The new Mercedes G 580 EQ has so much power and torque. But is it still fit for serious off-road escapades? We clarify below.
Photo: Răzvan Loghin
Ola Kallenius, head of Mercedes-Benz, said, “We must have been drunk when we gave the green light to the AMG One.” The Mercedes-Benz boss didn’t say the same about the electric G-Class, but the idea of a pure off-roader with fully electric propulsion seems crazy.For example, Ineos made a prototype of an electric Grenadier but quickly scrapped the idea after its curb weight reached 3,300 kg (7,275 pounds). Basically, it could only be driven with a truck license. How did the Mercedes fare against the Ineos in the battle of the pounds? Better, but you still can’t beat the laws of physics despite Mercedes having managed to save some pounds by using lighter and more expensive materials.
The electric model is almost identical on the outside to the ICE engine model, the only differences being a slightly raised bonnet and the air curtains in the rear wheel-arch flares. As standard, the Mercedes G 580 EQ comes with a classic radiator grille with four horizontal louvers but an optional black-panel grille can be ordered.
Unique construction
Due to the ladder frame construction, Mercedes could not take over the EVA II platform from the EQE/EQS for the G 580 EQ. Therefore, the Mercedes G 580 EQ is built on the same architecture as the ICE model. The sheet steel chassis with a thickness of up to 4 mm is different from that of the conventional version, as the four motors and the battery are integrated into the chassis. For example, at the front, the chassis has two additional stiffening cross members.
The 116 kWh net capacity battery consists of 216 cells grouped in 12 modules and is protected underneath by a 26 mm thick carbon fiber plate weighing 57.6 kg (127 pounds), which is attached to the frame by 50 bolts. A similar hotel plate would have been three times as heavy. Please see the picture below.
The engines each have 108 kW (147 PS) and 291 Nm (214 lb-ft) and are each housed in a casing along with its gearbox and a twin inverter.
There are no mechanical locking differentials as with the conventional version, and there’s no option to engage the locking differentials from on-board buttons. Everything happens automatically thanks to the torque vectoring function that allows torque distribution to each wheel.
Impressing pulling power
We open the massive door and climb into the cockpit, as the 250 mm ground clearance is 9 mm higher than the G 500. Here, we sit in similar seats to the G 500 and the driving position is slightly higher. Everything is almost identical to the G 500: the starter button on the dashboard to the right of the steering wheel and the gear shifter on the steering column. Push the start button, engage the D-shifter, and gently accelerate. Comfort mode is engaged by default and there are Sport, Individual, Trail, and Rock modes available. The power is impressive and develops as soon as you pull away. Although the 587 PS power is almost identical to the AMG G 63’s 585 PS, the feeling is that the G 580 EQ is much more powerful because it develops power already from the start, and because, the torque of up to 1164 Nm is over 300 Nm more than the AMG G 63.
In Sport mode, the engines respond instantly and accelerate the 3,085 kg (6,801 pounds) heavy car from 0 to 100 kph in just 4.6 sec (4.4 for the AMG G 63 AMG). The steering, slightly heavier, is quite indirect and returns more slowly to the center. However, twisty roads are not the domain of the G 580 EQ due to its excessive weight. At 3,085 kg (6,801 pounds), the G 580 EQ is 445 kg (981 pounds) heavier than the AMG G63 AMG, and if driven more dynamically, the huge inertia cuts any sporty demeanor from the beginning. You feel like you’re behind the wheel of a light tank.
The completely redesigned adaptive suspension with the double-wishbone front axle and rigid rear axle with the De Dion axle is very well tuned and features roll and pitch stabilization, so the big G hardly leans at all in corners. But the mass inertia doesn’t allow you to tackle corners hard. Given its enormous weight, the braking system is correctly sized, and unlike the Mercedes EQS, the brake pedal feel is much better thanks to a smoother transition between regenerative and hydraulic braking.
Speaking of recuperation, the Mercedes G 580 EQ has paddles behind the steering wheel from which you can adjust the degree of energy recuperation as on other Mercedes models: DAuto, D + (no recuperation), D (normal recuperation), D- (strong recuperation) and D – (very strong recuperation close to one pedal mode).
Ride comfort is at Mercedes highest standard, even on tarmac. The Mercedes G 580 EQ runs smooth and quiet on both asphalt and macadam. The car features specific off-road programs, Trail and Rock, and an optional “transparent bonnet” along with the 360-degree camera and off-road cockpit that provides specific information on the digital instrument display. Low range, G-Turn, and G-Steering functions are available in Rock mode.
The low-range mode is activated from a button located on the dashboard, where the differential lock buttons are located on the conventional model. It activates a reduction ratio (2:1) that increases torque and works up to 85 kph. Engaging Low-range also activates the off-road crawl function which allows you to go down or up slopes at various speeds from 2 to 8 kph. G-Turn mode allows the G 580 EQ to turn in place, with up to two full 360-degree turns possible, and G-steering allows the steering diameter to be decreased with the vehicle turning around the inside rear wheel.
Unfortunately, on the test car, the Rock program was blocked from the software, so we were unable to test the G-Turn, G-steering, and off-road crawl functions. The Low Range mode would allow you to tackle rougher terrain but unfortunately, the Mercedes G 580 EQ comes standard with asphalt tires, and the high weight and wide tires greatly limit off-road abilities, especially in muddy or soft terrain. In these conditions, the fact that it can go through 850 mm of water, 150 mm more than the AMG G 63, doesn’t help much, and neither does the off-road angles, which have very good values (approach angle 32 degrees, departure angle 30.7 degrees, breakover angle 20.3 degrees).
Very high energy consumption
And there’s another aspect. Mercedes claims an official energy consumption of 28.9 kWh/100 km, but in reality, we consumed 41 kWh/100 km. So the real range is a maximum of 300 km, compared to the promised 455 km in the WLTP cycle. If you attack very hilly areas and engage in low-range mode, the consumption will most likely increase to 50 kWh/100 km. Given the very high weight, the four motors, and the poor aerodynamics imposed by the traditional body shape, these consumptions were to be expected.
The charging power isn’t great either. Mercedes claims the G 580 EQ charges from 10 to 80% in 32 minutes with up to 200 kW. But these figures don’t bear out either. We charged at a 150 kW DC station from 30 to 70% in 28 minutes with an average of 94 kW and a maximum of 122 kW. It’s true that the station had a maximum power of 150 kW and Mercedes promises a charging power of up to 200 kW, but the maximum never exceeded 122 kW, although the Mercedes G 580 EQ arrived at the station after a journey of over 100 km with the battery pre-heated.
Mercedes is asking 142,621 euros for the G 580 EQ, 47,000 euros less than the AMG G 63 and 10,000 euros more than the G 500 which now comes with an inline 6-cylinder engine, but the Mercedes G 580 EQ comes with a slightly richer standard equipment than the G 500. Given the real range and charging power, it will be pretty tough to impose itself.
Verdict
The first electric Mercedes G-Class in the model’s 45-year history is a remarkable technological achievement given the four-motor construction and low-range function. The enormous power and longitudinal acceleration are impressive as are the dedicated off-road systems. However, the enormous weight severely limits on-road dynamics, the energy consumption is far too high, and even more so when the low-range mode is engaged. The charging power of up to 200 kW has not been confirmed. Mercedes is trying to boost sales by positioning at almost 50,000 euros less than the AMG G 63 with the same longitudinal dynamics.
| Technical data | Mercedes G 580 EQ |
|---|---|
| Propulsion system | full electric |
| Engine | 4 electric motors |
| Displacement (cc) | – |
| Max. output/revs (PS/rpm) | 4 x 147 = 588 |
| Max. torque (Nm/rpm) | 4 x 291 = 1,164 |
| Total output (PS) | 588 |
| Total torque (Nm) | 1164 |
| Transmission | fix gear, Low range |
| Traction | 4wd |
| L x w x h (mm) | 4,624 x 1,931 x 1,986 |
| Wheelbase (mm) | 2,890 |
| Curb weight (kg) | 3,085 |
| Boot volume (l) | |
| Battery capacity (kWh/l) | 116 kWh |
| Aproach angle (gr.) | 32 |
| Brakeover angle (gr.) | 20.3 |
| Departure angle (gr.) | 30.7 |
| Ground clearance (mm) | 250 |
| Fording depth (mm) | 850 |
| Performances | |
| 0-100 kph (s) | 4.7 |
| Top speed (kph) | 180 |
| Fuel/energy cons. (l/100km, kWh/100 km) | 28.9 |
| CO2 emissions (g/km) | 0 |
| Range (km) | 455 |
| Price (euro with VAT) | 142,652 |
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