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7NEWS
5 hours 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
West Australian
5 hours ago
- Automotive
- West Australian
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? 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 here MORE: Everything Mercedes-Benz G-Class
Motor Trend
15 hours ago
- Automotive
- Motor Trend
Kingsley Range Rover Classic KSR Restomod First Drive: Cooler than a Lambo?
Everyone loves a restomod Land Rover Defender SUV. So much so that reinventing Land Rover's world-famous 4x4 workhorse has become a profitable niche industry with a global reach. Even Land Rover itself has jumped on the bandwagon as its Classic Works Bespoke operation rebuilds classic Defender 90 and 110 models with new luxury interiors, reworked suspension and brakes, and punchy V-8 engines. The entire scene has reached a point where a restomod Defender often walks a fine line between caricature and cliché—which is precisely what makes the Kingsley Range Rover Classic KSR an interesting alternative. 0:00 / 0:00 The Background While the Jeep Wagoneer of the 1960s invented the idea of a luxury 4x4, Land Rover's original Range Rover perfected it, although the early 1970s versions were relatively spartan with vinyl seats and rubber mats on the floor. However, the Range Rover's magic carpet ride is what made it special from the outset. It was a fearsomely capable off-roader that was as comfy as a Cadillac, on and off the road. When wood, leather, carpet and air conditioning arrived later, they seemed logical, perfectly in character with the rest of the vehicle rather than looking like lipstick on a rough-riding pig. British-based Kingsley Re-Engineered has been in the business of restoring and restomodding Range Rovers and Land Rovers since 2001, though the company has been under new management for the past 14 months. The KSR is a new addition to the Kingsley Range Rover Classic lineup, which includes the KC, a full nuts-and-bolts restoration, and the KR, which is a restomod with leather wrapped over much of the original Range Rover interior. The Details Available in either two- or four-door configuration, the Kingsley Range Rover Classic KSR is based on pre-1993 Range Rover Classic donor cars, what enthusiasts call the 'hard-dash' models. The later 'soft-dash' cars have a rounded, more integrated instrument binnacle that was a major improvement at the time but is now much more difficult to restore or retrim. Beyond that, says Kingsley managing director James Sawbridge, the soft-dash models are much more prone to severe body-rust problems, to the point where cars that look good from 30 feet away have bodies that are so catastrophically rusted out under their carpet and other trim pieces that they must be junked. Fortunately, the chassis is much more durable. 'It's very rare we have to throw a chassis away,' Sawbridge said. The KSR shares much of its mechanical hardware with the KR. Under the hood is Kingsley's 'High Torque' 4.6-liter V-8, an upgrade of the original Rover 3.9-liter unit that now develops 270 hp and 310 lb-ft of torque. Driving all four wheels through the standard four-speed automatic transmission, that's enough grunt to propel the KSR from 0 to 60 mph in 9.8 seconds and to a top speed of more than 120 mph. That's not earth shattering in the context of rocketship-modern SUVs such as the Porsche Cayenne Turbo GT or Ferrari Purosangue, or even today's Range Rover P530, which packs a 523-hp, 553-lb-ft punch and is a full 5.2 seconds quicker to 60 mph. But it's worth remembering the original Rangie took about 11 seconds to get to 60 from a standstill and topped out at 110 mph. This is why the Kingsley Ranger Rover Classic KSR, though retaining the standard Range Rover Classic spring and roll bar rates, uses TracTive adjustable adaptive shocks to better control the body motions and has bigger disc brakes front and rear. Spot the Differences The interiors are the big difference between the Kingsley KR and KSR models, with the latter featuring a redesigned dash, a digital instrument panel, and a new center console with upgraded switchgear and an inbuilt digital display. The redesigned interior makes the KSR easier to build to a higher quality. Wrapping the original Range Rover dash and doors and other hardware sounds simple enough in concept but is difficult to execute as it involves retrimming substrate structures that are not always in good condition or robust enough. The interior redesign also improves its functionality: The Range Rover' Classic's notoriously poor windshield demisting is notably better courtesy of larger vents at the top of the dash, and the upgraded air conditioning system is activated more easily via improved switchgear on the center console, which now has cupholders and USB and USB-C connection points. The software powering the digital screen supports Apple CarPlay, thus delivering up-to-date navigation and audio functionality. Make It Yours Customers can choose almost any color and trim combination they desire. Our test SUV, the first KSR out of the shop, features Brewster Green paint over a Chestnut leather interior and Boxweave carpets, with Black Watch Weathered tartan accents in the seats. It rolls on 18-inch multispoke wheels finished in gloss black and fitted with 255/55 Avon Zx7 tires. Wheels apart, color and trim combinations don't come much more classically British. And they suit the crisp, clean lines of the Range Rover Classic, a car so highly regarded as a paragon of industrial design that one was exhibited at the Louvre back in 1971. How It Drives Sliding behind the wheel of the Kingsley KSR is to be reminded that ever-tougher crash-safety regulations have turned modern SUVs into pillboxes on wheels, with heavy rooflines and slits for windows. With its low cowl and beltline—the side windows come down to elbow height—and ultra-thin pillars, the Range Rover Classic cabin is a light and airy place to be, offering superb visibility for all occupants. The tuned V-8 is a rumbly, grumbly thing, amplified by a sport exhaust system that's in truth a little too sporty, even at idle, for an SUV that by modern standards is a relatively relaxed performer. Worse, the exhaust note gets boomy under load, with an annoying resonance at 2,500 rpm. Kingsley's Sawbridge agrees the exhaust tuning needs finessing to give the car a more dignified soundtrack that's more in keeping with the Range Rover's refined character. The suspension presents a similar story. We began our drive with the TracTive shocks in their middle setting, and the low-speed ride was just a touch too firm, too sporty. The softest setting—the different ones can be activated via the rotary controller on the center console—was the most comfortable, not quite the magic carpet of the original Range Rover but still plusher than many modern SUVs. It's a decent compromise: The original Range Rover required care and anticipation when driven fast on the road to allow for its prodigious roll rates during rapid changes of direction; the TracTive shocks keep a much tighter rein on the Kingsley KSR through the twisties. Sawbridge says Kingsley is looking at offering 16- or 17-inch aluminum wheels that will allow a taller-sidewall tire to add a little more syrup to the low-speed ride. That's an option we'd definitely explore. A different wheel/tire setup would also help the steering, which is too heavy, especially at low speeds—a characteristic amplified by the Nardo steering wheel that's much smaller in diameter than that of the original Range Rover Classic. If it sounds like we're harping on the low-speed refinement, you're correct. That's because the reality is the Kingsley KSR is a vehicle that will spend most of its life woofling around town or along country roads at modest velocities rather than being hammered along on a fast cross-country drive. It's not even meant for heavy-duty off-road action: The redesigned center console eliminates the stubby lever that enables drivers to shift between high and low range and to lock the center differential. 'KSR customers don't want extreme off-road capability,' Sawbridge said of the decision to remove the transfer-case shifter. (The transfer case is still present; you just can't use it). 'They want the old-school style of the original Range Rover. The only off-roading they do is driving across a grassy field to watch polo or go shooting.' How Much? With a starting price of about $300,000 (based on today's exchange rates) plus tax and shipping, the Kingsley Range Rover Classic KSR restomod isn't cheap, costing more than an Aston Martin DBX 707 or a Lamborghini Urus. But it offers character and charisma few modern SUVs can match, and it can be built exactly the way you want it, not just in terms of color and trim but also in terms of a quieter exhaust, softer shocks, and a more comfortable wheel/tire combination. And if you want both performance and refinement, Kingsley will soon offer the KSR with a punchy 6.2-liter GM LS3 V-8 under the hood that drives through a six-speed automatic transmission.
Scotsman
a day ago
- Business
- Scotsman
Win £2.8m house and Range Rover for £10 in Wowcher raffle deal
The house is ready to move into | Raffle House This article contains affiliate links. We may earn a small commission on items purchased through this article, but that does not affect our editorial judgement. A lucky winner will soon bag a £2.8 million Cotswolds mansion — fully furnished and complete with a Range Rover. But here's the twist: Wowcher is offering entry tickets for a fraction of the usual price. Sign up to our daily newsletter Sign up Thank you for signing up! Did you know with a Digital Subscription to Edinburgh News, you can get unlimited access to the website including our premium content, as well as benefiting from fewer ads, loyalty rewards and much more. Learn More Sorry, there seem to be some issues. Please try again later. Submitting... Raffle House will soon be giving away a £2.8 million house in The Cotswolds to one lucky winner. It's their 20th prize draw and one of their biggest yet. It's fully furnished and ready to move into, and the new owner could choose to live in it, rent it out for thousands of pounds per month, or to sell it and become an instant millionaire. Tickets to win this life-changing prize cost at least £10 if you visit the Raffle House website, but there's a clever way to get them for a much lower price. Because shopping and deals website Wowcher is offering a massive discount on bundles of tickets, which saves a lot of money off the standard price. The family room opens out into the courtyard | Raffle House Normally, for example, the most popular bundle of 50 tickets will set you back £25, but Wowcher will offer you them for just £10. That's the same price as 15 on the Raffle House website. There's an even better deal on the bundle of 150 tickets, which now costs just £20. That's far cheaper than the £50 they'd cost you on the Raffle House website. The Wowcher deals are even better than the offers given to subscribers. If you choose to pay Raffle House monthly, £10 per month would get you 45 tickets, and £30 per month would get you 180 - and that's with the current special offer taken into account. What's more, if you enter before the end of the month and your ticket is drawn, you'll not only win the £2.8 million house, you'll also win a £55,000 Range Rover Velar - which would look perfect on the gravel driveway. The kitchen is lavishly appointed | Raffle House The Cotswold dream home prize draw runs until the end of June, and it's a six-bedroomed luxury pad in one of the most sought-after parts of the country. A small porch at the front of the house leads you into a long hall, off which are the huge dining room, a cosy sitting room, and a study. There's also a boot room, a downstairs toilet, and access to the outside. Off the dining room is a massive family kitchen, which opens into a light and airy family room with huge doors that open it out and connect it to the outside. Off this is a laundry area and utility space and, off the dining room are steps down to a cellar. Nearly all the bedrooms have en-suites | Raffle House On the first floor you will find five of the bedrooms, all of which have an en-suite bathroom, and stairs to the second floor, which has two further bedrooms - one of which is a walk-through space, and one of which has an en-suite. The winner will be offered a cash alternative for either the car or the house - or both, and Raffle House will cover the cost of any stamp duty and legal fees. To find out more about the house and the car, or to see Wowcher's special offer, click here. If you're worried about how gambling makes you feel, you can find free, confidential advice, tools and support, by visiting GambleAware or contacting the National Gambling Helpline, available 24/7, on 0808 8020 133 📱 One small habit = 53% better results with weight loss jabs Using Wegovy or Mounjaro? The biggest difference might come after the injection. 💡 With Voy, people who log weight weekly or message a coach can lose up to 53% more. Their app offers expert coaching, tracking and medication access where appropriate. 👟 It's built for real life – just a few minutes a week. Check your eligibility here to get started.
Sunday World
a day ago
- Sunday World
Former skip hire boss admits stalking his estranged wife
McKinstry and asked the mechanics to download the tracking system of where his wife's vehicle had been A former director of a multi-million pound skip hire and recycling business today admitted a litany of stalking and breaching court orders to protect his estranged wife. Due to a bail breach last month 54-year-old Mark McKinstry was remanded into custody so he appeared at Antrim Magistrates Court, sitting in Ballymena, by video link from prison. Privately funded, senior barrister Barry Gibson KC confirmed the Co. Antrim man was entering guilty pleas to all of the charges on the last two outstanding cases against him. On six separate bills of indictment McKinstry, from the Belfast Road in Crumlin, has now admitted guilt to a total of 15 offences including eight breaches of a non-molestation order, three counts each of stalking and harassment and a final, single charge of domestic abuse in that he subjected the victim to an abusive court of behaviour which was intended and likely to cause her 'to suffer physical or psychological harm. McKinstry's offending occurred between 8 May 2024 to 29 March 2025. None of the background facts were opened today but during earlier court appearances, the prosecution outlined how McKinstry 'put a tracking device' on the victim's Range Rover and contacted her by phone and text to discuss 'a dog, money and the house.' There was also an incident when, after her Range Rover had been left at a mechanics for a service, McKinstry attended and asked the staff to download the tracking system of where the vehicle had been. They refused however and alerted the victim to what her husband had done when she collected the car. Mark McKinstry News in 90 Seconds - May 27th At one point McKinstry was freed on bail after a £20,000 cash surety was lodged but his bail was revoked last month after the court heard he had breached conditions by being close to the victim's home in what was 'a deliberate attempt to cause her anxiety and distress.' In court today, Mr Gibson asked District Judge Nigel Broderick to adjourn passing sentence to allow time for the reparation of a pre-sentence report from the Probation Board. The judge said that given the number of offences, all of which carry six month maximum prison sentences, 'it's important for probation to have access to the full facts of the case.' Remanding McKinstry back into custody, he said he would deal with the case on 26 June.
