All-new electric G-Class arrives with 579hp
Can't wait for the Range Rover Electric? Mercedes throws down the gauntlet with 'uncompromising' G 580
It is a truth universally acknowledged that some types of cars are more difficult to convert to electric than others. Lightweight sports cars, for example. But SUVs, tall and comparatively heavy since day one, have proven ideal for the concealment of giant batteries. And if ever there was one to lend itself to being retrofitted with the technology, the Gelandewagen, with its ladder frame chassis and squared-off shape, must rank very highly. People are already accustomed to paying the earth for a fast one, too - win-win.
Accordingly, there was much about the new Mercedes G 580 that we already knew. Yes, the ladder frame concept has been retained: in fact, thanks to the work required to house a two-tiered, 216-cell lithium-ion battery - and protect it come what may - the electric G-Class is said to be significantly more rigid than any combustion version. The battery itself is a monster, too, at 116 kWh, and can accept a charge of up to 200kW. Find a charger that chunky and you should get 106 miles of range in 15 minutes. Total range, all things being measured the WLTP way, is 294 miles.
If that doesn’t sound like a terrifically large amount then obviously you need to bear in mind that a) the G-Class is roughly equivalent of to a garden shed, aerodynamically speaking, and b) it tips the EC scales at 3,085kg. Which is substantial even for a large electric SUV. As you might expect, this will not prevent it from seeming spirited in a straight line: Mercedes says 62mph in 4.7 seconds is achievable, although that is 0.3 seconds slower than the new hybrid G63 - and the limiter kicks in 26mph shy of the V8's 137mph top speed.
It is not for the want of output or complexity, though. The G 580’s maximum total output is 579hp (marginally behind the 585hp V8) via four individually controlled motors that are also integrated with the ladder frame chassis, each located conveniently close to the wheel they power. Mercedes has previously admitted this is a complicated and expensive way of accomplishing four-wheel drive in an EV - it is the first mass-produced Mercedes to feature ‘individual-wheel drive’ - but it affords the G-wagen some impressive capabilities.
Firstly and not unsurprisingly, there is 858lb ft of peak torque available - this being considerably more than even the hybridised V8 summons up. Secondly, it means that Mercedes can claim to ‘generate virtual diff locks’, which is obviously a nod to the combustion version, but in fact just means that the fully variable distribution of torque can be very precisely and automatically measured out to each wheel, when and where it is required. It even features a switchable low-range gear reduction (at a 2:1 ratio) that is likely to make the accompanying ‘intelligent off-road crawl function’ supremely able.
Thirdly, it has equipped the G 580 with something called G-Turn, which will allow drivers to spin the car around ‘almost on the spot’. It is capable of this feat (which ‘looks spectacular’ according to its maker) because each of the four driven wheels can rotate to the left or right as required, which means that both wheels on one side can be made to go in the opposite direction of those on the other. Like a tank. As you can imagine, it’s quite an involved and time-consuming process to prepare the car for doing this, but (as any budding green laner will tell you) it could prove very useful off-road should you discover there is nowhere left to go.
That said, as with all other G-Class variants, the electric version will take some stopping away from tarmac. It has a gradeability of up to 100 per cent (i.e. 45 degrees) on ‘suitable surfaces’ and will remain stable on sideways slopes of up to 35 degrees. It outperforms the fording depth of its combustion-powered counterparts by 150mm (to a maximum of 850mm) and features a protective underbody panel that is 26mm thick, weighs 57.6kg and is attached to the ladder frame with more than 50 screws - which ought to offer peace of mind when you’re busy dipping a very large battery in nearly a metre of murky water.
While the G 580 is equipped with the same adaptive dampers and double-wishbone front suspension as the conventional derivatives, Mercedes says the De Dion back axle has been ‘completely redeveloped’, presumably to help accommodate new dual-joint shafts that connect the electric motors to the wheels. There’s a familiar choice of ‘Comfort’, ’Sport’ and ‘Individual’ in the on-road driving modes; interestingly, in the default setting, ‘propulsion flows primarily to just one axle for optimum energy consumption’. We’ll assume that ‘one axle’ is also the rear one. In any event, G 580 buyers might find themselves in ‘Sport’ more often than not because that’s where the new G-Roar (seriously) system delivers a ‘powerful and emotional sound’ inspired by the V8. Something to look forward to, eh?
One thing that definitely hasn’t changed is the look. Or only very slightly anyway. The G 580 gets a slightly raised bonnet and there’s the option of a black panel radiator grille with an LED light band (that you can activate as a DRL if you really must) but otherwise the tweaks - such as ‘air curtains’ in the rear wheel arches and a spoiler lip on the roof - are to do with subtly optimising the aerodynamics. Ditto the five-spoke, 18-inch alloy wheels. The interior, meanwhile, is essentially carried over from the updated model revealed last month. The price is not: the G 580 starts at 142,621 euros or 192,524 euros for the Edition One pictured. No word yet on UK availability, but expect to hear more on that in the coming weeks. And expect a queue to form immediately.
Or for showing off in a shopping centre car park........
The raised bonnet, ‘aero sleeves’ on the A-pillars and a wee Gurney flap thingy above the windscreen all reduce wind noise when cruising and lower the Cd. Makes sense.
But this aero package is exclusive to the EV version, and not available on the ICE Gs. Huh??
However, one of the things you can guarantee the press care about for EVs is range, so maximising it is important.
The raised bonnet, ‘aero sleeves’ on the A-pillars and a wee Gurney flap thingy above the windscreen all reduce wind noise when cruising and lower the Cd. Makes sense.
But this aero package is exclusive to the EV version, and not available on the ICE Gs. Huh??
However, one of the things you can guarantee the press care about for EVs is range, so maximising it is important.
That means relative to the petrol and diesel ones this needs to stand purely on the merits of how it drives. Is the extra smoothness and instant torque worth the lack of charging infrastructure and need to stop partway through very long journeys? I'm not going to guess, but it'll be interesting to see where the market goes.
Of course, the G being the G, I'm sure there's a subset of buyers who will buy every version available just because they can.
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