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Mercedes-Benz mints money with the G-Class. At one point a late-1970s leftover in its model plan, the G has rocketed in status to become one of its bestselling and most profitable—and glitziest—Benz vehicles. 

It remains its most capable off-roader, no question: with three differential locks, nine forward gears, plenty of inches of ground clearance, and hundreds of pound-feet of torque it generates as much good trouble as it has the ability to extract itself from. And that makes it irresistible for athletes, reality-TV characters, and content creators to be seen in one.

It’s been a great success, and that universe can only expand with the 2025 G 580 with EQ Technology. With a hefty battery pack underneath, four motors, 579 hp, and heritage that shames Rivian, Hummer, and especially the Cybertruck, the electric G-Class promises freedom from pavement, all courtesy of battery power.

It also proves out, Benz believes, the wisdom of its quest to eventually electrify every classic model line it builds. 

“If the G can go electric,” Mercedes marketing vice president Bettina Fetzer told a group during a background session a week before this test drive, “any car can go electric.”

I’ll never become Internet-famous for owning one, not at the G’s starter-home prices, not for all the lip filler in L.A. County. But I do have one step up on the celebs lining up for one now.

I’ve driven it already.

Mercedes-Benz G 550: Ditching the ripping V-8 for a silky turbo-6

For the gas-powered Gs, this year brings more of a mid-life update than a full rethink. It remains a ladder-framed, five-seat SUV that sits at the pinnacle of off-road capability, thanks to everything that sits beneath its box-tastic body.

In the G 550, the former twin-turbo 4.0-liter V-8 drops out, while a 3.0-liter turbo-6 drops in, teamed to a 9-speed automatic. With 443 hp, it’s 27 hp stronger than the old V-8 and thanks to a standard 48-volt mild-hybrid system, it can top that off with an additional 20-hp and 184 lb-ft of boost when it launches from a stop, or during other high-load situations. The independent front suspension and live rear axle still adopt adaptive dampers. Ground clearance still posts up at 9.5 inches, at a minimum, and fording depth lets it trudge through up to 27.6 inches of water.

Over a road course circling the town of Narbonne, France, the G-Class smoothed out its farm clothes, revealing a vehicle that’s not changed much dynamically since we drove the newly reinvigorated 2019 G-Class in the same part of the world. It’s been mildly updated outside with bits designed for the electric G, including side fairings and a windshield-header spoiler for better airflow. 

As for the interior, the dashboard gets illuminated air vents and a steering wheel with capacitive touch controls, and twin 12.3-inch screens that display gauges and infotainment—as well as the Offroad Cockpit, which spreads information about vehicle tire pressure, altitude, steering angle, and differential locks across its combined span. In addition, camera views stitch together to give the driver a view of what’s going on under the front end and by the wheels to aid navigation through tight, rocky trails. All else feels familiar in look and feel. 

On a moderately challenging path laid out on an ascent toward power-producing windmills, the G 550 picked through grunky rubble in its usual steadfast way. Incredibly smooth and capable, it encouraged tapping the diff-lock buttons like piano keys, while the views from the Offroad Cockpit spun and lit like one of the more classy casinos. I leaned forward in the seat to avoid pistoning while we yumped over protruding rocks that barely grazed the skid plates. The sturdy outfitting almost puts people out of work: in another off-road era, we’d have needed a navigator, a spotter, and someone to come reel us in when we cut a tire sidewall on a rock.

There was much less need for concern on the street loop that followed. The turbo-6 spins up in whorled of incredibly smooth torque, while the G 550’s multi-contour seats pumped up their bolsters as the G’s weight shifted into the steeply curved roads that link the lakes and valleys of this corner of Occitanie. The power delivery’s not so different from the former V-8, and neither is the manner in which the G 550 bounds over dodgy runs, leaning and bracing its passengers from harsh transitions. 

Mercedes-Benz G 63 AMG: Where the V-8 lives on

Not every gas-powered G-Class has an inline-6. The rorty twin-turbo V-8 lives on in the G 63, fleshed out with a vibrant and husky soundtrack to the tune of 585 hp, shifted through a 9-speed automatic. With the same 48-volt mild-hybrid system as the G 550, the AMG G 63 might be slightly more efficient than before, but it’s hard to notice as it lurches then rockets to 60 mph in as little as 4.3 seconds, stretching its legs toward a 149-mph top end. 

On the same road loop, its V-8 remained very much a talker: it burbled and blatted feedback from throttle inputs, muted when you’re on the inside but without subtlety if you’re perched by its exhaust tips. Watch it peel out of a parking lot and hear its Jurassic roar, and there’s little doubt which G-Class it is. 

Then, I dove into the valley loop with gusto. The G-Class’s new electrohydraulic Active Ride Control suspension didn’t get fazed. Its channels of hydraulic fluid build pressure against body lean where a torsion bar normally would limit movement; Mercedes says it’s faster to respond, allows for wider spring tuning, and permits a softer ride. With three different levels of actuation in the G-Class’s drive modes (which add two with Active Ride Control), the system grants the AMG G 63 much improved body control. Much of the head toss I’ve felt in older G-Classes has been filtered off, and it’s much easier to drive quickly when the conditions allow it. Its electric power steering acts more precisely as the suspension squares better against the road, and while you’d probably pick something better suited to go faster on skinnier roads, this one will do it.

Take it to a special high-speed off-road loop, as I do after a gut-shaking demo lap from a pro Benz driver, and the G 63 becomes a maul that splits muck from rock at unimaginable speeds. The lap time’s pegged at about three minutes and my test pilot hammers at it until we slide a third of the way around at the rear. While the trick suspension charms the bumps from the pavement, it also grants better wheel articulation—while the G 63’s collection of drive modes and functions lets traction and stability control fade out of the picture. Jouncing, flouncing, sliding, veering, bouncing, I learn how Samsonite luggage feels when it’s flung into planes now. It’s the best three minutes I have all week. For the moment.

I’m laughing at the whole ridiculous idea of a 6,000-pound SUV doing all of this, or needing to do this, but not when it’s my turn to do this. Not when my co-pilot turns traction control down to a 3, and the G 63 AMG wags its tail like a newborn guppy through an off-camber descent. I slide through turns, wait a half-century for the wipers to clear the tidal wave of muck kicked onto the flat windshield, and peg it again, then position it for a hillclimb.

The instructor says to step it up to 80 kph (50 mph) for the next crest. I’m a people-pleaser so I flick it up to 90 kph (56 mph)—and we soar over a jump spot, airborne for a moment, then touch down with a slightly squirrely motion at the rear. Pigs may not be able to fly, but the G 63 AMG can, to the mild consternation of all.

Mercedes-Benz G-Class EV: Electrifying stunts, better off-road too

But if it’s stunts you want, there’s no multi-trick pony on Earth that delivers what the new battery-powered G 580 with EQ Technology can. Just a week prior, I had stood on the shore of the Beverly Hills reservoir when it bowed as Travis Scott rapped a half-hour set from the roof of the vehicle while Bradley Cooper chilled on a banquette and George Russell stood a half-yard away. Now who’s spinning in the new electric G-Class first? 

Anyone worried that battery power would reduce the G-Class to a shrinking showpiece should check the board. Electricity gives it a new edge, not just in quiet enjoyment of the world beyond the road, but in the neater moves it can execute to avoid ruining that same landscape.

With the same body and ladder frame, the electric G 580 folds in a 116-kw lithium-ion battery housed between ladder rails and covered by a thick carbon-infused plate. With 216 cells, 12 modules, two layers, and three cooling circuits, it pumps up the G-Class to roughly 6,800 pounds compared to about 5,500 pounds for a G 550 (there’s no tow hitch; any pulled vehicle would put it into the same weight class as the Hummer EV). U.S. EPA-rated range should check in at about 240 miles, and with 200-kw charging it should take just over a half-hour to refill from 20-80%. Mercedes doesn’t plan for a custom off-road charging network, but the electric G will get a NACS charging port soon.

A quartet of 108-kw electric motors puts out 579 hp and 859 lb-ft of torque, and each gets its own transmission for a true low-range mode.  The electric motors also eliminate the need for locking differentials since each wheel’s torque can be controlled individually. The specs end up in sync with the AMG 63: the G 580 hits 60 mph in less than 4.7 seconds, though top speed gets capped at 112 mph. 

An hour’s street drive warms the impression of the battery swap. It’s hushed, of course, and the heft of the pack works in concert with the suspension’s adaptive dampers and DeDion tube (swapped in for a rigid axle link, to clear the rear motor) to mute even more swells in the pavement. It steps away strongly, and in the background, the so-called “G-Roar” subs in electronic sounds that evoke but don’t mimic those of a V-8.

A smart regenerative braking setup gathers information about cornering angle and speed to redirect energy back into the battery during deceleration; paddle controls flip that Auto mode into a D+ mode that delivers minimal regen, while Normal and D- and D- – modes boost it successively, though they come up shy of full one-pedal driving. The friction brakes have hydraulic assist, and in combination with 265/60R18 tires and a Normal drive mode, the G 580 has a very SUV-like turning radius of 44.6 feet. 

The key specs, though, tell a promising story: Ground clearance between the axles of the G 580 EQ stands at least at 9.8 inches. It offers a breakover angle of 20.3 degrees, an approach angle of 32.0 degrees, and a departure angle of 30.7 degrees. 

The priorities get clear when the electric G-Class heads for trails. Open its windows and enjoy some silence. It’s so quiet, I can hear almost three feet of water splursh up against its door panels while we cruise through the aftermuck of heavy spring rains. It can ford more than 33 inches of water, better than the standard G, and it bounds around the same trails that the gas-powered models handle with ease, unworried over the occasional impacts against its carbon underside. 

Drive modes, G-Steering and G-Turns

Much of the electric G’s behavior gets governed by drive modes tuned by extensive prep work on the same paths as the other models. It’s been tested on the same mountain trails at Austria’s Schöckl as the standard G-Class, and there and here, the electric G’s off-road cruise control sets it up for low, variable, and fast off-road crawl capability of up to 5 mph, all engineered through precise motor control. It’s undeterred by scarring stones that crop up into the path, and the cruise modes allow off-road driving to mostly be watched over by the driver with a flick or three of the paddles. 

The usual on-road Comfort, Sport, and Individual drive modes join with Trail and Rock programs, and it’s the latter one that engages with the G 580’s most cunning stunts. Rock mode permits Low mode, which reduces each wheel’s gear ratio to 2:1 and limits speed to about 53 mph. From there, G-Steering takes just the tap of a button. Come to a tight bend in the trail with no place for a K-turn? Flick it on, and the all-wheel-steering system slashes turning radius as long as the surface isn’t too grippy. I slid around a tree trunk stuck in the neck of the road, while a gas-powered follow vehicle had to pick around the bend carefully. Ithen whipped it through a coned slalom by making sloppy full-lock cranks at the wheel and letting it pivot itself through knots. It’s a machine that begs to slide where it looks like it shouldn’t.

Then I reach the open dirt field where I can give one final spin—a literal 360, or 720, in truth. On low-friction level surfaces the G 580 signs off on electric superiority with G-Turn. Rivian’s similar Tank Turn feature was canceled due to environmental concerns, while the GMC Hummer EV and the related Sierra EV have a CrabWalk setup for diagonal driving. G-Turn outspins them. In D, with Rock and Low modes selected, a full crank of the steering wheel and a press on the accelerator pivots the SUV in a tight circle, almost like a skid-steer, permitting two complete revolutions.

In a moment and without much prep at all, I put the SUV into G-Turn mode and centrifuge myself into a spasm of laughs. I’ve slid around cars on ice before, but nothing prepared me for the dizzying loops that happen without fuss. I hold down the paddle, then mat the accelerator, and it skid-steers around in a nearly perfect circle, two full rotations before it locks down the system. It’s a vehicular party trick for the ages, and one that simply underscores how capable the battery-electric G is.

It’s nothing less in the luxury department, either. Riding on a 113.8-inch wheelbase, at 182.0 inches long, 76.0 inches wide, and 78.2 inches tall, the G EQ ladles on the electronica among its usual power features, open-pore wood and leather trim, and ambient lighting. It lights up a 12.3-inch digital gauge cluster and a 12.3-inch touchscreen for infotainment, with standard Apple CarPlay and Android Auto. Standard safety features include adaptive cruise control, active lane control, active steering with blind-spot monitors, and automatic parking. Its electronic architecture does not support Level 3 Drive Pilot, however. Add on Burmester sound, twin 11.6-inch rear-seat displays, a dashcam, and a wireless charging pad if you like, or  20-inch wheels, running boards, and a package that lights the star logo, the model name, and the EQ badge.

The electric G-Class arrives at dealers late this year. Prices haven’t been confirmed, but it’s likely the G 580 with EQ Technology will cost more than $150,000—possibly as much as $200,000 based on European prices already announced, or even a quarter-million once it’s upfitted and customized as many will be. 

Surely few of its drivers will object to the price. Sticker shock is for other people. A quarter-million for what’s sure to become one of the most coveted celebrity cars in history? Maybe a quarter-million isn’t enough.

Mercedes-Benz paid for travel expenses so we could spin ourselves silly in the G 580 and get our New Balances stuck in muck.

Ever since I attended the Munich debut of the Mercedes-Benz Concept EQG in 2021, where it premiered with a Buck Rogers–style sci-fi mini film that featured design head Gorden Wagener alongside people in alien costumes, the electric G-Class has lived rent free in my brain. I can’t think of another new car I’ve been this excited about, and going to the Beverly Hills reveal of the production G-wagen EV at the end of April just amplified it.

Somehow, actually driving the electric G-wagen both on the paved roads around southern France and on some treacherous off-road courses at Mercedes’ global first-drive exceeded my pretty astronomical expectations. Not only is it better to drive on the road than gas-powered G-wagens, it’s even better in the rough stuff. Most importantly, the EV has all of the charm and personality that G-Class owners love so much; if I were blindfolded and put in one, I’d instantly know it was a G-Class.

Full disclosure: Mercedes-Benz flew me to Montpellier, France to drive the entire 2025 G-Class lineup, from the new inline-6 G550 to the hybridized G63 AMG and, of course, the electric G580. They put us up in two different fancy wineries, fed us amazing food including G-wagen–shaped cookies, and also let us drive a bunch of heritage G-Class models. I was grinning from ear-to-ear the entire time. Also, I finally watched Tenet on the plane ride home and did not like it.

The electric G-wagen’s official name is G580 with EQ Technology, which is a clunker. Mercedes is moving away from its EQ branding overall, thus why it isn’t called EQG, but the company wants to retain some of the EQ division’s branding and styling elements as it transitions to becoming a fully electric-only brand over the next decade. Naming it G580 makes it clear that this is still just a G-Class at the end of the day, and Mercedes’ engineers, marketers and executives have agreed that no one will refer to this car by its full name anyway — everyone will just call it “the electric G” or something similar. It’s a G-wagen, end of story.

But under the skin the electric G-Class is a radical departure from every G that came before it, the most thorough reworking of the model since the 2018 redesign (and probably even more so, honestly). The electric model had to retain the same ladder frame as the standard G, which was a challenge for packaging the batteries and other powertrain components as you can only fit so much within the existing platform. The G580 has a two-tiered 116-kWh lithium-ion battery pack that’s similar to the one found in the EQS, with all of the 216 cells contained within the ladder frame’s structure. The frame itself has been reinforced, too.

The G580 uses a quad-motor configuration — one of the only such setups in the industry along with Rimac and Rivian, though Mercedes was first to bring a quad-motor EV to production with the SLS Electric Drive back in 2013. Each of the G580’s 145-hp motors has its own centrally shifted two-speed transmission and the front and rear motors are each built into a shared housing that contains two motors, transmissions, and a double inverter. Total output is 579 horsepower and 859 pound-feet of torque, 2 hp and 232 lb-ft more than the new mild-hybrid G63 AMG and 136 hp and 446 lb-ft more than the new mild-hybrid six-cylinder G550. The motors are mounted directly to the ladder frame, with dual-joint driveshafts that have slip joints connecting them to the wheels. While the G580 has an independent double-wishbone front suspension like other G-wagens, the rear axle uses a newly developed De Dion setup, which Mercedes says means camber doesn’t change with compression.

The EV needed to look like a G-wagen, so there are only a couple of tells that you’re looking at an electric one. As standard it has the same four-bar grille and front air intakes as the G550, which also eschews exposed exhaust tips. The electric G has a slightly taller hood bulge and air curtains ahead of the rear wheels, plus EQ badges on the fenders, but otherwise it looks identical to the gas-powered G’s. Add the available AMG Line package and you get wider fender flares, and of course the G580 can be had with a few different Night Packages that black out much of the trim, as well as some other design packages and exterior trim options.

If you want to make sure people know your G-wagen is electric, there are a few options you can choose. The first is the black panel grille treatment, which gives the G580 a mostly blocked-off grille with four thin horizontal slats and a chrome grille border that illuminates with the headlights, plus a glossy black surround that extends to surround the headlights. I think this setup looks extremely cool, especially if you go for the optional black fender flares and bumpers, and it’s a nice retro nod to the original G-wagen’s front end.

The other option is the Design Box at the rear that replaces the traditional spare tire. This rounded rectangle is hinged on the same side as the tailgate itself, opening up to reveal a surprisingly large storage compartment that has a dedicated space for the charging cable, plus cubbies and nets for other items. At least on the Edition One models, the exterior of the box has a split color setup, with the upper section being black to blend in with the lines of the rear window. I really like the Design Box, and I think most owners would get more use out of it than the spare tire, though it’s great that both are available. Monster 4×4 Squared models aside, the G580 is also the first G-Class to offer a spare tire delete from the factory, putting the Mercedes star low down on the tailgate and adding a subtle blank panel where the spare tire mount would be.

Almost nothing about the cabin lets you know this G-wagen is electric, either. There are some EV-specific information menus and gauge cluster designs… and that’s basically it. Finally the G-Class gets a central touchscreen running the MBUX infotainment system, a huge upgrade over the old Comand setup, and it has Mercedes’ excellent voice assistant. The dashboard climate controls have been streamlined, and there’s a new steering wheel. Visually zhuzhing up the interior are additional ambient lighting strips, climate-controlled cupholders and new trim elements. Probably the biggest deal for existing owners is the addition of keyless entry for the first time on a G-wagen, including for the swing-out tailgate, without losing the bolt-action rifle locks or the heft of the doors and the tactile experience you get with the latches.

From the moment I set off, the G580 feels just like any other G-wagen in terms of overall character, but it’s improved in some important ways. The steering feels heftier than the G550’s, which I think is a positive, and it’s still easy to drive with just a few fingers or a light touch. Though it has regular steel springs with adaptive dampers, the ride quality is much better than on a G550 or standard G63, it soaks up more road imperfections, and the suspension has pitch and roll stabilization but still allows enough of the classic G-wagen lean in corners. I wish the G580 was available with the G63’s new Active Ride hydraulic suspension, which massively changes the G’s dynamics, but the G580 is still a better experience than the G63 without it.

Despite being about half a second slower to 60 mph than the V8-powered G63 — Mercedes quotes a 4.6-second 0-to-60-mph time, versus 4.2 seconds for the G63 and 5.3 seconds in the six-cylinder G550 — the G580 feels much quicker in real life. As you can see from my video below, it doesn’t lose steam as the speed rises, surging forwards towards a 112-mph top speed. Flooring it is giggle-inducing; like with other G-wagens the whole front end rises up like a boat under acceleration – it’s fun, it still feels controlled. The powertrain is so much more responsive than even the G63’s V8, and the torque vectoring capabilities mean I can carry more speed into a corner and accelerate harder coming out of one without worrying about whether this big tank can handle it. Every G-wagen is giggle-inducing to drive, and the G580 is no exception.

Every 2025 G-Class is much quieter than last year’s model thanks to a bunch of small aerodynamic tweaks, like a smoother A-pillar and a new spoiler at the leading edge of the roof, that were mainly implemented to improve the EV’s range. The electric G also has more sound insulation, and it’s easily the quietest G-wagen ever, with acoustic comfort worthy of the vault feeling you get from slamming the door. At higher speeds some wind noise still penetrates — there’s no getting around how upright and flat the greenhouse is — but it’s much more luxurious overall.

Other than how it looks, potentially the most crucial thing about the G580 is how it sounds, doubly so with the interior being such a calm environment. For decades now G-wagens have been known for their side-exit exhaust tips and signature rumbling engine note and both are absent on the EV. Instead, Mercedes developed what it calls G-Roar, described as a “an impressive acoustic accompaniment to the acceleration with deep bass and sonorous tones.” The sounds aren’t very intense when tootling around in Comfort, but in Sport mode the G-Roar really comes alive. It doesn’t sound like an engine, per se, but it offers many of the same auditory sensations that the G63’s V8 does. It burbles at low speeds, with an intense waffling sound getting louder under acceleration. The sounds are audible from outside the car too. Like other EV sounds it certainly won’t be for everyone, but I absolutely love it.

There are five different levels of regenerative braking in the G580, including a no-regen mode and an auto mode that adjusts the recuperation according to your driving and the traffic ahead. The most intense of the five settings doesn’t quite give the G580 one-pedal driving, which is a shame, but with 217 kW of recuperation capability the regen is strong enough to get almost all of the work done, and it even takes me a bit to get used to how aggressive the initial deceleration is. Luckily the G580 isn’t plagued with the moving-pedal feature that Mercedes’ early EQ models had. Regenerative braking is one of the most transformative additions to the G-wagen’s driving experience, and it’s one of the things I miss the most when I jump back into a G550 after driving the EV.

I don’t have enough time in the G580 to get a sense of its real-world range, but it will be more than enough for the average G-wagen owner. In Europe the G580 has a maximum range of 295 miles on the WLTP cycle, which will likely work out to around 250 to 275 miles in the U.S. EPA cycle. Sure, in the grand scheme of EVs that’s not a lot, but the gas-powered G-wagens get such shitty gas mileage that most owners will probably find it to be an improvement. I mean, the current G63 is rated at 13 mpg in the city, and in the real world it’s much worse than that — the 2025 G63’s mild-hybrid setup will help, but not by a significant amount.

The G580 supports DC fast-charging of speeds up to 200 kW, good enough to go from 10 to 80 percent charge in 32 minutes. Mercedes says basically all owners will charge at home anyway, and G-Class owners would typically take one of their other cars if they need to do a road trip. But if the range is really a concern, like for those that want to do longer-distance off-roading or overlanding, Mercedes says that in a few years the G580 will become available with new silicon-anode batteries that will boost energy density by 40 percent and increase range by around 100 miles.

So, the electric G-wagen is fantastic on road, where commenters will say that most of them will spend all their time anyway, but a G-Class still needs to be the best off-roader possible no matter the powertrain — and the EV is. The G580’s 9.8 inches of ground clearance is 0.3 inches greater than a G550, and its approach and departure angles are slightly better as well, though the breakover angle is 5.7 degrees worse. It can climb a 100-percent grade just like other G-wagens, and it is stable on sideways slopes of up to 35 degrees.

Mercedes has set up an hour-long off-road course that snakes around the winery’s hills, for which I swap into a different G580, this one painted Sand Beige with the available 18-inch wheels wearing Falken Wildpeak A/T all-terrain tires. (If you want this setup, you sadly can’t choose the AMG Line that adds wider rear fenders.) This is no beginner’s course, either. It’s been raining all day, so there are more mud puddles and washed-out sections than Mercedes anticipated, and the course is full of deep ruts, challenging rock-crawling sections and other hazards.

One of the G-wagen’s longtime signature features are its lockable differentials, of which modern models have three, but the electric G580 doesn’t have any diff lockers — at least, not “real” ones. Thanks to the quad-motor setup, the G580 uses torque vectoring to create virtual differential locks that work automatically, controlling the torque at each wheel within fractions of a second. Whether you’re sliding around like a rally driver or slowly climbing a rocky hill, the G580 is always getting the optimum amount of power and traction to each wheel.

What’s not virtual is the G580’s Low Range, an actual off-road 2:1 gear reduction that’s available in the Rock drive mode, which is what I stay in for the whole drive. Low Range works at up to 53 mph, and Mercedes says the car’s handling and response characteristics change when it’s activated. In Low Range the motors are putting out 3,319 lb-ft of torque; Mercedes’ engineers say that figure could be much higher but that would be unnecessary.

When Low Range is activated, using a button in the center of the dash where the diff lockers normally would be, the G580’s crawl control function is immediately turned on as well. It basically works like an off-road cruise control, controlled by the same steering wheel paddles that normally control regen braking. In the slowest setting the car maintains a speed of just 1 mph, while in the fastest setting the G580 goes 5 mph on level or uphill terrain and has no set speed while going downhill, instead using the recuperation to slow the vehicle depending on how steep the grade is. The middle setting is called “variable crawl,” and it keeps the car at a walking pace.

In any of the three settings the driver is still able to accelerate or brake if needed, and the car will return to the crawl speed after or maintain the speed you’ve adjusted to. The crawl control works in reverse too, as the G580 in front of me demonstrates by backing up a very steep, rocky hill. It looks like footage being played in reverse, like it shouldn’t be possible to do in real life. Not needing to do any acceleration or braking inputs makes off-roading much less stressful, especially when going up a steep grade or through a particularly tricky section, and the overall quietness of the cabin adds to the calmness. I can hear the motors whirring as rocks ping against the underbody, and it’s easy to hold a conversation with my passenger and enjoy the sounds of nature while still focusing on the trail. The G-Class also has a new transparent hood feature that uses the surround-view cameras to show a virtual view of what’s underneath the front end.

One of the most common concerns with electric off-roaders is protecting the battery pack, and Mercedes has that taken care of. Covering nearly the entire underbody is a one-inch-thick shield panel that’s two thin pieces of carbon sandwiching a special composite that Mercedes won’t talk about yet, with a layer of stone-chip protection added on. The panel weighs just 127 pounds, one-third of what a steel panel would be, it’s bolted onto the frame with 50 steel fasteners so it can easily be replaced if needed. The battery, motor housings, suspension components and other important parts are also designed to withstand dust, water, and other extreme conditions and wear.

The G580 can also ford water up to 33.5 inches deep, 5.9 inches greater than the gas-powered G’s, which I get to experience by driving through an opaque muddy river. My Mercedes engineer co-pilot remarks that because of the rain this water crossing is more like 35.5 inches deep, but the G580 makes it through no problem, using crawl control to wade through at a higher set speed. The EV’s silence definitely makes water coming up to the top of the hood even more nerve-wracking, though.

We come to a stop in a muddy parking lot to try out G-Turn, the electric G-wagen’s biggest party trick. It’s easy to activate, though it does take a few steps. With one foot on the brake, first you press the G-Turn button on the dash next to Low Range, and then you hold down the steering wheel paddle that’s in the direction you want the car to spin. While holding the paddle and keeping the steering wheel perfectly straight — even a slight turn will cancel the motion — put your right foot on the accelerator, release the brake, and the car starts spinning perfectly in place. Most people will probably use G-Turn to make bystanders stare in awe and laugh (and Mercedes says it should not be used on pavement), but it will be a genuine help if you need to turn around on a trail or get around an obstacle.

If it looks hilarious from outside the car, it’s even funnier when you’re inside the car experiencing it. There are no strange noises or unsettling vibrations, there’s no body roll or suspension flex. The G-wagen stays totally flat and stable as it spins around — at quite a high speed, I might add. It’ll do just over two full rotations before coming to a stop, though the driver can immediately cancel the spin at any time by letting go of the paddle, taking their foot off the accelerator or turning the steering wheel. You can keep activating the G-Turn over and over again, too.

Not as impressive visually but useful in even more situations is the G-Steering function, which is toggled by the third locker-replacing button on the dash. By controlling the torque being sent to each wheel and locking one or both of the inner wheels if needed, G-Steering greatly reduces the G580’s turning radius. The course has a bunch of corners that would be far too tight for a G to get around normally without making a three-point turn, but with G-Steering active I’m able to drive around them with ease. It works at up to 15 mph, and the function will stay on for a long time if you don’t turn it off.

It’s a bit of a weird sensation, kind of like drifting but without the rear end being actually kicked out. The action is extremely linear; the amount that I think I need to turn the steering wheel to get around the corner is the exact right amount, I don’t need to make any little corrections or adjustments partway through. Mercedes also has us do a slalom course through the mud, with the cones placed so close together that basically no car could do it, let alone a G-wagen. But with G-Steering turned on, the G580 easily rotates around each cone. Combined with the G-Class’ relatively small footprint, the G-Steering will open up a lot more trail possibilities that previous models couldn’t navigate. I only scratch the surface of the G580’s capabilities, so I can’t wait to take one on some long off-roading trips in California.

Mercedes hasn’t announced pricing for the U.S. market yet, but if it’s anything like the German pricing, the G580 EV might be the best deal in the G-Class lineup. With the mandatory 19-percent VAT tax included, the G580 starts at just under €143,000, the equivalent of about $154,000. That’s only €11,000 (about $12,000) more than the new G500 (sold as the G550 in America). In the U.S. the current V8 G550 starts at $144,150 including destination, and the refreshed inline-6 model might be closer to $150,000. If the electric G-wagen comes in at around $170,000 — fifteen grand less than the G63 — I think that’ll be a hell of a deal.

When the G580 hits U.S. dealer lots in the second half of this year, it’ll only come in Edition One form. Basically the launch edition, this model is restricted to just five colors and will come fully loaded, with special badges, blue accents on the exterior trim strips and interior carbon fiber, and some other unique styling bits. Expect Edition Ones to cost at least $200,000, before you add any markups (and there will be markups). If you want to spec your electric G-wagen yourself — and you should — the 2026 model will probably become available in early spring. Through Mercedes’ Manufaktur program, G-Class customers have over one million possible color and trim option combinations, with more than 20,000 paint colors to choose from and the ability to create bespoke specs.

Mercedes doesn’t have any specific sales targets for the EV, and there are no plans for an expansion of the Graz factory, though the company admits it would be possible in the future. No, the G-wagen will stay a purposefully limited commodity, even though Mercedes is making more than ever. In 2023 more than 10,000 G’s were sold in the U.S. alone, almost beating the S-Class, and here the G63 vastly outsells the G550 — I’ve heard the sales split currently sits at around 80 percent for the AMG. G-Class production is flexible, so Mercedes is prepared for any level of EV demand and can adjust output accordingly.

In a roundtable at the launch, Michael Scheibe, AMG CEO and head of the G-Class division, said he thinks the EV could become the most popular G-wagen model by the end of the decade, especially in countries like China, and he expects the EV will both bring in new customers and conquests to the brand and hold major appeal to existing G-wagen owners. The G-Class has the second-wealthiest owners in the Mercedes brand, second only to Maybach, and its average customer is getting younger and more accepting of electrification. As for the potential of an electric AMG variant, Scheibe wouldn’t talk about any official plans, but the glint in his eye and the smile on his face basically confirmed it’ll happen eventually.

The G-wagen seemed like it would be one of the last vehicles to convincingly go electric, and one of the most difficult customer bases to convert, but the G580 with EQ Technology proves it’s actually the ideal candidate. The electric G-Class is just as lovable as its gas-powered siblings, with its own unique character and unmatched off-road performance. I think it’s a home run, a smash hit, a tour de force, whatever other turn of phrase you can think of. I badly want one, no, I need one, and that’s exactly how a G-wagen should make you feel.

به نظر می رسد کدهای شهرداری شهر و محله مسکن افرادی را هدف قرار می دهد که دوست دارند روی وسایل نقلیه خود کار کنند یا توقفگاه خودرو آنها در دید آشکار، اما در یک ساحل، کالیفرنیا انسان روشی خلاقانه برای تلنگر کردن یک پرنده مجازی به این کدهای بیهوده پیدا کرد. اتین پاسبان اخطاری از شهر دریافت کرد که از او خواسته بود از قوانین محدود کننده شهرداری پیروی کند توقفگاه خودرو برای وسایل نقلیه غیر مسافری، و او مجبور بود خود را ذخیره کند قایق پشت یک حصار به ارتفاع 6 فوت تا از خیابان قابل مشاهده نباشد. پاسبان روشی خلاقانه برای رعایت کردن و در عین حال ابراز تنفر پیدا کرد و از همسایه و دیوارنگار خواست که حصار جدیدش را به گونه‌ای که نامرئی به نظر برسد، بکشد.

پاسبان 29 سال است که در سی ساید زندگی می کند. او قایق فعلی خود را در قایق خود پارک کرده است راهرو به مدت چهار سال، و یک قایق قبلی برای چندین سال قبل از دریافت ناگهانی این اطلاعیه مطابقت با کد. پاسبان مجبور شد راه ورودی خود را هموار کند تا حصاری را نصب کند که شهر سی ساید از او خواسته بود که قایق خود را پشت آن ذخیره کند، بنابراین تلاش بیشتر از جابجایی قایق در پشت یک حصار از قبل موجود بود. لس آنجلس تایمز گزارش شده،

او (پاسبان) گفت که از کد شهر در مورد وسایل نقلیه غیر سرنشین شگفت زده و بی اطلاع است.

پاسبان گفت: “ما برای مدت طولانی اینجا بودیم، و هیچ کس قبلا چیزی نگفته بود.”

نیک بورخس، سرپرست شهر و رئیس پلیس ساحلی گفت که سال گذشته، شهر یک کارمند ارتقاء جامعه را برای شناسایی تخلفات اجرای کد در سراسر شهر استخدام کرد که باید اصلاح شوند.

به گفته پاسبان، اگر قایق مخفی نمی شد، در اخطار اعلام شده بود که عدم رعایت آن با اولین جرم با هزینه 100 دلاری مجازات می شود.

بازخورد همسایگان و کاربران رسانه های اجتماعی بسیار مثبت بوده و از فعالیت هنری پاسبان حمایت می کند. قایق راه حل ذخیره سازی، با سایر همسایگان که بنا به گزارش ها درخواست نقاشی های دیواری مشابه روی نرده های خود را دارند. هنرمند پشت این شاهکار واقعی، همسایه همسایه پاسبان، حنیف پانی، یک هنرمند چند رسانه ای است. در ابتدا، پانی و پاسبان در مورد اینکه چه چیزی روی حصار نقاشی کنند، وقتی از نقاشی دیواری قایق به عنوان یک شوخی یاد شد، فکر می کردند، اما در نهایت به واقعیت تبدیل شد.

بورخس از این نقاشی دیواری ناراحت نیست و می گوید که واکنش خلاقانه به کد شهرداری شهر به ایجاد رابطه بهتر بین همسایگان کمک کرد.

او گفت: «این کمک می‌کند شهرهایی مانند ما بهتر شوند» و تشخیص دهد که آیا برخی از کدهای شهر باید به روش خاصی اجرا شوند یا خیر.

این نوع نافرمانی محترمانه برای من شادی زیادی به ارمغان می آورد من برای احترام به قوانین غیرمنطقی و بی اهمیت کار سختی دارم، بنابراین خوشحالم که می بینم پاسبان و پانی گرد هم آمده اند تا از طریق قدرت هنر در مورد قوانین بیهوده جامعه خود اظهار نظر کنند.

Autoblog ممکن است از خریدهای انجام شده از طریق پیوندهای موجود در این صفحه سهمی دریافت کند. قیمت و در دسترس بودن در معرض تغییر است.

اگر از آن دسته افرادی هستید که خودروی خود را برای نظافت بیرونی خود از داخل کارواش می‌برید، شاید ارزش آن را داشته باشد که به این راه‌حل‌های کارواش خانگی نگاه کنید تا کمی در هزینه خود صرفه‌جویی کنید و لذت شستشوی خود را تجربه کنید. ماشین در خیابان در یک روز گرم تابستان. تا زمانی که ماشین خود را به طور منظم می شویید، اغلب ارزش بهتری دارد که برخی از کیت های کارواش را حتی با قیمت تمام شده بردارید و خودتان از کار مراقبت کنید.

در حال حاضر، به لطف این معاملات خیره‌کننده آمازون که می‌تواند تا 47 درصد در شما صرفه‌جویی کند، می‌توانید برخی از لوازم کارواش Armor All را با تخفیف خریداری کنید. Armor All یکی از بزرگترین برندهای بازی است و همیشه چند محصول را در بین لیست های پرفروش آمازون دارد. پیشنهاد مورد علاقه ما از این دسته احتمالاً کیت مراقبت از خودروی برتر است که دقیقاً در زیر آن قرار دارد، که تقریباً به صورت نیمه تمام در دسترس است، اما ما چند پیشنهاد عالی دیگر را نیز در نظر گرفته ایم.

24.05 دلار در آمازون

این کیت 8 تکه با همه چیزهایی که برای ساختن یک زرادخانه تمیزکننده ماشین برای خود در تابستان امسال نیاز دارید، ارائه می‌شود. در این معامله گنجانده شده است، شما یک اسپری محافظ و پاک کننده چند منظوره برای تمیز کردن لکه های داخلی، پاک کننده چرخ و لاستیک و براق شدن لاستیک دریافت خواهید کرد تا چرخ ها و لاستیک های خود را تیز نگه دارید، پاک کننده شیشه برای تمیز کردن لکه ها پنجره های خود را، یک ظرف 16 اونسی شستشو و موم برای دادن “درخشش یک ماشین درخشان در حالی که رنگ عمیق رنگ شما را آشکار می کند” و یک پد شستشو برای استفاده از آن و حتی یک خوشبو کننده هوا.

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50.62 دلار در آمازون

این کیت 9 تکه Ultimate Detailing Car یک قدم کوچکتر از کیت “Premier” در بالا است. محصولات کمی متفاوت هستند، بنابراین اینطور نیست که شما فقط یک کیت را با “یک چیز دیگر” دریافت کنید، اما در نهایت (ببینید ما آنجا چه کار کردیم؟)، هر کدام شما را در یک مکان عالی قرار می دهد تا تابستان امسال یک ماشین تمیز جیر جیر داشته باشید. احتمالاً بزرگترین ارتقای این کیت اضافه شدن سه حوله میکرو فیبر است. در غیر این موارد، یک دستکش شستشو، اسپری محافظ، پاک کننده شیشه، چرخ و لاستیک و کارواش فوم برفی نیز برای شما به ارمغان می آورد.

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17.47 دلار در آمازون

این کیت سه تکه ساده به وضوح به اندازه دو کیت فوق قوی نیست، اما هر آنچه را که نیاز دارید (به غیر از شلنگ) برای شروع متوسطی در سفر تمیز کردن ماشین خود در تابستان امسال فراهم می کند. در حالی که درخشندگی لاستیک ها و اسپری های محافظ خوب است، تنها چیزی که برای شستشو نیاز دارید مقداری آب صابون، دستکش شستشو و حوله ای است که ماشین خود را با آن خشک کنید، و این دقیقاً همان چیزی است که در اینجا به دست می آورید. ظرف صابون موجود در این بسته 64 اونس از مواد را به شما می دهد، بنابراین کمی بزرگتر از ظرف در بسته پریمیر است. اگر تنها چیزی که واقعاً نیاز دارید یک حوله، یک دستکش و مقداری صابون است، این بسته می تواند چند دلار برای شما صرفه جویی کند.

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10.25 دلار در آمازون

اگر فقط به دنبال دستمال‌های سریع برای اضافه کردن به گاراژ خود هستید، این بسته سه‌گانه دستمال‌های محافظ را در اختیار شما قرار می‌دهد تا “با محافظت از داخل خودرو در برابر عناصر مضر، از جمله اشعه ماوراء بنفش و اکسیداسیون، ظاهر غنی خودروی شما را حفظ کند.” دستمال‌های تمیزکننده برای «از بین بردن کثیفی‌ها و زباله‌ها برای نشان دادن زیبایی غنی و طبیعی خودروی شما بدون آسیب رساندن به سطوح ظریف خودرو» و دستمال‌های شیشه‌ای برای «از بین بردن باقی‌مانده‌های فیلم، آلودگی جاده، اشکال‌ها و اثر انگشت برای ایجاد درخشش شفاف و بدون رگه‌ای روی خودرو» سطوح شیشه ای ماشین شما.” این دستمال‌ها همچنین دارای سنگین‌ترین تخفیف این دسته با 47 درصد هستند.

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17.26 دلار در آمازون

اگر به تمام صابون‌ها و مایعات فانتزی برای تمام قسمت‌های مختلف ماشین خود نیاز ندارید و فقط صابون می‌خواهید، نگران نباشید، Armor All تخفیف کوچکی برای ظرف گالن همه منظوره خود ارائه می‌دهد. کارواش. به لطف این معامله، می توانید گالن را با کمی بیش از 17 دلار دریافت کنید. این یک پاک کننده کف کننده است که به گونه ای ساخته شده است که در برابر کثیفی مقاوم باشد اما به اندازه کافی ملایم است که آخرین پوشش مومی شما را از بین نبرد. همانطور که ممکن است انتظار داشته باشید، نتایج بدون لکه و بدون رگه را نوید می دهد.

انتخاب های برتر بیشتر

شما برای تابستان آماده اید، نه؟ هنوز کاملاً نه، زیرا شما این را ندارید دوج وایپر وحشی کاملاً بی ارزش قابل تبدیل در گاراژ شما. اگر مجبور بودید فهرستی از همه چیزهایی که می خواهید تهیه کنید برای یک تابستان عالیمطمئناً شامل یک دستگاه تنفس طبیعی 740 اسب بخاری می شود موتور 8.3 لیتری V10، گیربکس دستی ، سقف قابل تبدیل ، لاستیک عقب 345 عرض بخش، یک عنوان نجات، و افزایش شانس زندگی نکردن برای دیدن پاییز. این خودرو که در حال حاضر در eBay است، همه اینها و موارد دیگر را ارائه می دهد. برای فقط کمتر از پنجاه دلار! به شما می گویم معامله ای با دو برابر قیمت!

این Viper زندگی سختی داشته است و آماده است تا وارد زندگی شما شود و آن را نیز سخت تر کند. فروشنده می گوید که این وایپر 2004 در سال 2007 به پایان رسید، هرچند دیگر هیچ نشانه ای از آن آسیب دیده نمی شود. مدتی پس از آن موتور ماشین به طور کامل با سرعت بزرگراه نارنجک زد و بیت های V10 را در هر طرف پراکنده کرد. ظاهراً موتور 500 اسب بخاری اصلی برای این Viper کافی نبود، زیرا صاحب مغازه دستور تهیه تمام موتور بسیار داغتر را داشت.

امیدوارم که شلوار خود را به تن کرده باشید، زیرا این موتور قدرت بیشتری نسبت به قبل دارد و آماده سوزاندن لاستیک است. درست است، 740 پونی کامل فقط خارش دارند تا از آن اصطبل خارج شوند و با کلیپ کامل به سمت بزرگراه بروند. ظاهراً ساخت این موتور به تنهایی نزدیک به 40000 دلار هزینه داشته است و کار 11000 مایل پیش انجام شده است، بنابراین تا به حال به درستی شکسته شده است.

این یک ماشین عملکرد آمریکایی بیست ساله است، و به خوبی می دانید که Dodge برخی از گوشه ها را در ساخت این ماشین بریده است، بنابراین ظاهر آن کمی بدتر به نظر می رسد، اما این فقط به جذابیت آن می افزاید. این Viper که یک خودروی ساحلی شمال شرقی است، در همه جا کمی زنگ زدگی سطحی دارد، از جمله نوک اگزوز، محفظه موتور و هر قطعه سخت افزاری. فضای داخلی بسیار فرسوده است، سیستم استریو دارای برخی بلندگوهای دمیده شده، مقداری رنگ و چراغ های جلو در حال کنده شدن هستند. اما قیمت پیشنهادی 48900 دلاری و ورق داینو 740 اسب بخاری بسیاری از گناهان را پاک می کند. اگر به دنبال کمی تفریح ​​در این تابستان هستید، آخرین تابستان خود، برو روی دکمه Buy It Now کلیک کنید. بیا جوجه نباش