Mercedes-Benz G-Class review (2018 - 2025)

The G-Class traces its roots pretty directly back to the 1970s, when its predecessor was initially produced as a military off-roader known as the Geländewagen, or G-Wagen. In 1979, Mercedes-Benz made a version for the general public, and it immediately developed a keen following, helped in considerable part by its use as a Popemobile. Over the following decades it gained cult status, and changed very little during the 80s. It was officially given the name ‘G-Class’ in 1990, and that version sold for a hugely impressive 28 years.

But in 2018 Mercedes decided that an all-new G-Class was overdue, and this is the result. It retains the boxy, classic look of the original G-Class but underneath it’s been completely redesigned and throws off some of the downsides that a 40-year-old design caused in its predecessor. At the same time, it embraces the lifestyle appeal that the old model had garnered, with lashings of luxury and technology to complement the rugged off-road capability.

This G-Class, then, is a well-equipped, very capable but very expensive luxury SUV, available with a choice of powerful petrol and diesel engines, with the uppermost end of the range fettled by Mercedes’ tuning arm, AMG, and it's crammed with more horsepower than most people will know what to do with.

As you’d expect for a car that costs the best part of £100,000 at least when new, build quality is very good. Some might find that the upright windscreen feels very close to them compared with other modern cars; that’s another nod to the original, and it does make for excellent visibility, at least out of the front. The rear wheel at the back limits how much you can see through the rear screen, but there are sensors and cameras to help manoeuvring.

Space up front is more than generous and adults in the back won’t be cramped, either, even if rivals have more room in which to luxuriate. There’s no seven-seat option, but the boot, at 667 litres, is impressively capacious, albeit not as big as that in the Porsche Cayenne. There’s also the question of the boot lid, which is actually a side-hinged door that, for our money, isn’t as usable as a proper tailgate. Make sure you leave enough room behind you at the supermarket to open it.

Your perception of the driving experience will depend on your expectations. At this kind of price point, the G-Class competes with cars like high-end Porsche Cayennes, Range Rovers and Bentley Bentaygas, as well as the Land Rover Defender and, off-road at least, even the Jeep Wrangler. But it’s also got that utilitarian, classic car vibe going on, which might lower your personal benchmarks for ride quality and handling on the road. The old model drove much like it looked – like a 40-year-old military vehicle – but the new G-Class is far more accomplished. The steering is nicely weighted, body roll is kept in check through the bends and the ride is impressively comfortable, despite the fact that the suspension set-up is unsophisticated for a car this modern. It’s no Range Rover when it comes to waftiness, and bad road surfaces will be felt in the cabin, but it’s really not bad.

What the G-Class doesn’t give you, and doesn’t pretend to even try, is any kind of on-road sharpness. It’s not trying to match the agility of the Porsche Cayenne and will not reward any enthusiastic cornering, even in the performance AMG versions. Keep things at a cruise, and it’s fine.

Off-road, however, it’s a lot more than fine. This is a genuine, proper 4x4 in the mould of the Land Rover Defender and Jeep Wrangler, and it’s equipped to cope with some properly difficult terrain. You’ve got a ladder frame chassis, three locking differentials and a rigid rear axle, as well as a low-range gearbox and high ground clearance, not to mention impressive approach, departure and breakover angles (31, 30 and 26 degrees, respectively) and a wading depth of 700mm. If you’re into your off-roading, you’ll know how good those stats are. We’re not sure how many people will want to risk their six-figure luxury car on dangerous ground, but if you’re game, so is the G-Class.

Mercedes has gone to great lengths to keep the retro appeal in the new G-Class, as evidenced by little touches like the big push-button door handles, visible hinges and rear door-mounted spare wheel, not to mention the lack of damping when you slam the doors. It’s hard to quantify in writing, but it just feels like a classic car in lots of ways.

That hand-on-history approach continues inside, but it’s far less forced than latter examples of the old G-Class, which felt like someone had tried to cram modern tech into a car that really wasn’t designed for it. The new model is much more cohesive and well thought out, with a decidedly modern widescreen infotainment screen dominating the dashboard, albeit next to an old-school grab handle in front of the passenger. The infotainment system is a very decent one, mixing natty looks and proper useability well, and it has one of the best voice-recognition features on the market, as well as Apple CarPlay and Android Auto.

You don’t buy a G-Class to be frugal, and as well as the high purchase price you’ll be throwing cash at it regularly to keep it going. All versions are expensive to buy and run, although some are more so than others. They do at least seem to keep their value relatively well, though, so you can at least be fairly confident of getting some of your initial outlay back when you sell it on.

When it comes to fuel, both versions of the diesel return close official MPG figures, but the more modern 400d edges it with 26.4mpg against 25.9mpg for the 350d. Meanwhile the G63 AMG promises 17.2mpg, but to be honest, if you’re even halfway enthusiastic with the accelerator, that’ll drop considerably. Ultimately, you’re driving a large, heavy, unaerodynamic and polluting car, and that costs money. Still, at least it has a large 100-litre fuel tank.

Vehicle Excise Duty (VED, or road tax) will be sizeable. This is an expensive machine, which means it attracts the £310-a-year premium for vehicles over £40,000 new. You’re looking at £490 a year on all models for the first five years from new. If you’re buying new, the first year will be £2,000.

Mercedes offers a ServiceCare plan on the G-Class, which you can pay for monthly or upfront. Two services will cost £44 per month over two years, £88 over one year or £1,056 up front. You can also scale that up to cover four services, which is £2,112 up front, or payable monthly over up to four years. We wouldn't recommend straying from official Mercedes servicing for such a new car, as it could affect resale value.

Insurance will be pricey, too, as all models sit in the top 50 insurance group.

It’s relatively early days to have a firm grasp on the G-Class’s reliability. The old model traded on its virtual indestructibility, but much has changed in the new one.

There have been an alarming number of recalls on the latest model, although none for major worry-inducing issues. Affected items include the software for the emergency call system, the wiring for the front doors and suspect seatbelt buckles, as well as the control unit for the diff locks, child safety locks, and concerns about the oil feed line that runs to the turbochargers. Any remedial work should have already been carried out, if you’re looking at a used example, but it’s worth checking with any Mercedes dealer.

The G-Class comes with a three-year, unlimited-mileage warranty, which isn't outstanding when compared to the five- or even seven-year deals offered elsewhere in the market, but is standard for the luxury segment. The unlimited mileage is nice, too, as that’s not always offered by the competition.

Mercedes as an overall brand doesn’t have the best reputation for reliability, but that’s also true of most of its luxurious competition. The company scored well below average in JD Power’s 2019 UK Vehicle Dependability Study, but still placed above Land Rover. That said, it came third in ‘most dependable car manufacturer’ in the 2018 Driver Power customer satisfaction survey, so it’s not all bad news.