much cheaper Ineos Grenadier that leaves just a couple of off-road-leaning luxury SUVs with internal combustion. One is the Land Rover Defender, which is most comparable in 110 long-wheelbase five-door guise, albeit a touch larger. Options include either the P525 with its 5.0-litre supercharged V8 for $198,914 before on-roads, or the P635 Octa with its 4.4-litre twin-turbo V8 for $291,542 before on-roads. There's also the Range Rover Sport P530 Autobiography, powered by a 4.4-litre twin-turbo V8 and priced at $233,961 before on-roads. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool The G580 cabin presents as far more unique than a lot of other current Mercedes-Benzes, and that's a good thing. You still get dual 12.3-inch screens on the dashboard and the same steering wheel fitted across most of the catalogue, but the design here feels satisfyingly cohesive. A big part of that is the fact the G-Class interior has hardly changed in the past five years, which technically means it's a generation behind. You therefore get a setup that looks a lot more traditional and continues the design ethos and build quality Mercedes-Benz employed in the late 2010s. Some things have disappeared since the G400d first made its way here though, like the real wristwatch face once fitted below the central air vents. It's the product of simplifying this area while adding alternative storage options, but it's a shame that classy touches like that have fallen by the wayside. What isn't a shame is the fact the G-Class' physical climate interface has survived. It's visually smaller and more streamlined than it used to be, but we're glad it still works in largely the same way it always did. Mercedes-Benz still fits brushed aluminum trim around the circular air vents, and there's a strip of it running the length of the dash that ties everything together. The fact that you get a thoughtful design instead of an interior that's simply plastered with screens is refreshing. The screens that are here are nice to interact with, and big enough to be functional without being obnoxious. They occupy a shared panel, which has been recessed into the dashboard and fits with the rest of the car thanks to its square edges. On the left is the infotainment display, which offers a plethora of menus, appearances, and settings. It's graphically sharp while being responsive, and you get the benefit of both wired and wireless smartphone mirroring as standard. An interesting element is the touchpad on the centre console. This has been carried across from previous generations of G-Class and controls the infotainment screen, but it's still fiddly in practice – you'll find some glossy shortcut buttons here too, as well as the discreet drive mode switch. Even more customisation is available for the instrument cluster ahead of the steering wheel. Once again it looks the part, and everything here is controlled using the haptic touch 'buttons' on the steering wheel. As with many other modern Mercs, these haptic controls are fiddly. Swiping sideways to scroll through preset templates will often be mistaken for vertical movements, which makes it annoying to interact with. They're the same on both sides of the steering wheel too, with the right side taking instrument-related controls and the left responsible for infotainment and audio. Worse still, they're finished in smudge-prone gloss black. Fortunately, it's one of the only places the material is found, but there's a little bit more on the door cards. It's not quite as utilitarian as it maybe should be for a car like the G580, and somewhat undermines its otherwise rugged feel. The same can be said for the carbon-fibre trim on the centre console and dashboard, albeit sparsely on the latter. But we like the large steering wheel, which is finished in high-quality leather and feels nice in the hands. It's backed up by comfortable seats, which offer powered adjustment for all sorts of movements. You get powered lumbar support as standard, and you can also adjust the side bolstering to change how much you're squeezed. It's worth noting that the model on test here is the Edition One, which gets 'Silver Pearl' and black Nappa leather upholstery instead of the standard black. The differences between both versions of the G580 are primarily cosmetic, apart from the slight on-road difference you'll feel from the 20-inch alloys compared to the full-time variant's 19s. You'll also notice a sturdy grab handle in front of the passenger seat, which is finished in carbon-fibre. Mercedes has been generous with its storage solutions too, fitting a nicely sized centre box, two cupholders under the sliding cover, and a selection of USB-C ports in both. Moving to the back reveals a space that's more cramped than you might expect for such a big vehicle. Naturally there's plenty of headroom, but legroom will quickly be compromised behind taller front-row occupants. Given the size of the G-Class, this is disappointing. The seats themselves are relatively firm too, and you don't get nearly the same level of bolstering as you do up front – the middle seat is also compromised by a driveline tunnel. Fortunately there are some creature comforts like a dedicated climate control panel and two circular rear-facing air vents. You also get map pockets on the front seatbacks, as well as a couple of cupholders and bottle holders on the fold-down centre armrest and door cards respectively. There's also a unique pass-through once the armrest is down, providing a small window into the G580's boot. The boxy body of the G-Class means vertical boot space is exceptional, but the load floor doesn't quite extend as far forward as we'd like, and it also feels rather narrow. At least the load floor is flat from the boot opening, even if it is fairly high off the ground. You also get a couple of handy storage options like a net on the side wall and hooks in each corner of the floor. On the back of the tailgate is something that resembles a spare wheel, but it's actually a small case ideal for storing charging cables. This so-called "Design Box" looks a bit like a backpack, and we can't help but feel it'd have been smarter to mount a real spare wheel on the back instead and simply put the cables inside. As a result, you're also limited to a tyre repair kit if your get a puncture, which is hardly ideal for off-roading. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool Not much, as to be expected. Deeper under the skin lies the G580's monstrous quad-motor powertrain, fed by an 116kWh battery and outputting up to 432kW of power and a staggering 1164Nm of torque. Gone is the hearty 4.0-litre twin-turbo V8 found in the G63, though the G580 is only 0.3 seconds slower when it comes to the claimed 0-100km/h sprint. For context, the G580 produces just two extra kiloWatts of power, but torque is up by a massive 314Nm. Of course, the reason the EV is slower than the V8 despite delivering acres more torque is weight. The three-tonne G580 exceeds the G63 by nearly 400kg. It is supposed to be more aerodynamic thanks to a few minor exterior tweaks, which help the boxy off-roader to a circa-500km driving range. We didn't get enough time in any one G580 to test its real-world energy consumption, but we saw a figure hovering around 22kWh/100km after light suburban and regional driving. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool In a couple of different ways, depending on where you take it. To get in you press the button on the handle to open the door, which you have to close behind you with considerable force because Mercedes-Benz continues the tradition of sturdy doors from G-Wagens of old. You then press the start/stop button as normal, which is followed by a sound that vaguely resembles an engine. This is the G580's G-Roar system, which produces a fake engine noise inside and outside the car. It's a little gaudy, but you can turn it off permanently by diving through the vehicle's settings. It's a strange sensation to hear something rumbling away at the front of the car, especially when you're standing next to it. Flick the stalk-mounted gear selector into Drive and you're ready to go. You'll immediately notice how quiet the G580 is from a standstill, more so with G-Roar deactivated. Aggressively accelerating will give you a proper push in the back, and it's wild to consider this big EV loses just 0.3 seconds in the 0-100km/h sprint compared to the rapid G63. The suspension setup doesn't quite feel like it's perfectly set up for a G-Class this heavy though, with a fair bit of bobbling over bumps at speed. Road noise is acceptable, but not whisper-quiet either. It doesn't squat in the same way the G63 does under hard acceleration, hinting at a firmer suspension tune. This is noticeable on the move, and combined with the G580's ladder-frame construction the ride can be fairly bouncy. The plush seats make up for that somewhat, and fortunately the G580 stops short of being uncomfortable. It's just a little less settled than we'd want for a near-3100kg wagon, though it can still turn at speed with some confidence thanks to solid steering feel. Helping to keep that weight in check are strong brakes, which are supported by an adjustable regenerative braking system that can be controlled using steering wheel paddles. Even in the highest recuperation setting the G580 falls short of true one-pedal driving, but we don't feel this is a dealbreaker. These paddles are used for several other functions too, primarily off-road oriented ones that we'll get into soon. What's obvious is that the G580 is filled to the brim with tech, which is remarkable given how much cheaper it is than its AMG equivalent. Mercedes has also implemented clever ways to save energy, like the pseudo-2H setting that makes the G580 rear-drive only when on the road. The German brand says the quad-motor drivetrain can actually run in one-wheel drive mode too, even if there isn't a practical use for this. That tech fest extends to the driver assist systems, which create a comprehensive suite of safety gear. We found the adaptive cruise control function worked reliably, though the car was often reluctant to apply enough steering lock around tighter turns. Everything else is well-calibrated and reliable, which is especially useful once you leave the tarmac. Off-road is where Mercedes has really honed the G580's abilities. You get a decent level of ground clearance to start with, as well as several off-road-specific drive modes that adapt the car to specific scenarios. Though there is a battery pack underneath the car, Mercedes says it has fitted an ultra-strong underbody protection plate to shield it, and claims that only six people know exactly what it's made of. What is known is that it's 26mm thick, which is apparently more than enough to deal with standard rock hits. The G580 also boasts a generous wading depth of 850mm, as well as similarly adventurous approach, departure, and breakover angles. To put it into perspective, there's more ground clearance, deeper water fording capability and a greater departure angle than the Toyota Prado. Granted, it's nearly triple the price of the most expensive Prado, but the Toyota is traditionally Australia's most popular large SUV and the off-road yardstick against which others are measured. Of course, many G580 drivers might find these stats especially useful when mounting inner-city curbs or accessing private underground carparks, but the battery-powered G-Wagen also offers some real party tricks. One of them is G-Steer, which when engaged allows the car to pivot left or right in an impressively tight turning circle. This is done by effectively locking the inside wheels to break traction, while sending additional power to the outside wheels to propel the G580 around a turn. This function could have a real purpose out on the trails, where it may save drivers from having to navigate multi-point turns on tricky terrain. But the real showstopper is G-Turn, which allows the G580 to spin on the spot like you see on TikTok. It's quite a clever system and operates by spinning the left and right wheels in opposite directions, taking full advantage of the quad-motor layout. You enable G-Turn by first shifting to Park, selecting low-range and then pressing the G-Turn button, both of which are on the centre of the dashboard. The G-Steer button is also found here, designated as the 'Offroad Cockpit'. You then keep your foot on the brake, shift to Drive, hold either steering wheel paddle depending on which way you want to spin, and mash the accelerator. It's a bizarre sensation in a vehicle like this, and incredibly pointless for almost anything other than showboating. And there are several limitations. One is that you can't control how fast the G580 spins, so as a result it's difficult to be precise when stopping the spin, which is done by applying steering input, lifting off the throttle, or braking. Another is that you have to be on completely flat ground to execute the spin. While that's understandable, it's also a serious shortcoming given the system's official use, which is to turn the vehicle around in its own length if it can't proceed on a tight track for whatever reason. It seems unlikely you'll get stuck on level ground out on the trails. There's also the concern about the space around the vehicle and the general anxiety you feel when spinning a $250,000 Mercedes-Benz around between trees, not to mention the fact you'll eat through tyres if you do it often. G-Turn and G-Steer are clever capabilities, but for most owners after a while will likely become little more than novelties. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool There's one distinct version of the G580 available in Australia, and the limited-run Edition One adds a few extra cosmetic goodies. 2025 Mercedes-Benz G580 with EQ Technology equipment highlights: G580 Edition One adds: The Night Package ($4300) adds: On top of this, a black-panel grille with illumination can be ordered for an additional $3800. The Interior Comfort Package ($8500) adds: The Superior Line Interior Plus Package ($14,500) adds: To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool While the G-Class was awarded a five-star rating from ANCAP in 2019, this only applies to the G63 and the G400d, the latter of which is no longer sold in showrooms. Standard safety equipment includes: To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool All Mercedes-Benz models sold in Australia are backed by a five-year, unlimited-kilometre warranty, while the high-voltage battery in the G580 and most of its EV siblings is covered for eight years or 160,000km, whichever comes first. For context, the AMG G63 has the same service intervals, though its service plans are considerably more expensive. Three years of servicing for the V8 will cost you $4380, rising to $6900 for four, and $8635 for five. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool The G580 is an incredibly interesting vehicle. In an era of big, fast and ever-crazier SUVs, the G580 builds on the well-established G-Class formula and gives it a new dimension, while still adhering closely to both these themes. The G-Class was always large, but the electric powertrain has no pushed it beyond three tonnes. Yet the G580 is nearly as quick as the G63 thanks to its unique and monstrous quad-motor powertrain, which also gives it those wild G-Turn and G-Steer capabilities. But the fact is it's still a $250,000 Mercedes-Benz, and even if it's pitched as an off-road-ready EV, it's still difficult to see many owners exploiting its full potential. It's also really disappointing that you don't get a spare wheel with the G580 as standard. The G580's price is at least a lot more palatable than that of the G63, and the lack of a rowdy V8 will make it more socially acceptable in public, if that's a concern for you. But you wouldn't buy a G-Class for its ability to blend in, and the G580 still has the chops to be as in-your-face as any of its predecessors have been. G-Roar is one thing, and the ability to pirouette is nothing if not a fun party trick. The level of customisation is mind-boggling too, with countless exterior finishes and interior colourways to truly make the G580 yours. Yet because it's no less boxy, the average onlooker probably isn't going to notice this is a different kind of G-Wagen at first glance. The optional black EV grille changes this with a more raccoon-like face, but it's still a fairly classy look. Mercedes-Benz has therefore done a good job with the G580, and its conviction to take such a wild EV from conception to reality should be applauded. After all, building distinctive EVs may encourage other brands to take a few more creative liberties themselves, as is now happening in China. Beyond all that, the G580 is also an exciting window to what the G-Class may bring in future. Interested in buying a Mercedes-Benz G-Class? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Mercedes-Benz G-Class Content originally sourced from: G-Class Pros Mercedes-Benz G-Class Cons Toorak residents, rejoice! There's a new Mercedes-Benz G-Class, but you won't hear this one coming. "G-Wagen first, EV later" is what Mercedes-Benz pitched for the G580. There's no arguing it looks like a G-Wagen on the outside, so that's a good start. It still boasts ladder-frame construction too, and it's arguably more capable off-road than the V8-powered G63s you'll see exploring Melbourne's most affluent suburbs, following in the footsteps of the oil-burning G400d. How, you might ask? Even though this isn't at all an AMG performance model, Mercedes-Benz has not cut any corners. Addressing the elephant in the room reveals that the G580 is, in fact, an electric vehicle (EV), but instead of a typical dual-motor all-wheel drive setup, you'll find four motors here – one for each wheel. That's a complete reimagining of the G-Class formula, and it seems as far-fetched as it should be for a car this niche. Better yet, Mercedes has taken full advantage of the capabilities that a quad-motor EV unlocks, even if this is 'just' a Benz. On-road it's similar to its V8 sibling, but off-road is where it has the edge. You get G-Steer, which when turning effectively locks the inside wheels to allow the car to navigate tight radii. Then there's G-Turn, which allows the G580 to rotate up to 720 degrees on the spot by spinning the left and right wheels in opposite directions. Mercedes says this is useful for turning around on a tight trail… but apart from a bit of fun that's about it. All of that, and the G580 produces more power and torque than the G63 while being more than $100,000 cheaper. But it's still far from cheap and it doesn't sound as good as the G63 with its hearty V8, and the artificial G-Roar may not be for everyone. We drove the G580 in Melbourne's southeast suburbs and around Healesville as part of the local launch for both it and the Mercedes-AMG E53 Hybrid sports sedan. There was no serious off-roading this time, but we had an early look at its capabilities at the Australian Grand Prix earlier this year. Does electric power improve or diminish the iconic G-Wagen breed? The G580 is priced from $249,900 before on-road costs, but Mercedes-Benz is also offering an Edition One version at launch for $299,900 before on-roads. As a ladder-frame electric SUV with all-terrain capability to match the legendary German off-road wagon on which it's based, the G580 currently has no real rivals. We know Range Rover is developing an EV and testing it in all sorts of harsh off-road conditions, but that's as close as competitors come and it's still at least a year away – if it comes to Australia at all. The question is therefore what kind of buyers will the G580 attract. Owners of the AMG G63 (priced at $368,400 before on-roads) will likely be reluctant to give up their V8s, so if you exclude the much cheaper Ineos Grenadier that leaves just a couple of off-road-leaning luxury SUVs with internal combustion. One is the Land Rover Defender, which is most comparable in 110 long-wheelbase five-door guise, albeit a touch larger. Options include either the P525 with its 5.0-litre supercharged V8 for $198,914 before on-roads, or the P635 Octa with its 4.4-litre twin-turbo V8 for $291,542 before on-roads. There's also the Range Rover Sport P530 Autobiography, powered by a 4.4-litre twin-turbo V8 and priced at $233,961 before on-roads. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool The G580 cabin presents as far more unique than a lot of other current Mercedes-Benzes, and that's a good thing. You still get dual 12.3-inch screens on the dashboard and the same steering wheel fitted across most of the catalogue, but the design here feels satisfyingly cohesive. A big part of that is the fact the G-Class interior has hardly changed in the past five years, which technically means it's a generation behind. You therefore get a setup that looks a lot more traditional and continues the design ethos and build quality Mercedes-Benz employed in the late 2010s. Some things have disappeared since the G400d first made its way here though, like the real wristwatch face once fitted below the central air vents. It's the product of simplifying this area while adding alternative storage options, but it's a shame that classy touches like that have fallen by the wayside. What isn't a shame is the fact the G-Class' physical climate interface has survived. It's visually smaller and more streamlined than it used to be, but we're glad it still works in largely the same way it always did. Mercedes-Benz still fits brushed aluminum trim around the circular air vents, and there's a strip of it running the length of the dash that ties everything together. The fact that you get a thoughtful design instead of an interior that's simply plastered with screens is refreshing. The screens that are here are nice to interact with, and big enough to be functional without being obnoxious. They occupy a shared panel, which has been recessed into the dashboard and fits with the rest of the car thanks to its square edges. On the left is the infotainment display, which offers a plethora of menus, appearances, and settings. It's graphically sharp while being responsive, and you get the benefit of both wired and wireless smartphone mirroring as standard. An interesting element is the touchpad on the centre console. This has been carried across from previous generations of G-Class and controls the infotainment screen, but it's still fiddly in practice – you'll find some glossy shortcut buttons here too, as well as the discreet drive mode switch. Even more customisation is available for the instrument cluster ahead of the steering wheel. Once again it looks the part, and everything here is controlled using the haptic touch 'buttons' on the steering wheel. As with many other modern Mercs, these haptic controls are fiddly. Swiping sideways to scroll through preset templates will often be mistaken for vertical movements, which makes it annoying to interact with. They're the same on both sides of the steering wheel too, with the right side taking instrument-related controls and the left responsible for infotainment and audio. Worse still, they're finished in smudge-prone gloss black. Fortunately, it's one of the only places the material is found, but there's a little bit more on the door cards. It's not quite as utilitarian as it maybe should be for a car like the G580, and somewhat undermines its otherwise rugged feel. The same can be said for the carbon-fibre trim on the centre console and dashboard, albeit sparsely on the latter. But we like the large steering wheel, which is finished in high-quality leather and feels nice in the hands. It's backed up by comfortable seats, which offer powered adjustment for all sorts of movements. You get powered lumbar support as standard, and you can also adjust the side bolstering to change how much you're squeezed. It's worth noting that the model on test here is the Edition One, which gets 'Silver Pearl' and black Nappa leather upholstery instead of the standard black. The differences between both versions of the G580 are primarily cosmetic, apart from the slight on-road difference you'll feel from the 20-inch alloys compared to the full-time variant's 19s. You'll also notice a sturdy grab handle in front of the passenger seat, which is finished in carbon-fibre. Mercedes has been generous with its storage solutions too, fitting a nicely sized centre box, two cupholders under the sliding cover, and a selection of USB-C ports in both. Moving to the back reveals a space that's more cramped than you might expect for such a big vehicle. Naturally there's plenty of headroom, but legroom will quickly be compromised behind taller front-row occupants. Given the size of the G-Class, this is disappointing. The seats themselves are relatively firm too, and you don't get nearly the same level of bolstering as you do up front – the middle seat is also compromised by a driveline tunnel. Fortunately there are some creature comforts like a dedicated climate control panel and two circular rear-facing air vents. You also get map pockets on the front seatbacks, as well as a couple of cupholders and bottle holders on the fold-down centre armrest and door cards respectively. There's also a unique pass-through once the armrest is down, providing a small window into the G580's boot. The boxy body of the G-Class means vertical boot space is exceptional, but the load floor doesn't quite extend as far forward as we'd like, and it also feels rather narrow. At least the load floor is flat from the boot opening, even if it is fairly high off the ground. You also get a couple of handy storage options like a net on the side wall and hooks in each corner of the floor. On the back of the tailgate is something that resembles a spare wheel, but it's actually a small case ideal for storing charging cables. This so-called "Design Box" looks a bit like a backpack, and we can't help but feel it'd have been smarter to mount a real spare wheel on the back instead and simply put the cables inside. As a result, you're also limited to a tyre repair kit if your get a puncture, which is hardly ideal for off-roading. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool Not much, as to be expected. Deeper under the skin lies the G580's monstrous quad-motor powertrain, fed by an 116kWh battery and outputting up to 432kW of power and a staggering 1164Nm of torque. Gone is the hearty 4.0-litre twin-turbo V8 found in the G63, though the G580 is only 0.3 seconds slower when it comes to the claimed 0-100km/h sprint. For context, the G580 produces just two extra kiloWatts of power, but torque is up by a massive 314Nm. Of course, the reason the EV is slower than the V8 despite delivering acres more torque is weight. The three-tonne G580 exceeds the G63 by nearly 400kg. It is supposed to be more aerodynamic thanks to a few minor exterior tweaks, which help the boxy off-roader to a circa-500km driving range. We didn't get enough time in any one G580 to test its real-world energy consumption, but we saw a figure hovering around 22kWh/100km after light suburban and regional driving. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool In a couple of different ways, depending on where you take it. To get in you press the button on the handle to open the door, which you have to close behind you with considerable force because Mercedes-Benz continues the tradition of sturdy doors from G-Wagens of old. You then press the start/stop button as normal, which is followed by a sound that vaguely resembles an engine. This is the G580's G-Roar system, which produces a fake engine noise inside and outside the car. It's a little gaudy, but you can turn it off permanently by diving through the vehicle's settings. It's a strange sensation to hear something rumbling away at the front of the car, especially when you're standing next to it. Flick the stalk-mounted gear selector into Drive and you're ready to go. You'll immediately notice how quiet the G580 is from a standstill, more so with G-Roar deactivated. Aggressively accelerating will give you a proper push in the back, and it's wild to consider this big EV loses just 0.3 seconds in the 0-100km/h sprint compared to the rapid G63. The suspension setup doesn't quite feel like it's perfectly set up for a G-Class this heavy though, with a fair bit of bobbling over bumps at speed. Road noise is acceptable, but not whisper-quiet either. It doesn't squat in the same way the G63 does under hard acceleration, hinting at a firmer suspension tune. This is noticeable on the move, and combined with the G580's ladder-frame construction the ride can be fairly bouncy. The plush seats make up for that somewhat, and fortunately the G580 stops short of being uncomfortable. It's just a little less settled than we'd want for a near-3100kg wagon, though it can still turn at speed with some confidence thanks to solid steering feel. Helping to keep that weight in check are strong brakes, which are supported by an adjustable regenerative braking system that can be controlled using steering wheel paddles. Even in the highest recuperation setting the G580 falls short of true one-pedal driving, but we don't feel this is a dealbreaker. These paddles are used for several other functions too, primarily off-road oriented ones that we'll get into soon. What's obvious is that the G580 is filled to the brim with tech, which is remarkable given how much cheaper it is than its AMG equivalent. Mercedes has also implemented clever ways to save energy, like the pseudo-2H setting that makes the G580 rear-drive only when on the road. The German brand says the quad-motor drivetrain can actually run in one-wheel drive mode too, even if there isn't a practical use for this. That tech fest extends to the driver assist systems, which create a comprehensive suite of safety gear. We found the adaptive cruise control function worked reliably, though the car was often reluctant to apply enough steering lock around tighter turns. Everything else is well-calibrated and reliable, which is especially useful once you leave the tarmac. Off-road is where Mercedes has really honed the G580's abilities. You get a decent level of ground clearance to start with, as well as several off-road-specific drive modes that adapt the car to specific scenarios. Though there is a battery pack underneath the car, Mercedes says it has fitted an ultra-strong underbody protection plate to shield it, and claims that only six people know exactly what it's made of. What is known is that it's 26mm thick, which is apparently more than enough to deal with standard rock hits. The G580 also boasts a generous wading depth of 850mm, as well as similarly adventurous approach, departure, and breakover angles. To put it into perspective, there's more ground clearance, deeper water fording capability and a greater departure angle than the Toyota Prado. Granted, it's nearly triple the price of the most expensive Prado, but the Toyota is traditionally Australia's most popular large SUV and the off-road yardstick against which others are measured. Of course, many G580 drivers might find these stats especially useful when mounting inner-city curbs or accessing private underground carparks, but the battery-powered G-Wagen also offers some real party tricks. One of them is G-Steer, which when engaged allows the car to pivot left or right in an impressively tight turning circle. This is done by effectively locking the inside wheels to break traction, while sending additional power to the outside wheels to propel the G580 around a turn. This function could have a real purpose out on the trails, where it may save drivers from having to navigate multi-point turns on tricky terrain. But the real showstopper is G-Turn, which allows the G580 to spin on the spot like you see on TikTok. It's quite a clever system and operates by spinning the left and right wheels in opposite directions, taking full advantage of the quad-motor layout. You enable G-Turn by first shifting to Park, selecting low-range and then pressing the G-Turn button, both of which are on the centre of the dashboard. The G-Steer button is also found here, designated as the 'Offroad Cockpit'. You then keep your foot on the brake, shift to Drive, hold either steering wheel paddle depending on which way you want to spin, and mash the accelerator. It's a bizarre sensation in a vehicle like this, and incredibly pointless for almost anything other than showboating. And there are several limitations. One is that you can't control how fast the G580 spins, so as a result it's difficult to be precise when stopping the spin, which is done by applying steering input, lifting off the throttle, or braking. Another is that you have to be on completely flat ground to execute the spin. While that's understandable, it's also a serious shortcoming given the system's official use, which is to turn the vehicle around in its own length if it can't proceed on a tight track for whatever reason. It seems unlikely you'll get stuck on level ground out on the trails. There's also the concern about the space around the vehicle and the general anxiety you feel when spinning a $250,000 Mercedes-Benz around between trees, not to mention the fact you'll eat through tyres if you do it often. G-Turn and G-Steer are clever capabilities, but for most owners after a while will likely become little more than novelties. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool There's one distinct version of the G580 available in Australia, and the limited-run Edition One adds a few extra cosmetic goodies. 2025 Mercedes-Benz G580 with EQ Technology equipment highlights: G580 Edition One adds: The Night Package ($4300) adds: On top of this, a black-panel grille with illumination can be ordered for an additional $3800. The Interior Comfort Package ($8500) adds: The Superior Line Interior Plus Package ($14,500) adds: To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool While the G-Class was awarded a five-star rating from ANCAP in 2019, this only applies to the G63 and the G400d, the latter of which is no longer sold in showrooms. Standard safety equipment includes: To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool All Mercedes-Benz models sold in Australia are backed by a five-year, unlimited-kilometre warranty, while the high-voltage battery in the G580 and most of its EV siblings is covered for eight years or 160,000km, whichever comes first. For context, the AMG G63 has the same service intervals, though its service plans are considerably more expensive. Three years of servicing for the V8 will cost you $4380, rising to $6900 for four, and $8635 for five. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool The G580 is an incredibly interesting vehicle. In an era of big, fast and ever-crazier SUVs, the G580 builds on the well-established G-Class formula and gives it a new dimension, while still adhering closely to both these themes. The G-Class was always large, but the electric powertrain has no pushed it beyond three tonnes. Yet the G580 is nearly as quick as the G63 thanks to its unique and monstrous quad-motor powertrain, which also gives it those wild G-Turn and G-Steer capabilities. But the fact is it's still a $250,000 Mercedes-Benz, and even if it's pitched as an off-road-ready EV, it's still difficult to see many owners exploiting its full potential. It's also really disappointing that you don't get a spare wheel with the G580 as standard. The G580's price is at least a lot more palatable than that of the G63, and the lack of a rowdy V8 will make it more socially acceptable in public, if that's a concern for you. But you wouldn't buy a G-Class for its ability to blend in, and the G580 still has the chops to be as in-your-face as any of its predecessors have been. G-Roar is one thing, and the ability to pirouette is nothing if not a fun party trick. The level of customisation is mind-boggling too, with countless exterior finishes and interior colourways to truly make the G580 yours. Yet because it's no less boxy, the average onlooker probably isn't going to notice this is a different kind of G-Wagen at first glance. The optional black EV grille changes this with a more raccoon-like face, but it's still a fairly classy look. Mercedes-Benz has therefore done a good job with the G580, and its conviction to take such a wild EV from conception to reality should be applauded. After all, building distinctive EVs may encourage other brands to take a few more creative liberties themselves, as is now happening in China. Beyond all that, the G580 is also an exciting window to what the G-Class may bring in future. Interested in buying a Mercedes-Benz G-Class? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Mercedes-Benz G-Class Content originally sourced from: G-Class Pros Mercedes-Benz G-Class Cons Toorak residents, rejoice! There's a new Mercedes-Benz G-Class, but you won't hear this one coming. "G-Wagen first, EV later" is what Mercedes-Benz pitched for the G580. There's no arguing it looks like a G-Wagen on the outside, so that's a good start. It still boasts ladder-frame construction too, and it's arguably more capable off-road than the V8-powered G63s you'll see exploring Melbourne's most affluent suburbs, following in the footsteps of the oil-burning G400d. How, you might ask? Even though this isn't at all an AMG performance model, Mercedes-Benz has not cut any corners. Addressing the elephant in the room reveals that the G580 is, in fact, an electric vehicle (EV), but instead of a typical dual-motor all-wheel drive setup, you'll find four motors here – one for each wheel. That's a complete reimagining of the G-Class formula, and it seems as far-fetched as it should be for a car this niche. Better yet, Mercedes has taken full advantage of the capabilities that a quad-motor EV unlocks, even if this is 'just' a Benz. On-road it's similar to its V8 sibling, but off-road is where it has the edge. You get G-Steer, which when turning effectively locks the inside wheels to allow the car to navigate tight radii. Then there's G-Turn, which allows the G580 to rotate up to 720 degrees on the spot by spinning the left and right wheels in opposite directions. Mercedes says this is useful for turning around on a tight trail… but apart from a bit of fun that's about it. All of that, and the G580 produces more power and torque than the G63 while being more than $100,000 cheaper. But it's still far from cheap and it doesn't sound as good as the G63 with its hearty V8, and the artificial G-Roar may not be for everyone. We drove the G580 in Melbourne's southeast suburbs and around Healesville as part of the local launch for both it and the Mercedes-AMG E53 Hybrid sports sedan. There was no serious off-roading this time, but we had an early look at its capabilities at the Australian Grand Prix earlier this year. Does electric power improve or diminish the iconic G-Wagen breed? The G580 is priced from $249,900 before on-road costs, but Mercedes-Benz is also offering an Edition One version at launch for $299,900 before on-roads. As a ladder-frame electric SUV with all-terrain capability to match the legendary German off-road wagon on which it's based, the G580 currently has no real rivals. We know Range Rover is developing an EV and testing it in all sorts of harsh off-road conditions, but that's as close as competitors come and it's still at least a year away – if it comes to Australia at all. The question is therefore what kind of buyers will the G580 attract. Owners of the AMG G63 (priced at $368,400 before on-roads) will likely be reluctant to give up their V8s, so if you exclude the much cheaper Ineos Grenadier that leaves just a couple of off-road-leaning luxury SUVs with internal combustion. One is the Land Rover Defender, which is most comparable in 110 long-wheelbase five-door guise, albeit a touch larger. Options include either the P525 with its 5.0-litre supercharged V8 for $198,914 before on-roads, or the P635 Octa with its 4.4-litre twin-turbo V8 for $291,542 before on-roads. There's also the Range Rover Sport P530 Autobiography, powered by a 4.4-litre twin-turbo V8 and priced at $233,961 before on-roads. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool The G580 cabin presents as far more unique than a lot of other current Mercedes-Benzes, and that's a good thing. You still get dual 12.3-inch screens on the dashboard and the same steering wheel fitted across most of the catalogue, but the design here feels satisfyingly cohesive. A big part of that is the fact the G-Class interior has hardly changed in the past five years, which technically means it's a generation behind. You therefore get a setup that looks a lot more traditional and continues the design ethos and build quality Mercedes-Benz employed in the late 2010s. Some things have disappeared since the G400d first made its way here though, like the real wristwatch face once fitted below the central air vents. It's the product of simplifying this area while adding alternative storage options, but it's a shame that classy touches like that have fallen by the wayside. What isn't a shame is the fact the G-Class' physical climate interface has survived. It's visually smaller and more streamlined than it used to be, but we're glad it still works in largely the same way it always did. Mercedes-Benz still fits brushed aluminum trim around the circular air vents, and there's a strip of it running the length of the dash that ties everything together. The fact that you get a thoughtful design instead of an interior that's simply plastered with screens is refreshing. The screens that are here are nice to interact with, and big enough to be functional without being obnoxious. They occupy a shared panel, which has been recessed into the dashboard and fits with the rest of the car thanks to its square edges. On the left is the infotainment display, which offers a plethora of menus, appearances, and settings. It's graphically sharp while being responsive, and you get the benefit of both wired and wireless smartphone mirroring as standard. An interesting element is the touchpad on the centre console. This has been carried across from previous generations of G-Class and controls the infotainment screen, but it's still fiddly in practice – you'll find some glossy shortcut buttons here too, as well as the discreet drive mode switch. Even more customisation is available for the instrument cluster ahead of the steering wheel. Once again it looks the part, and everything here is controlled using the haptic touch 'buttons' on the steering wheel. As with many other modern Mercs, these haptic controls are fiddly. Swiping sideways to scroll through preset templates will often be mistaken for vertical movements, which makes it annoying to interact with. They're the same on both sides of the steering wheel too, with the right side taking instrument-related controls and the left responsible for infotainment and audio. Worse still, they're finished in smudge-prone gloss black. Fortunately, it's one of the only places the material is found, but there's a little bit more on the door cards. It's not quite as utilitarian as it maybe should be for a car like the G580, and somewhat undermines its otherwise rugged feel. The same can be said for the carbon-fibre trim on the centre console and dashboard, albeit sparsely on the latter. But we like the large steering wheel, which is finished in high-quality leather and feels nice in the hands. It's backed up by comfortable seats, which offer powered adjustment for all sorts of movements. You get powered lumbar support as standard, and you can also adjust the side bolstering to change how much you're squeezed. It's worth noting that the model on test here is the Edition One, which gets 'Silver Pearl' and black Nappa leather upholstery instead of the standard black. The differences between both versions of the G580 are primarily cosmetic, apart from the slight on-road difference you'll feel from the 20-inch alloys compared to the full-time variant's 19s. You'll also notice a sturdy grab handle in front of the passenger seat, which is finished in carbon-fibre. Mercedes has been generous with its storage solutions too, fitting a nicely sized centre box, two cupholders under the sliding cover, and a selection of USB-C ports in both. Moving to the back reveals a space that's more cramped than you might expect for such a big vehicle. Naturally there's plenty of headroom, but legroom will quickly be compromised behind taller front-row occupants. Given the size of the G-Class, this is disappointing. The seats themselves are relatively firm too, and you don't get nearly the same level of bolstering as you do up front – the middle seat is also compromised by a driveline tunnel. Fortunately there are some creature comforts like a dedicated climate control panel and two circular rear-facing air vents. You also get map pockets on the front seatbacks, as well as a couple of cupholders and bottle holders on the fold-down centre armrest and door cards respectively. There's also a unique pass-through once the armrest is down, providing a small window into the G580's boot. The boxy body of the G-Class means vertical boot space is exceptional, but the load floor doesn't quite extend as far forward as we'd like, and it also feels rather narrow. At least the load floor is flat from the boot opening, even if it is fairly high off the ground. You also get a couple of handy storage options like a net on the side wall and hooks in each corner of the floor. On the back of the tailgate is something that resembles a spare wheel, but it's actually a small case ideal for storing charging cables. This so-called "Design Box" looks a bit like a backpack, and we can't help but feel it'd have been smarter to mount a real spare wheel on the back instead and simply put the cables inside. As a result, you're also limited to a tyre repair kit if your get a puncture, which is hardly ideal for off-roading. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool Not much, as to be expected. Deeper under the skin lies the G580's monstrous quad-motor powertrain, fed by an 116kWh battery and outputting up to 432kW of power and a staggering 1164Nm of torque. Gone is the hearty 4.0-litre twin-turbo V8 found in the G63, though the G580 is only 0.3 seconds slower when it comes to the claimed 0-100km/h sprint. For context, the G580 produces just two extra kiloWatts of power, but torque is up by a massive 314Nm. Of course, the reason the EV is slower than the V8 despite delivering acres more torque is weight. The three-tonne G580 exceeds the G63 by nearly 400kg. It is supposed to be more aerodynamic thanks to a few minor exterior tweaks, which help the boxy off-roader to a circa-500km driving range. We didn't get enough time in any one G580 to test its real-world energy consumption, but we saw a figure hovering around 22kWh/100km after light suburban and regional driving. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool In a couple of different ways, depending on where you take it. To get in you press the button on the handle to open the door, which you have to close behind you with considerable force because Mercedes-Benz continues the tradition of sturdy doors from G-Wagens of old. You then press the start/stop button as normal, which is followed by a sound that vaguely resembles an engine. This is the G580's G-Roar system, which produces a fake engine noise inside and outside the car. It's a little gaudy, but you can turn it off permanently by diving through the vehicle's settings. It's a strange sensation to hear something rumbling away at the front of the car, especially when you're standing next to it. Flick the stalk-mounted gear selector into Drive and you're ready to go. You'll immediately notice how quiet the G580 is from a standstill, more so with G-Roar deactivated. Aggressively accelerating will give you a proper push in the back, and it's wild to consider this big EV loses just 0.3 seconds in the 0-100km/h sprint compared to the rapid G63. The suspension setup doesn't quite feel like it's perfectly set up for a G-Class this heavy though, with a fair bit of bobbling over bumps at speed. Road noise is acceptable, but not whisper-quiet either. It doesn't squat in the same way the G63 does under hard acceleration, hinting at a firmer suspension tune. This is noticeable on the move, and combined with the G580's ladder-frame construction the ride can be fairly bouncy. The plush seats make up for that somewhat, and fortunately the G580 stops short of being uncomfortable. It's just a little less settled than we'd want for a near-3100kg wagon, though it can still turn at speed with some confidence thanks to solid steering feel. Helping to keep that weight in check are strong brakes, which are supported by an adjustable regenerative braking system that can be controlled using steering wheel paddles. Even in the highest recuperation setting the G580 falls short of true one-pedal driving, but we don't feel this is a dealbreaker. These paddles are used for several other functions too, primarily off-road oriented ones that we'll get into soon. What's obvious is that the G580 is filled to the brim with tech, which is remarkable given how much cheaper it is than its AMG equivalent. Mercedes has also implemented clever ways to save energy, like the pseudo-2H setting that makes the G580 rear-drive only when on the road. The German brand says the quad-motor drivetrain can actually run in one-wheel drive mode too, even if there isn't a practical use for this. That tech fest extends to the driver assist systems, which create a comprehensive suite of safety gear. We found the adaptive cruise control function worked reliably, though the car was often reluctant to apply enough steering lock around tighter turns. Everything else is well-calibrated and reliable, which is especially useful once you leave the tarmac. Off-road is where Mercedes has really honed the G580's abilities. You get a decent level of ground clearance to start with, as well as several off-road-specific drive modes that adapt the car to specific scenarios. Though there is a battery pack underneath the car, Mercedes says it has fitted an ultra-strong underbody protection plate to shield it, and claims that only six people know exactly what it's made of. What is known is that it's 26mm thick, which is apparently more than enough to deal with standard rock hits. The G580 also boasts a generous wading depth of 850mm, as well as similarly adventurous approach, departure, and breakover angles. To put it into perspective, there's more ground clearance, deeper water fording capability and a greater departure angle than the Toyota Prado. Granted, it's nearly triple the price of the most expensive Prado, but the Toyota is traditionally Australia's most popular large SUV and the off-road yardstick against which others are measured. Of course, many G580 drivers might find these stats especially useful when mounting inner-city curbs or accessing private underground carparks, but the battery-powered G-Wagen also offers some real party tricks. One of them is G-Steer, which when engaged allows the car to pivot left or right in an impressively tight turning circle. This is done by effectively locking the inside wheels to break traction, while sending additional power to the outside wheels to propel the G580 around a turn. This function could have a real purpose out on the trails, where it may save drivers from having to navigate multi-point turns on tricky terrain. But the real showstopper is G-Turn, which allows the G580 to spin on the spot like you see on TikTok. It's quite a clever system and operates by spinning the left and right wheels in opposite directions, taking full advantage of the quad-motor layout. You enable G-Turn by first shifting to Park, selecting low-range and then pressing the G-Turn button, both of which are on the centre of the dashboard. The G-Steer button is also found here, designated as the 'Offroad Cockpit'. You then keep your foot on the brake, shift to Drive, hold either steering wheel paddle depending on which way you want to spin, and mash the accelerator. It's a bizarre sensation in a vehicle like this, and incredibly pointless for almost anything other than showboating. And there are several limitations. One is that you can't control how fast the G580 spins, so as a result it's difficult to be precise when stopping the spin, which is done by applying steering input, lifting off the throttle, or braking. Another is that you have to be on completely flat ground to execute the spin. While that's understandable, it's also a serious shortcoming given the system's official use, which is to turn the vehicle around in its own length if it can't proceed on a tight track for whatever reason. It seems unlikely you'll get stuck on level ground out on the trails. There's also the concern about the space around the vehicle and the general anxiety you feel when spinning a $250,000 Mercedes-Benz around between trees, not to mention the fact you'll eat through tyres if you do it often. G-Turn and G-Steer are clever capabilities, but for most owners after a while will likely become little more than novelties. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool There's one distinct version of the G580 available in Australia, and the limited-run Edition One adds a few extra cosmetic goodies. 2025 Mercedes-Benz G580 with EQ Technology equipment highlights: G580 Edition One adds: The Night Package ($4300) adds: On top of this, a black-panel grille with illumination can be ordered for an additional $3800. The Interior Comfort Package ($8500) adds: The Superior Line Interior Plus Package ($14,500) adds: To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool While the G-Class was awarded a five-star rating from ANCAP in 2019, this only applies to the G63 and the G400d, the latter of which is no longer sold in showrooms. Standard safety equipment includes: To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool All Mercedes-Benz models sold in Australia are backed by a five-year, unlimited-kilometre warranty, while the high-voltage battery in the G580 and most of its EV siblings is covered for eight years or 160,000km, whichever comes first. For context, the AMG G63 has the same service intervals, though its service plans are considerably more expensive. Three years of servicing for the V8 will cost you $4380, rising to $6900 for four, and $8635 for five. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool The G580 is an incredibly interesting vehicle. In an era of big, fast and ever-crazier SUVs, the G580 builds on the well-established G-Class formula and gives it a new dimension, while still adhering closely to both these themes. The G-Class was always large, but the electric powertrain has no pushed it beyond three tonnes. Yet the G580 is nearly as quick as the G63 thanks to its unique and monstrous quad-motor powertrain, which also gives it those wild G-Turn and G-Steer capabilities. But the fact is it's still a $250,000 Mercedes-Benz, and even if it's pitched as an off-road-ready EV, it's still difficult to see many owners exploiting its full potential. It's also really disappointing that you don't get a spare wheel with the G580 as standard. The G580's price is at least a lot more palatable than that of the G63, and the lack of a rowdy V8 will make it more socially acceptable in public, if that's a concern for you. But you wouldn't buy a G-Class for its ability to blend in, and the G580 still has the chops to be as in-your-face as any of its predecessors have been. G-Roar is one thing, and the ability to pirouette is nothing if not a fun party trick. The level of customisation is mind-boggling too, with countless exterior finishes and interior colourways to truly make the G580 yours. Yet because it's no less boxy, the average onlooker probably isn't going to notice this is a different kind of G-Wagen at first glance. The optional black EV grille changes this with a more raccoon-like face, but it's still a fairly classy look. Mercedes-Benz has therefore done a good job with the G580, and its conviction to take such a wild EV from conception to reality should be applauded. After all, building distinctive EVs may encourage other brands to take a few more creative liberties themselves, as is now happening in China. Beyond all that, the G580 is also an exciting window to what the G-Class may bring in future. Interested in buying a Mercedes-Benz G-Class? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Mercedes-Benz G-Class Content originally sourced from:
Perth Now
4 days ago
- Automotive
- Perth Now
2025 Mercedes-Benz G580 with EQ Technology review
Toorak residents, rejoice! There's a new Mercedes-Benz G-Class, but you won't hear this one coming. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert 'G-Wagen first, EV later' is what Mercedes-Benz pitched for the G580. There's no arguing it looks like a G-Wagen on the outside, so that's a good start. It still boasts ladder-frame construction too, and it's arguably more capable off-road than the V8-powered G63s you'll see exploring Melbourne's most affluent suburbs, following in the footsteps of the oil-burning G400d. How, you might ask? Even though this isn't at all an AMG performance model, Mercedes-Benz has not cut any corners. Addressing the elephant in the room reveals that the G580 is, in fact, an electric vehicle (EV), but instead of a typical dual-motor all-wheel drive setup, you'll find four motors here – one for each wheel. That's a complete reimagining of the G-Class formula, and it seems as far-fetched as it should be for a car this niche. Better yet, Mercedes has taken full advantage of the capabilities that a quad-motor EV unlocks, even if this is 'just' a Benz. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert On-road it's similar to its V8 sibling, but off-road is where it has the edge. You get G-Steer, which when turning effectively locks the inside wheels to allow the car to navigate tight radii. Then there's G-Turn, which allows the G580 to rotate up to 720 degrees on the spot by spinning the left and right wheels in opposite directions. Mercedes says this is useful for turning around on a tight trail… but apart from a bit of fun that's about it. All of that, and the G580 produces more power and torque than the G63 while being more than $100,000 cheaper. But it's still far from cheap and it doesn't sound as good as the G63 with its hearty V8, and the artificial G-Roar may not be for everyone. We drove the G580 in Melbourne's southeast suburbs and around Healesville as part of the local launch for both it and the Mercedes-AMG E53 Hybrid sports sedan. There was no serious off-roading this time, but we had an early look at its capabilities at the Australian Grand Prix earlier this year. Does electric power improve or diminish the iconic G-Wagen breed? The G580 is priced from $249,900 before on-road costs, but Mercedes-Benz is also offering an Edition One version at launch for $299,900 before on-roads. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert As a ladder-frame electric SUV with all-terrain capability to match the legendary German off-road wagon on which it's based, the G580 currently has no real rivals. We know Range Rover is developing an EV and testing it in all sorts of harsh off-road conditions, but that's as close as competitors come and it's still at least a year away – if it comes to Australia at all. The question is therefore what kind of buyers will the G580 attract. Owners of the AMG G63 (priced at $368,400 before on-roads) will likely be reluctant to give up their V8s, so if you exclude the much cheaper Ineos Grenadier that leaves just a couple of off-road-leaning luxury SUVs with internal combustion. One is the Land Rover Defender, which is most comparable in 110 long-wheelbase five-door guise, albeit a touch larger. Options include either the P525 with its 5.0-litre supercharged V8 for $198,914 before on-roads, or the P635 Octa with its 4.4-litre twin-turbo V8 for $291,542 before on-roads. There's also the Range Rover Sport P530 Autobiography, powered by a 4.4-litre twin-turbo V8 and priced at $233,961 before on-roads. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool The G580 cabin presents as far more unique than a lot of other current Mercedes-Benzes, and that's a good thing. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert You still get dual 12.3-inch screens on the dashboard and the same steering wheel fitted across most of the catalogue, but the design here feels satisfyingly cohesive. A big part of that is the fact the G-Class interior has hardly changed in the past five years, which technically means it's a generation behind. You therefore get a setup that looks a lot more traditional and continues the design ethos and build quality Mercedes-Benz employed in the late 2010s. Some things have disappeared since the G400d first made its way here though, like the real wristwatch face once fitted below the central air vents. It's the product of simplifying this area while adding alternative storage options, but it's a shame that classy touches like that have fallen by the wayside. What isn't a shame is the fact the G-Class' physical climate interface has survived. It's visually smaller and more streamlined than it used to be, but we're glad it still works in largely the same way it always did. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert Mercedes-Benz still fits brushed aluminum trim around the circular air vents, and there's a strip of it running the length of the dash that ties everything together. The fact that you get a thoughtful design instead of an interior that's simply plastered with screens is refreshing. The screens that are here are nice to interact with, and big enough to be functional without being obnoxious. They occupy a shared panel, which has been recessed into the dashboard and fits with the rest of the car thanks to its square edges. On the left is the infotainment display, which offers a plethora of menus, appearances, and settings. It's graphically sharp while being responsive, and you get the benefit of both wired and wireless smartphone mirroring as standard. An interesting element is the touchpad on the centre console. This has been carried across from previous generations of G-Class and controls the infotainment screen, but it's still fiddly in practice – you'll find some glossy shortcut buttons here too, as well as the discreet drive mode switch. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert Even more customisation is available for the instrument cluster ahead of the steering wheel. Once again it looks the part, and everything here is controlled using the haptic touch 'buttons' on the steering wheel. As with many other modern Mercs, these haptic controls are fiddly. Swiping sideways to scroll through preset templates will often be mistaken for vertical movements, which makes it annoying to interact with. They're the same on both sides of the steering wheel too, with the right side taking instrument-related controls and the left responsible for infotainment and audio. Worse still, they're finished in smudge-prone gloss black. Fortunately, it's one of the only places the material is found, but there's a little bit more on the door cards. It's not quite as utilitarian as it maybe should be for a car like the G580, and somewhat undermines its otherwise rugged feel. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert The same can be said for the carbon-fibre trim on the centre console and dashboard, albeit sparsely on the latter. But we like the large steering wheel, which is finished in high-quality leather and feels nice in the hands. It's backed up by comfortable seats, which offer powered adjustment for all sorts of movements. You get powered lumbar support as standard, and you can also adjust the side bolstering to change how much you're squeezed. It's worth noting that the model on test here is the Edition One, which gets 'Silver Pearl' and black Nappa leather upholstery instead of the standard black. The differences between both versions of the G580 are primarily cosmetic, apart from the slight on-road difference you'll feel from the 20-inch alloys compared to the full-time variant's 19s. You'll also notice a sturdy grab handle in front of the passenger seat, which is finished in carbon-fibre. Mercedes has been generous with its storage solutions too, fitting a nicely sized centre box, two cupholders under the sliding cover, and a selection of USB-C ports in both. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert Moving to the back reveals a space that's more cramped than you might expect for such a big vehicle. Naturally there's plenty of headroom, but legroom will quickly be compromised behind taller front-row occupants. Given the size of the G-Class, this is disappointing. The seats themselves are relatively firm too, and you don't get nearly the same level of bolstering as you do up front – the middle seat is also compromised by a driveline tunnel. Fortunately there are some creature comforts like a dedicated climate control panel and two circular rear-facing air vents. You also get map pockets on the front seatbacks, as well as a couple of cupholders and bottle holders on the fold-down centre armrest and door cards respectively. There's also a unique pass-through once the armrest is down, providing a small window into the G580's boot. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert The boxy body of the G-Class means vertical boot space is exceptional, but the load floor doesn't quite extend as far forward as we'd like, and it also feels rather narrow. At least the load floor is flat from the boot opening, even if it is fairly high off the ground. You also get a couple of handy storage options like a net on the side wall and hooks in each corner of the floor. On the back of the tailgate is something that resembles a spare wheel, but it's actually a small case ideal for storing charging cables. This so-called 'Design Box' looks a bit like a backpack, and we can't help but feel it'd have been smarter to mount a real spare wheel on the back instead and simply put the cables inside. As a result, you're also limited to a tyre repair kit if your get a puncture, which is hardly ideal for off-roading. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool Not much, as to be expected. Deeper under the skin lies the G580's monstrous quad-motor powertrain, fed by an 116kWh battery and outputting up to 432kW of power and a staggering 1164Nm of torque. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert Gone is the hearty 4.0-litre twin-turbo V8 found in the G63, though the G580 is only 0.3 seconds slower when it comes to the claimed 0-100km/h sprint. For context, the G580 produces just two extra kiloWatts of power, but torque is up by a massive 314Nm. Of course, the reason the EV is slower than the V8 despite delivering acres more torque is weight. The three-tonne G580 exceeds the G63 by nearly 400kg. It is supposed to be more aerodynamic thanks to a few minor exterior tweaks, which help the boxy off-roader to a circa-500km driving range. We didn't get enough time in any one G580 to test its real-world energy consumption, but we saw a figure hovering around 22kWh/100km after light suburban and regional driving. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool In a couple of different ways, depending on where you take it. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert To get in you press the button on the handle to open the door, which you have to close behind you with considerable force because Mercedes-Benz continues the tradition of sturdy doors from G-Wagens of old. You then press the start/stop button as normal, which is followed by a sound that vaguely resembles an engine. This is the G580's G-Roar system, which produces a fake engine noise inside and outside the car. It's a little gaudy, but you can turn it off permanently by diving through the vehicle's settings. It's a strange sensation to hear something rumbling away at the front of the car, especially when you're standing next to it. Flick the stalk-mounted gear selector into Drive and you're ready to go. You'll immediately notice how quiet the G580 is from a standstill, more so with G-Roar deactivated. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert Aggressively accelerating will give you a proper push in the back, and it's wild to consider this big EV loses just 0.3 seconds in the 0-100km/h sprint compared to the rapid G63. The suspension setup doesn't quite feel like it's perfectly set up for a G-Class this heavy though, with a fair bit of bobbling over bumps at speed. Road noise is acceptable, but not whisper-quiet either. It doesn't squat in the same way the G63 does under hard acceleration, hinting at a firmer suspension tune. This is noticeable on the move, and combined with the G580's ladder-frame construction the ride can be fairly bouncy. The plush seats make up for that somewhat, and fortunately the G580 stops short of being uncomfortable. It's just a little less settled than we'd want for a near-3100kg wagon, though it can still turn at speed with some confidence thanks to solid steering feel. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert Helping to keep that weight in check are strong brakes, which are supported by an adjustable regenerative braking system that can be controlled using steering wheel paddles. Even in the highest recuperation setting the G580 falls short of true one-pedal driving, but we don't feel this is a dealbreaker. These paddles are used for several other functions too, primarily off-road oriented ones that we'll get into soon. What's obvious is that the G580 is filled to the brim with tech, which is remarkable given how much cheaper it is than its AMG equivalent. Mercedes has also implemented clever ways to save energy, like the pseudo-2H setting that makes the G580 rear-drive only when on the road. The German brand says the quad-motor drivetrain can actually run in one-wheel drive mode too, even if there isn't a practical use for this. That tech fest extends to the driver assist systems, which create a comprehensive suite of safety gear. We found the adaptive cruise control function worked reliably, though the car was often reluctant to apply enough steering lock around tighter turns. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert Everything else is well-calibrated and reliable, which is especially useful once you leave the tarmac. Off-road is where Mercedes has really honed the G580's abilities. You get a decent level of ground clearance to start with, as well as several off-road-specific drive modes that adapt the car to specific scenarios. Though there is a battery pack underneath the car, Mercedes says it has fitted an ultra-strong underbody protection plate to shield it, and claims that only six people know exactly what it's made of. What is known is that it's 26mm thick, which is apparently more than enough to deal with standard rock hits. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert The G580 also boasts a generous wading depth of 850mm, as well as similarly adventurous approach, departure, and breakover angles. To put it into perspective, there's more ground clearance, deeper water fording capability and a greater departure angle than the Toyota Prado. Granted, it's nearly triple the price of the most expensive Prado, but the Toyota is traditionally Australia's most popular large SUV and the off-road yardstick against which others are measured. Of course, many G580 drivers might find these stats especially useful when mounting inner-city curbs or accessing private underground carparks, but the battery-powered G-Wagen also offers some real party tricks. One of them is G-Steer, which when engaged allows the car to pivot left or right in an impressively tight turning circle. This is done by effectively locking the inside wheels to break traction, while sending additional power to the outside wheels to propel the G580 around a turn. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert This function could have a real purpose out on the trails, where it may save drivers from having to navigate multi-point turns on tricky terrain. But the real showstopper is G-Turn, which allows the G580 to spin on the spot like you see on TikTok. It's quite a clever system and operates by spinning the left and right wheels in opposite directions, taking full advantage of the quad-motor layout. You enable G-Turn by first shifting to Park, selecting low-range and then pressing the G-Turn button, both of which are on the centre of the dashboard. The G-Steer button is also found here, designated as the 'Offroad Cockpit'. You then keep your foot on the brake, shift to Drive, hold either steering wheel paddle depending on which way you want to spin, and mash the accelerator. It's a bizarre sensation in a vehicle like this, and incredibly pointless for almost anything other than showboating. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert And there are several limitations. One is that you can't control how fast the G580 spins, so as a result it's difficult to be precise when stopping the spin, which is done by applying steering input, lifting off the throttle, or braking. Another is that you have to be on completely flat ground to execute the spin. While that's understandable, it's also a serious shortcoming given the system's official use, which is to turn the vehicle around in its own length if it can't proceed on a tight track for whatever reason. It seems unlikely you'll get stuck on level ground out on the trails. There's also the concern about the space around the vehicle and the general anxiety you feel when spinning a $250,000 Mercedes-Benz around between trees, not to mention the fact you'll eat through tyres if you do it often. G-Turn and G-Steer are clever capabilities, but for most owners after a while will likely become little more than novelties. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool There's one distinct version of the G580 available in Australia, and the limited-run Edition One adds a few extra cosmetic goodies. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert 2025 Mercedes-Benz G580 with EQ Technology equipment highlights: 18-inch five-twin-spoke alloy wheels Unique bonnet, A-pillar trim, roof lip spoiler, rear wheel air curtains 'Virtual' differential locks G-Turn (allows 360-degree tank turns) G-Steering (aids low-speed manoeuvrability) Five drive modes Open-pore natural walnut interior trim Nappa leather-wrapped steering wheel Power-adjustable front seats with memory function Heated and cooled cupholders Wireless smartphone charger 12.3-inch digital instrument cluster 12.3-inch infotainment touchscreen Apple CarPlay and Android Auto Satellite navigation Burmester 3D surround-sound system G580 Edition One adds: 20-inch wheels Blue brake calipers Blue protective strip inserts Black door handles Running boards Unique rear door 'design box' Silver pearl and black Nappa leather upholstery with blue contrast stitching Carbon blue interior accents Illuminated stainless steel door sills 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert The Night Package ($4300) adds: Aerodynamic wheels Black exterior trim Darkened exterior lights Black running boards On top of this, a black-panel grille with illumination can be ordered for an additional $3800. The Interior Comfort Package ($8500) adds: Dual 11.6-inch rear touchscreens Heated steering wheel Heated windscreen The Superior Line Interior Plus Package ($14,500) adds: Full Nappa leather upholstery with diamond design Active Multicontour Seat Package Plus Leather grab handles To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool While the G-Class was awarded a five-star rating from ANCAP in 2019, this only applies to the G63 and the G400d, the latter of which is no longer sold in showrooms. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert Standard safety equipment includes: Autonomous emergency braking Lane-keep assist Blind-spot monitoring Adaptive cruise control Surround-view camera (with 'transparent bonnet') Traffic sign recognition To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool All Mercedes-Benz models sold in Australia are backed by a five-year, unlimited-kilometre warranty, while the high-voltage battery in the G580 and most of its EV siblings is covered for eight years or 160,000km, whichever comes first. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert For context, the AMG G63 has the same service intervals, though its service plans are considerably more expensive. Three years of servicing for the V8 will cost you $4380, rising to $6900 for four, and $8635 for five. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool The G580 is an incredibly interesting vehicle. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert In an era of big, fast and ever-crazier SUVs, the G580 builds on the well-established G-Class formula and gives it a new dimension, while still adhering closely to both these themes. The G-Class was always large, but the electric powertrain has no pushed it beyond three tonnes. Yet the G580 is nearly as quick as the G63 thanks to its unique and monstrous quad-motor powertrain, which also gives it those wild G-Turn and G-Steer capabilities. But the fact is it's still a $250,000 Mercedes-Benz, and even if it's pitched as an off-road-ready EV, it's still difficult to see many owners exploiting its full potential. It's also really disappointing that you don't get a spare wheel with the G580 as standard. The G580's price is at least a lot more palatable than that of the G63, and the lack of a rowdy V8 will make it more socially acceptable in public, if that's a concern for you. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert But you wouldn't buy a G-Class for its ability to blend in, and the G580 still has the chops to be as in-your-face as any of its predecessors have been. G-Roar is one thing, and the ability to pirouette is nothing if not a fun party trick. The level of customisation is mind-boggling too, with countless exterior finishes and interior colourways to truly make the G580 yours. Yet because it's no less boxy, the average onlooker probably isn't going to notice this is a different kind of G-Wagen at first glance. The optional black EV grille changes this with a more raccoon-like face, but it's still a fairly classy look. Mercedes-Benz has therefore done a good job with the G580, and its conviction to take such a wild EV from conception to reality should be applauded. After all, building distinctive EVs may encourage other brands to take a few more creative liberties themselves, as is now happening in China. Beyond all that, the G580 is also an exciting window to what the G-Class may bring in future. 2025 Mercedes-Benz G580 with EQ Technology Credit: CarExpert Interested in buying a Mercedes-Benz G-Class? Get in touch with one of CarExpert's trusted dealers here MORE: Everything Mercedes-Benz G-Class Ridiculous level of tech Impressive off-road capability Significantly cheaper than an AMG... ...but still really expensive Limited real-world use for gymnastics No spare wheel
7NEWS
4 days ago
- Automotive
- 7NEWS
2025 Mercedes-Benz G580 with EQ Technology review
Toorak residents, rejoice! There's a new Mercedes-Benz G-Class, but you won't hear this one coming. 'G-Wagen first, EV later' is what Mercedes-Benz pitched for the G580. There's no arguing it looks like a G-Wagen on the outside, so that's a good start. It still boasts ladder-frame construction too, and it's arguably more capable off-road than the V8-powered G63s you'll see exploring Melbourne's most affluent suburbs, following in the footsteps of the oil-burning G400d. How, you might ask? Even though this isn't at all an AMG performance model, Mercedes-Benz has not cut any corners. Addressing the elephant in the room reveals that the G580 is, in fact, an electric vehicle (EV), but instead of a typical dual-motor all-wheel drive setup, you'll find four motors here – one for each wheel. That's a complete reimagining of the G-Class formula, and it seems as far-fetched as it should be for a car this niche. Better yet, Mercedes has taken full advantage of the capabilities that a quad-motor EV unlocks, even if this is 'just' a Benz. On-road it's similar to its V8 sibling, but off-road is where it has the edge. You get G-Steer, which when turning effectively locks the inside wheels to allow the car to navigate tight radii. Then there's G-Turn, which allows the G580 to rotate up to 720 degrees on the spot by spinning the left and right wheels in opposite directions. Mercedes says this is useful for turning around on a tight trail… but apart from a bit of fun that's about it. All of that, and the G580 produces more power and torque than the G63 while being more than $100,000 cheaper. But it's still far from cheap and it doesn't sound as good as the G63 with its hearty V8, and the artificial G-Roar may not be for everyone. We drove the G580 in Melbourne's southeast suburbs and around Healesville as part of the local launch for both it and the Mercedes-AMG E53 Hybrid sports sedan. There was no serious off-roading this time, but we had an early look at its capabilities at the Australian Grand Prix earlier this year. Does electric power improve or diminish the iconic G-Wagen breed? How much does the Mercedes-Benz G580 cost? The G580 is priced from $249,900 before on-road costs, but Mercedes-Benz is also offering an Edition One version at launch for $299,900 before on-roads. As a ladder-frame electric SUV with all-terrain capability to match the legendary German off-road wagon on which it's based, the G580 currently has no real rivals. We know Range Rover is developing an EV and testing it in all sorts of harsh off-road conditions, but that's as close as competitors come and it's still at least a year away – if it comes to Australia at all. The question is therefore what kind of buyers will the G580 attract. Owners of the AMG G63 (priced at $368,400 before on-roads) will likely be reluctant to give up their V8s, so if you exclude the much cheaper Ineos Grenadier that leaves just a couple of off-road-leaning luxury SUVs with internal combustion. One is the Land Rover Defender, which is most comparable in 110 long-wheelbase five-door guise, albeit a touch larger. Options include either the P525 with its 5.0-litre supercharged V8 for $198,914 before on-roads, or the P635 Octa with its 4.4-litre twin-turbo V8 for $291,542 before on-roads. There's also the Range Rover Sport P530 Autobiography, powered by a 4.4-litre twin-turbo V8 and priced at $233,961 before on-roads. What is the Mercedes-Benz G580 like on the inside? The G580 cabin presents as far more unique than a lot of other current Mercedes-Benzes, and that's a good thing. You still get dual 12.3-inch screens on the dashboard and the same steering wheel fitted across most of the catalogue, but the design here feels satisfyingly cohesive. A big part of that is the fact the G-Class interior has hardly changed in the past five years, which technically means it's a generation behind. You therefore get a setup that looks a lot more traditional and continues the design ethos and build quality Mercedes-Benz employed in the late 2010s. Some things have disappeared since the G400d first made its way here though, like the real wristwatch face once fitted below the central air vents. It's the product of simplifying this area while adding alternative storage options, but it's a shame that classy touches like that have fallen by the wayside. What isn't a shame is the fact the G-Class' physical climate interface has survived. It's visually smaller and more streamlined than it used to be, but we're glad it still works in largely the same way it always did. Mercedes-Benz still fits brushed aluminum trim around the circular air vents, and there's a strip of it running the length of the dash that ties everything together. The fact that you get a thoughtful design instead of an interior that's simply plastered with screens is refreshing. The screens that are here are nice to interact with, and big enough to be functional without being obnoxious. They occupy a shared panel, which has been recessed into the dashboard and fits with the rest of the car thanks to its square edges. On the left is the infotainment display, which offers a plethora of menus, appearances, and settings. It's graphically sharp while being responsive, and you get the benefit of both wired and wireless smartphone mirroring as standard. An interesting element is the touchpad on the centre console. This has been carried across from previous generations of G-Class and controls the infotainment screen, but it's still fiddly in practice – you'll find some glossy shortcut buttons here too, as well as the discreet drive mode switch. Even more customisation is available for the instrument cluster ahead of the steering wheel. Once again it looks the part, and everything here is controlled using the haptic touch 'buttons' on the steering wheel. As with many other modern Mercs, these haptic controls are fiddly. Swiping sideways to scroll through preset templates will often be mistaken for vertical movements, which makes it annoying to interact with. They're the same on both sides of the steering wheel too, with the right side taking instrument-related controls and the left responsible for infotainment and audio. Worse still, they're finished in smudge-prone gloss black. Fortunately, it's one of the only places the material is found, but there's a little bit more on the door cards. It's not quite as utilitarian as it maybe should be for a car like the G580, and somewhat undermines its otherwise rugged feel. The same can be said for the carbon-fibre trim on the centre console and dashboard, albeit sparsely on the latter. But we like the large steering wheel, which is finished in high-quality leather and feels nice in the hands. It's backed up by comfortable seats, which offer powered adjustment for all sorts of movements. You get powered lumbar support as standard, and you can also adjust the side bolstering to change how much you're squeezed. It's worth noting that the model on test here is the Edition One, which gets 'Silver Pearl' and black Nappa leather upholstery instead of the standard black. The differences between both versions of the G580 are primarily cosmetic, apart from the slight on-road difference you'll feel from the 20-inch alloys compared to the full-time variant's 19s. You'll also notice a sturdy grab handle in front of the passenger seat, which is finished in carbon-fibre. Mercedes has been generous with its storage solutions too, fitting a nicely sized centre box, two cupholders under the sliding cover, and a selection of USB-C ports in both. Moving to the back reveals a space that's more cramped than you might expect for such a big vehicle. Naturally there's plenty of headroom, but legroom will quickly be compromised behind taller front-row occupants. Given the size of the G-Class, this is disappointing. The seats themselves are relatively firm too, and you don't get nearly the same level of bolstering as you do up front – the middle seat is also compromised by a driveline tunnel. Fortunately there are some creature comforts like a dedicated climate control panel and two circular rear-facing air vents. You also get map pockets on the front seatbacks, as well as a couple of cupholders and bottle holders on the fold-down centre armrest and door cards respectively. There's also a unique pass-through once the armrest is down, providing a small window into the G580's boot. The boxy body of the G-Class means vertical boot space is exceptional, but the load floor doesn't quite extend as far forward as we'd like, and it also feels rather narrow. At least the load floor is flat from the boot opening, even if it is fairly high off the ground. You also get a couple of handy storage options like a net on the side wall and hooks in each corner of the floor. On the back of the tailgate is something that resembles a spare wheel, but it's actually a small case ideal for storing charging cables. This so-called 'Design Box' looks a bit like a backpack, and we can't help but feel it'd have been smarter to mount a real spare wheel on the back instead and simply put the cables inside. As a result, you're also limited to a tyre repair kit if your get a puncture, which is hardly ideal for off-roading. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool What's under the bonnet? Not much, as to be expected. Deeper under the skin lies the G580's monstrous quad-motor powertrain, fed by an 116kWh battery and outputting up to 432kW of power and a staggering 1164Nm of torque. Gone is the hearty 4.0-litre twin-turbo V8 found in the G63, though the G580 is only 0.3 seconds slower when it comes to the claimed 0-100km/h sprint. For context, the G580 produces just two extra kiloWatts of power, but torque is up by a massive 314Nm. Of course, the reason the EV is slower than the V8 despite delivering acres more torque is weight. The three-tonne G580 exceeds the G63 by nearly 400kg. It is supposed to be more aerodynamic thanks to a few minor exterior tweaks, which help the boxy off-roader to a circa-500km driving range. We didn't get enough time in any one G580 to test its real-world energy consumption, but we saw a figure hovering around 22kWh/100km after light suburban and regional driving. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool How does the Mercedes-Benz G580 drive? In a couple of different ways, depending on where you take it. To get in you press the button on the handle to open the door, which you have to close behind you with considerable force because Mercedes-Benz continues the tradition of sturdy doors from G-Wagens of old. You then press the start/stop button as normal, which is followed by a sound that vaguely resembles an engine. This is the G580's G-Roar system, which produces a fake engine noise inside and outside the car. It's a little gaudy, but you can turn it off permanently by diving through the vehicle's settings. It's a strange sensation to hear something rumbling away at the front of the car, especially when you're standing next to it. Flick the stalk-mounted gear selector into Drive and you're ready to go. You'll immediately notice how quiet the G580 is from a standstill, more so with G-Roar deactivated. Aggressively accelerating will give you a proper push in the back, and it's wild to consider this big EV loses just 0.3 seconds in the 0-100km/h sprint compared to the rapid G63. The suspension setup doesn't quite feel like it's perfectly set up for a G-Class this heavy though, with a fair bit of bobbling over bumps at speed. Road noise is acceptable, but not whisper-quiet either. It doesn't squat in the same way the G63 does under hard acceleration, hinting at a firmer suspension tune. This is noticeable on the move, and combined with the G580's ladder-frame construction the ride can be fairly bouncy. The plush seats make up for that somewhat, and fortunately the G580 stops short of being uncomfortable. It's just a little less settled than we'd want for a near-3100kg wagon, though it can still turn at speed with some confidence thanks to solid steering feel. Helping to keep that weight in check are strong brakes, which are supported by an adjustable regenerative braking system that can be controlled using steering wheel paddles. Even in the highest recuperation setting the G580 falls short of true one-pedal driving, but we don't feel this is a dealbreaker. These paddles are used for several other functions too, primarily off-road oriented ones that we'll get into soon. What's obvious is that the G580 is filled to the brim with tech, which is remarkable given how much cheaper it is than its AMG equivalent. Mercedes has also implemented clever ways to save energy, like the pseudo-2H setting that makes the G580 rear-drive only when on the road. The German brand says the quad-motor drivetrain can actually run in one-wheel drive mode too, even if there isn't a practical use for this. That tech fest extends to the driver assist systems, which create a comprehensive suite of safety gear. We found the adaptive cruise control function worked reliably, though the car was often reluctant to apply enough steering lock around tighter turns. Everything else is well-calibrated and reliable, which is especially useful once you leave the tarmac. Off-road is where Mercedes has really honed the G580's abilities. You get a decent level of ground clearance to start with, as well as several off-road-specific drive modes that adapt the car to specific scenarios. Though there is a battery pack underneath the car, Mercedes says it has fitted an ultra-strong underbody protection plate to shield it, and claims that only six people know exactly what it's made of. What is known is that it's 26mm thick, which is apparently more than enough to deal with standard rock hits. The G580 also boasts a generous wading depth of 850mm, as well as similarly adventurous approach, departure, and breakover angles. To put it into perspective, there's more ground clearance, deeper water fording capability and a greater departure angle than the Toyota Prado. Granted, it's nearly triple the price of the most expensive Prado, but the Toyota is traditionally Australia's most popular large SUV and the off-road yardstick against which others are measured. Of course, many G580 drivers might find these stats especially useful when mounting inner-city curbs or accessing private underground carparks, but the battery-powered G-Wagen also offers some real party tricks. One of them is G-Steer, which when engaged allows the car to pivot left or right in an impressively tight turning circle. This is done by effectively locking the inside wheels to break traction, while sending additional power to the outside wheels to propel the G580 around a turn. This function could have a real purpose out on the trails, where it may save drivers from having to navigate multi-point turns on tricky terrain. But the real showstopper is G-Turn, which allows the G580 to spin on the spot like you see on TikTok. It's quite a clever system and operates by spinning the left and right wheels in opposite directions, taking full advantage of the quad-motor layout. You enable G-Turn by first shifting to Park, selecting low-range and then pressing the G-Turn button, both of which are on the centre of the dashboard. The G-Steer button is also found here, designated as the 'Offroad Cockpit'. You then keep your foot on the brake, shift to Drive, hold either steering wheel paddle depending on which way you want to spin, and mash the accelerator. It's a bizarre sensation in a vehicle like this, and incredibly pointless for almost anything other than showboating. And there are several limitations. One is that you can't control how fast the G580 spins, so as a result it's difficult to be precise when stopping the spin, which is done by applying steering input, lifting off the throttle, or braking. Another is that you have to be on completely flat ground to execute the spin. While that's understandable, it's also a serious shortcoming given the system's official use, which is to turn the vehicle around in its own length if it can't proceed on a tight track for whatever reason. It seems unlikely you'll get stuck on level ground out on the trails. There's also the concern about the space around the vehicle and the general anxiety you feel when spinning a $250,000 Mercedes-Benz around between trees, not to mention the fact you'll eat through tyres if you do it often. G-Turn and G-Steer are clever capabilities, but for most owners after a while will likely become little more than novelties. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool What do you get? There's one distinct version of the G580 available in Australia, and the limited-run Edition One adds a few extra cosmetic goodies. 2025 Mercedes-Benz G580 with EQ Technology equipment highlights: 18-inch five-twin-spoke alloy wheels Unique bonnet, A-pillar trim, roof lip spoiler, rear wheel air curtains 'Virtual' differential locks G-Turn (allows 360-degree tank turns) G-Steering (aids low-speed manoeuvrability) Five drive modes Open-pore natural walnut interior trim Nappa leather-wrapped steering wheel Power-adjustable front seats with memory function Heated and cooled cupholders Wireless smartphone charger 12.3-inch digital instrument cluster 12.3-inch infotainment touchscreen Apple CarPlay and Android Auto Satellite navigation Burmester 3D surround-sound system G580 Edition One adds: 20-inch wheels Blue brake calipers Blue protective strip inserts Black door handles Running boards Unique rear door 'design box' Silver pearl and black Nappa leather upholstery with blue contrast stitching Carbon blue interior accents Illuminated stainless steel door sills Options The Night Package ($4300) adds: Aerodynamic wheels Black exterior trim Darkened exterior lights Black running boards On top of this, a black-panel grille with illumination can be ordered for an additional $3800. The Interior Comfort Package ($8500) adds: Dual 11.6-inch rear touchscreens Heated steering wheel Heated windscreen The Superior Line Interior Plus Package ($14,500) adds: Full Nappa leather upholstery with diamond design Active Multicontour Seat Package Plus Leather grab handles To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool Is the Mercedes-Benz G580 safe? While the G-Class was awarded a five-star rating from ANCAP in 2019, this only applies to the G63 and the G400d, the latter of which is no longer sold in showrooms. Standard safety equipment includes: Autonomous emergency braking Lane-keep assist Blind-spot monitoring Adaptive cruise control Surround-view camera (with 'transparent bonnet') Traffic sign recognition To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool How much does the Mercedes-Benz G580 cost to run? All Mercedes-Benz models sold in Australia are backed by a five-year, unlimited-kilometre warranty, while the high-voltage battery in the G580 and most of its EV siblings is covered for eight years or 160,000km, whichever comes first. For context, the AMG G63 has the same service intervals, though its service plans are considerably more expensive. Three years of servicing for the V8 will cost you $4380, rising to $6900 for four, and $8635 for five. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool CarExpert's Take on the Mercedes-Benz G580 The G580 is an incredibly interesting vehicle. In an era of big, fast and ever-crazier SUVs, the G580 builds on the well-established G-Class formula and gives it a new dimension, while still adhering closely to both these themes. The G-Class was always large, but the electric powertrain has no pushed it beyond three tonnes. Yet the G580 is nearly as quick as the G63 thanks to its unique and monstrous quad-motor powertrain, which also gives it those wild G-Turn and G-Steer capabilities. But the fact is it's still a $250,000 Mercedes-Benz, and even if it's pitched as an off-road-ready EV, it's still difficult to see many owners exploiting its full potential. It's also really disappointing that you don't get a spare wheel with the G580 as standard. The G580's price is at least a lot more palatable than that of the G63, and the lack of a rowdy V8 will make it more socially acceptable in public, if that's a concern for you. But you wouldn't buy a G-Class for its ability to blend in, and the G580 still has the chops to be as in-your-face as any of its predecessors have been. G-Roar is one thing, and the ability to pirouette is nothing if not a fun party trick. The level of customisation is mind-boggling too, with countless exterior finishes and interior colourways to truly make the G580 yours. Yet because it's no less boxy, the average onlooker probably isn't going to notice this is a different kind of G-Wagen at first glance. The optional black EV grille changes this with a more raccoon-like face, but it's still a fairly classy look. Mercedes-Benz has therefore done a good job with the G580, and its conviction to take such a wild EV from conception to reality should be applauded. After all, building distinctive EVs may encourage other brands to take a few more creative liberties themselves, as is now happening in China. Beyond all that, the G580 is also an exciting window to what the G-Class may bring in future. Interested in buying a Mercedes-Benz G-Class? Get in touch with one of CarExpert's trusted dealers here MORE: Everything Mercedes-Benz G-Class Pros Ridiculous level of tech Impressive off-road capability Significantly cheaper than an AMG... Cons ...but still really expensive Limited real-world use for gymnastics
