Tested: 2025 Mercedes-Benz G580 with EQ Tech – A Game-Changer

12/4/24 UPDATE: The review now includes findings from the instrumentation tests.

Sure, let's start with that: " 2025 G580 featuring EQ Technology it’s a dreadful name. However, Mercedes is abandoning its EQ brand naming system ( EQS , EQE , etc.) and reintroducing the classic letter-plus-number naming convention that everyone recognizes. Thus, the new electric G-Wagon adopts this designation. Fortunately, Mercedes-Benz wisely chose an alphanumeric tag for the electric G-Class that allows for easy abbreviation—given there is no gasoline-powered G580 model, we can simply refer to the electric version as such moving forward. From now on, we’ll do just that.

The G580 appears quite similar to its Internal Combustion counterparts. G550 and AMG G63 And that’s intentional. While there are some discreet references to aerodynamics, they’re not very apparent at first glance. The most noticeable feature of the G580 is undoubtedly its slender rear cargo compartment, designed to store a charging cord in place of a spare tire. However, you have the option to request a traditional spare tire installation, making this detail less indicative of the model type.

The G580 remains a body-on-frame construction. SUV And indeed, the mounting points for the vehicle’s components remain consistent regardless of whether a gasoline or electric G-Wagen is moving along the assembly line. However, the frame design differs significantly because it accommodates an 116.0-kWh battery pack nestled within its structure. Since this large battery eliminates some parts of the traditional ladder-frame segments, the battery pack serves not only as energy storage but also acts as a load-bearing component. It has been engineered with cell spacing that allows additional reinforcement elements integrated into the frame. Although we haven’t conducted our standard 75-mph highway range evaluation on the G580 model yet, according to the Environmental Protection Agency (EPA), it should achieve approximately 239 miles per full charge.

Additionally enhancing torsional stiffness is the 127-pound underbody shield that safeguards most components located between the wheels. According to Mercedes, this part, secured by 50 bolts, consists of “a smart blend of materials including carbon.” This phrasing might seem less definitive than asserting a pure carbon-fiber guard, yet peering underneath reveals what appears unmistakably as a shiny black carbon-weave structure. Regardless of how Daimler refers to it, this protective layer aims to withstand extreme off-road impacts for safeguarding the battery pack; damaging the pack could seriously disrupt an enjoyable outdoor excursion.

Benz subjected the pack to scenarios where twisting forces were paired with quick shifts in temperature, as this mirrors real-world off-road conditions—think scaling a mountainside while fully extending your suspension over a distance of one mile, warming up both the motor and battery amidst rugged terrain that acts like a slinky, only to dive into an icy stream which rapidly cools down every component. How does it fare under such circumstances? Will all seals remain waterproof? And what about repeating these extreme activities ten consecutive times? Benz believes their testing team has pushed the G580 through harsher and more inventive trials than most consumers ever would.

In reality, some of its features might actually be underestimated. The G580 has an impressive wading depth listed at 33.5 inches, which surpasses the capability of gasoline versions by about 5.9 inches; however, Mercedes acknowledges that the electric version of the G-Class can handle even greater depths since its power system is fully protected against water. Currently, the vulnerable area seems to be the HVAC air intake. It’s likely that in future iterations, Benz will address this issue by incorporating a snorkel-like mechanism for the air intake, thereby allowing truly extraordinary levels of water fording.

We can verify (thanks to some assistance from the French climate) that the G580 can manage substantial amounts of water with ease. Mercedes organized a test drive near Montpellier, France, which included steep ascents akin to goat trails, river crossings, and muddy sections. These challenging terrains became even tougher due to continuous rainfall. At past off-road events, heavy rains often derailed schedules, yet this time around—the organizers merely advised us that the inclines would be trickier, the water and mud thicker—and we proceeded without hesitation.

We set off on the path in twos, each pair consisting of one person driving a G550 and another piloting a G580. For those who prefer tradition, be prepared to tear your clothes and grind your teeth, as the electric version of the G-class is unmistakably the better choice for rugged terrain.

Although the G550 keeps its locking front, center, and rear differentials, the 579-horsepower quad-motor G580 doesn’t require differentials whatsoever. Consequently, the distinctive G-Wagen diff-lock buttons located centrally on the dashboard now serve alternate functions reflecting their newfound potential for individualized torque distribution across each wheel. Pressing the central button activates low range—a feature that may appear redundant considering the vehicle’s impressive output of 859 lb-ft of torque available immediately from zero RPMs. However, this lower gearing ratio aids in rock climbing scenarios; Mercedes utilized compact electric motors thanks to this setup, minimizing overheating issues during rigorous outdoor excursions. These motors employ additional lubricant oil similar to how a Porsche 993 does, enhancing cooling systems without needing periodic fluid changes. It’s worth noting that switching between low and high ranges can occur even while driving in neutral—an innovative aspect—and entering neutral also facilitates towing operations such as coupling up with a luxury coach like a Prevost. Additionally, possessing these distinct transmission modes lets owners boast about having essentially four separate transmissions, likely impressing fellow enthusiasts at local off-roading venues.

Certainly, even with just enough space as found at the end of a driveway—a cul-de-sac along the path—the G580 would still manage to make a U-turn due to the presence of the third button on the dashboard. This particular button activates G-turn mode, causing each set of wheels on opposing sides of the vehicle to rotate in different directions so the car can pivot without changing its position forward or backward. Once this feature is activated, simply tug on the steering-wheel shifter towards your desired direction and press down firmly on the gas pedal while keeping the wheel steady. Maintaining control over the steering wheel might be challenging since most people instinctively steer when they feel their vehicle turning; however, applying any degree of additional input will deactivate the system. Consequently, holding the wheel immobile becomes essential during operation. If executed correctly according to these guidelines, the G580 performs an entire double rotation, surpassing what’s needed merely for exiting a typical Upper East Side parking spot efficiently.

The electric G emulates the live rear axle articulation of gas-powered models through the use of a De Dion rear end, a configuration also utilized by the eSprinter The De Dion suspension can be described as a blend between a solid rear axle and an independent system. With the motors placed centrally, they drive the wheels through half-shafts and constant velocity (CV) joints, while a curved solid axle links both sides. This arrangement minimizes unsprung mass yet preserves the flexibility valued by those who enjoy off-road driving—when one side moves upward, the opposite side moves downward accordingly. Indeed, the The G580 comfortably surpassed the 2023 G550 Professional’s ramp travel index score, scoring an agile 549 compared to the latter's 511. .

Similar to other models in the G-Class series, the G580 opts out of using air suspension systems, maintaining a set ride height throughout. Nevertheless, it provides an impressively commanding driving experience. Let’s compare this model against others within the range. On Falken Azenis FK520 summer tires, the G580 achieves an impressive cornering grip of 0.80g at the skid pad—outperforming every gasoline-driven variant seen so far; our previous test with a G63 AMG fitted with the Trail package yielded merely a stability-controlled 0.72g due to its all-terrain tires, whereas the standard G550 achieved even less, recording only 0.64g. Regardless of weighing in at 6908 pounds, the G580 stands as the most agile among them. This can be attributed primarily to utilizing specialized summer tires, which remains the sole configuration currently available for the G580. During our off-road adventure through French clay soil, we relied upon the Professional version’s Falken Wildpeak A/T tires—an option that has yet to appear on official order lists.

Press down the accelerator pedal sufficiently, and you could hit the vehicle’s electronic top speed limit of 112 mph, where the electric motors reach an impressive rotational velocity of 14,500 revolutions per minute. When feasible, the G580 operates using only its rear-wheel drive configuration to enhance fuel economy; however, this necessitates that Mercedes-Benz account for scenarios wherein drivers may cruise at high speeds with just the back wheels engaged—such as traveling at 112 mph—and then abruptly require additional propulsion due to terrain changes like inclines, thus needing the previously inactive front motors to become active quickly—a process requiring precise synchronization between engine rotations and wheel speed.
To put it succinctly, one fascinating fact about the G580 is that its engines can accelerate from zero to their maximum rotation rate of 14,500 rpm within merely 300 milliseconds. According to those present during our discussion, even though achieving such rapid acceleration demands substantial energy output, strategically switching off certain motors remains the preferred method because it continues to prove more efficient overall.

Equipped with all four engines operating together, the G580 accelerates from zero to 60 mph in 4.1 seconds and covers the quarter-mile in 12.6 seconds at 108 mph, figures that place it between difference between the previous turbocharged V-8 engine producing 416 horsepower in the G550 And the 577-horsepower AMG G63 stays unchanged. In contrast, the new G550 comes equipped with a 443-horsepower twin-turbocharged 3.0-liter inline-six engine which has not been tested as of yet. However, when it’s time to slow down, the G580 outperforms them all; achieving a braking distance of just 162 feet from 70 mph surpasses even the stopping capability of the G63 Trail package by an impressive 20 feet.

The initial G580 featuring EQ technology comes as the $180,900 Edition One model. For those who find this price tag appealing but still want something extra, consider discussing with your sales rep the Manufaktur customization option for an additional cost of 20,000 dollars. This allows access to a limited range of distinctive paint options so you won’t have to worry about having the same standard production color—like Obsidian Black Metallic—as your neighbor’s new vehicle.

Since its debut in 1979, the G-Wagon has transformed from a rugged four-wheel-drive vehicle into a symbol of opulence; however, even its most outlandish variations (I'm looking at you, Maybach G650 Landaulet They were inherently competent vehicles. The electric G surpasses these expectations and even pushes boundaries further. For example, once you've experienced the precision of G-steering’s tight turns, we queried a Mercedes engineer about why their gasoline versions can’t match this capability. He agreed that perhaps one day they might achieve similar performance.

Interested in buying a car? Discover your perfect match on the MSN Autos Marketplace.