Electric class G Mercedes G attempt: Useless, so essential?
The democratization of the electric car also goes through image vehicles. Mercedes understood this by presenting its SLS AMG Electric Drive in 2012, in 2012, a trendy sportswoman who has sold only nine copies. In a completely different register, the star brand unveiled the EQG concept in 2021, announcing the arrival of an electric version of its mythical all-terrain, class G.
In 2024, this concept became reality in the form of the G 580 with EQ technology. This nomenclature, of which only Mercedes has the secret, was chosen to make this electric model a class G almost like any other.
An electric class G, yes, but above all a class G
This electric version must therefore not disguise the G-class, known for its all-terrain skills and its initially unexpected attraction with easy clientele, making a real fashion accessory over the years.
No question of transfiguring the rustic class G, therefore, which has only been entitled to a single complete overhaul since its marketing in 1979, and whose style only evolves in small touches. This electric version respects the tradition with only a few specific details, which will be noted only by the followers of the model. It is however possible to opt for an optional light grille and, as is the case of our test model, for the design box in place of the traditional spare wheel on the rear door.
What does the electric G class hide in this small backpack? Its charging cable, of course, which is lodged there so as not to clutter the trunk. A fun idea that makes it possible to revisit the style of class G in the era of the electric, although it remains free to opt for a traditional spare wheel instead.
After being climbed on board – the expression is not overused -, we take advantage of a much more luxurious interior than the origins of class G. Its current generation, which appeared in 2018, was also entitled to a few modernizations last year, although on -board technology is still not its main argument. Class G is only catching up by adopting an adaptive regulator and hands -free access (it was time!). That purists reassure themselves, that does not change the ancestral sound of the click of the doors and their locking.
At start-up, this electric G class makes its voice heard, or rather its G-Roar, an artificial sound which dates back the absence of thermal engine under the hood. He imitates the sound of a V8 and, if it is possible to deactivate this artifice, we must recognize that he knows how to be relatively discreet. The sound is emitted mainly at start -up and during strong accelerations, without however becoming invasive during the smooth driving phases in Comfort mode. It is more present in sport mode.
Couple, weight and truck consumption
Comfort, ensured by adaptive damping, is good for a machine also capable of all-terrain, but far from that of more traditional luxury SUV.
Without being signed AMG, this electric version is nevertheless very efficient. It is equipped with four electric motors, which each send up to 108 kW (147 hp) to the wheel they operate. The cumulative power reaches 432 kW (587 hp) and the torque 1164 Nm, just that. The 0 to 100 km/h is announced in 4.7 s, just three tenths of the time of a G 63 AMG. For our part, we timed it at… 4.5 s.
Of course, the dynamic behavior of class G 580 is to be judged in a separate category, that of vehicles which should never have finished with 500 hp under the hood in a normally constituted world. The fact remains that he gets out with honors, especially when we know his mass of 3085 kg, 600 kg more than a G 500 already pachydermal. We remain impressed by the pitching movements at each acceleration.
The payload only reaches 415 kg and this electric version does not allow to tow. It is therefore impossible to try a consumption record with this class G at CX of 0.48 … Record of the highest consumption, of course. Too bad, we would have grown well to reach a three -digit value in kWh/100 km with a trailer to be towed.
Yes, because at 130 km/h, it already takes almost 50 kWh/100 km at G 580 to move, more than double the consumption of a Tesla Model Y. Result, despite the useful 116 kWh of its battery, the electric version of the G -class only displayed a maximum autonomy of 473 km in WLTP cycle. And better will re -evaluate this estimate, unless you are ready to find a convenience store capable of taking care of your 3 t baby.
On the recharge side, the technical sheet is not much more flattering. You have to be satisfied with 11 kW by alternating current and 200 kW in direct current. Mercedes promises for a time of 32 min on the exercise of 10 to 80 %, quite disappointing in view of the regulated autonomy and which is surely explained by the difficulty of cooling a much more defined battery than on the edge of other electric cars. As for we had to wait 35 min during a load of 10 to 80 %.
An engine with less combustion, but more skills
Mercedes has done everything so that the electrification of his class G is not done at the expense of his adventurous character, quite the contrary. Its configuration with four electric motors allows it to cause each of its wheels independently. Therefore, there is no need for the three differential blockages usually offered, since electronics are responsible for intelligently feeding each of the machines.
The three keys, which are usually found in the center of the dashboard, therefore found new functions. In the center, a command makes it possible to activate a real short range (reduction report of 2: 1) to be activated in rock mode. Three crawling modes are then offered, from 2 to 8 km/h, and are to be selected via driving pallets. They serve the rest of the time to modulate the energy recovery at the sunrise on five levels, from a free wheel mode to a fairly pronounced deceleration, but never until stopping. The brake pedal is however spongy, but the braking system manages to stop the beast brilliantly.
The other two switches provide access to unprecedented functions and specific to this electric version. The G-Turn is undoubtedly the most impressive. On a furniture floor and after having scrupulously respected a German-complex approach, this mode makes it possible to run the G 580 on site by drawing the right wheels in one direction and the left wheels in the other. The G-Steering function, on the other hand, is used to pin more in all-terrain by blocking the inner wheel to turn around. Practical, knowing that it is necessary if not a diameter of 13.6 m to G 580 to make a U-turn between sidewalks.
Otherwise, this electric version retains very good approach angles (32 °) and leakage (30.7 °), but the ventral angle of 20.3 ° is a little less flattering than that of thermal models, the fault of the presence of the battery between the axles. It finds its place in the chassis-scale in a torsion-resistant case. In order to prevent potential damage, it is protected by a 26 mm thick plate. The latter combines different materials, including carbon in order to limit its mass, but weighs 57.6 kg.
And for those who would fear to take wading their G 580, no fear: in good pachyderm, it tolerates passages to forced up to 85 cm deep, 15 cm more than the thermal versions … when they are not equipped with a snorkel.
He does not meet any need, and that may be why we love him
Too imposing for the city and not enduring enough for the highway, the G 580 only excels all-terrain, where you will probably see none. In no way pragmatic, this electrical iteration of class G is therefore more than ever a fashion accessory. In this sense, she participates in reminding that electric cars can also rhyme with automotive passion, including in its most unreasonable deviances. But on the finance side, the G 580 almost seems to be a measured choice, of course all proportions.
It is thus sold from € 176,351, or € 4,650 more than a G 500, but it escapes € 70,000 in CO2 penalty of petrol models. In 2025, electric cars also benefited from an exemption from weight penalties, but the law plans to submit them in 2026.
