2025 Mercedes-Benz G580 First Drive: The Iconic G-Wagen Goes Electric
More powerful than an AMG G63 and more capable than a G550, we finally hit the road in the first electric G-Wagen SUV.
The slow rollout of Mercedes’ all-new fully electric G580 is finally approaching its culmination. We’ve been invited to ride along in early prototypes, we’ve witnessed the G-Turn in action on the Las Vegas Strip, and we’ve drifted across arctic ice. Those experiences, spread across 18 agonizing months, have all happened from the right-hand seat. Now, that all changes. Hot on the heels of the global debut, we were invited to Southern France where we spent a full day behind the wheel of the new G-Class, including the long-awaited all-electric Mercedes-Benz G580 with EQ Technology.
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You won’t be shocked to hear it, but the new Mercedes-Benz G580 with EQ Technology looks, feels, and drives exactly like a G-Wagen.
Power For the People
In the quest for no compromises, the team responsible for the G580’s drivetrain delivered on the goal with the most potent vehicle in the G-Class lineup.
Power is delivered by four identical 145-hp electric motors that offer a combined output of 579 hp and 859 lb-ft of torque. That’s more power than the AMG G63’s twin-turbocharged 4.0-liter V-8 produces, which for 2025 clocks in at 577 hp and 627 lb-ft. Despite lugging around a hefty 6,800 pounds, the G580 accelerates away from a stop with the same briskness typically reserved for AMG units. Mercedes estimates a 0–60 time of 4.6 seconds, and we’re inclined to believe it. Unlike the gas-powered AMG models, however, when it comes to passing power the G580 sort of falls flat due to the nature of its nominally single-speed drive units (all four transmissions are actually novel two-speed boxes, but the other ratio is a low-range gear for hardcore off-roading only). Carving twisty roads is a joy, though, as the regenerative braking and fat torque curve make launching into and out of corners a breeze. It is also electronically limited to just 112 mph.
The electric drivetrain offers a staggering five levels of regenerative braking. Toggled by the steering-wheel-mounted paddles, the offerings range from D-Auto to D--. When utilizing D-Auto, the vehicle uses data from Eco Assistant to adjust the level of recuperation according to the driving situation and traffic ahead. This mode will also alert the driver when it’s time to begin lifting off the throttle for the most effective regeneration. Switching into D puts the vehicle into a normal level of regeneration, while D- and D-- get progressively stronger. Mercedes also offers D+, which offers no recuperation and instead allows the vehicle to freewheel. Of all the different modes, D+ took the most getting used to. With no engine or regenerative braking, the G580 will coast freely for what feels like an infinite amount of time.
Feeding the motors is a stacked, 12-module battery pack with 216 lithium-ion cells. The pack has a usable capacity of 116 kWh and can accept charge rates of up to 200 kW on a DC fast charger. While final EPA ratings have yet to be released, Mercedes estimates the G580 will offer a range of 240 miles.
It Rides Like a G
The suspension that underpins the new G580 is largely the same as that of the gasoline-powered G550, with an independent front and live-axle rear. Having a motor power each wheel is straightforward with a fully independent suspension setup; however, combining those motors with a live axle required Mercedes to get creative. The rear axle is a de Dion design that dates to the late 1800s. The de Dion features a rigid tube connecting the wheel hubs, allowing it to behave just like a live axle. The drive to each wheel is via separate half shafts with universal joints on either end that allow the rear motors to bolt securely to the ladder frame chassis yet still drive the wheels.
Adaptive adjustable dampers are fit standard and seamlessly compensate for uneven and broken pavement along with aiding in pitch and roll stabilization. The system continuously monitors driving conditions and adjusts damper settings as necessary. The G580 offers three on-road drive modes (Comfort, Sport, and Individual) and two off-road drive modes (Trail and Rock). Each of these Electric Dynamic Select modes alters not only the suspension damping, but also the motors, transmissions, stability control, and steering. Adjustable air suspension is not available on the G580.
Driving the G550 and G580 back to back shows the impressive lengths Mercedes went to to get the new electric G-Class right. Despite being nearly 1,000 pounds heavier, the G580 rides and handles just like its gas-powered sibling. The ride is a bit firm, but that’s simply the nature of the body-on-frame, live-axle beast. Large bumps and humps are dispatched with ease, and boxy shape notwithstanding, body roll is minimal. We found the G580 as pleasant to toss into corners and carve along mountain roads as it is comfortable on the expressway.
While a lot of buyers would love to have seen the G-Class go fully independent for the ease of electrification and improved ride comfort, we applaud Mercedes for sticking to its values and keeping a live-axle rear suspension.
Quiet Down Now
It’s fitting that the new all-electric G580 would be the quietest G-Class offered to date, and Mercedes went to great lengths to accomplish this. The A-pillars gain more aerodynamic cladding, there’s an added lip where the windshield meets the roof, and there’s a spoiler lip on the roof’s trailing edge. The hood has been reshaped slightly and is raised to accommodate the electronics underneath. The G580 also features flared rear wheel arches with “air curtain” vents. Even the wheels have been aerodynamically optimized. The result, in combination with new insulation materials, is the quietest G-Class cabin we’ve ever experienced.
The G-Roar sound experience is another feature that’s unique to the G580. Taking inspiration from the classic G-Class combustion engine sounds, G-Roar provides acoustic accompaniment to all aspects of the driving experience. Along with the deep bass tones that garnish acceleration, there’s also an aura sound that can be clearly heard around the exterior of the vehicle along with several event sounds. Switching on the vehicle creates a rumble akin to firing up the AMG 4.0-liter V-8. The sounds are also influenced by the choice of drive program; they’re more restrained in the Comfort modes and increasingly boisterous in Sport. Some say it sounds just like a side-piped AMG G-Class V-8. After spending a day behind the wheel, we’re not sold. While some will enjoy the artificial noise of the G-Roar, we’re glad to report it can be turned off.
The Best Off-Roading G-Class
As if the G580 wasn’t already impressive enough, Mercedes saved the most intriguing tech for enabling the vehicle’s off-road ability. Chief among these is the mechanical low-range. When you press the button to enable low-range, you’re not just switching gears in a singular box, but instead each of the four individual gearboxes features a two-to-one reduction cog. Mercedes engineers say this was done for better motor control and thermal management. Top speed in low-range is 53 mph.
With perfect traction, and in low-range, Mercedes says the G580 can easily climb a 45-degree incline, which is equal to a 100 percent grade. On a particularly rainy day in the South of France, with a questionable amount of available traction, we easily piloted the G580 up a rutted and muddy slope of about 30 degrees. Thanks to the virtual lockers and torque vectoring, the vehicle climbed these imperfect trails with the tires at full street pressure and with only the faintest hint of wheelslip.
We used every bit of the G580’s 9.9 inches of ground clearance, and then some, when it came time to clamor over, around, and through the rocky trails that made up the day’s off-road course. With its short 113.8-inch wheelbase and relatively short height, the vehicle has a breakover angle of 20.3 degrees. The result is a need to occasionally slide down obstacles on the vehicle’s belly. Thankfully, the battery casing is protected on the underside by an inch-thick carbon-composite skidplate that weighs 127 pounds. Should the plate ever need to be replaced, it is secured to the chassis by 50 bolts.
The G580 offers an approach angle of 32.0 degrees and a departure angle of 30.7 degrees, which is better than a standard Land Rover Defender 110 (30.1 approach, 24.5 departure) and its G550 sibling (30.9 approach, 29.9 departure).
Another new feature on the G580 is the company’s intelligent off-road crawl function. Active whenever low-range is engaged, the intelligent off-road crawl function offers three levels that are toggled using the shift paddles. Slow Crawl is the most aggressive and will keep the vehicle at a target speed of about 1 mph on uphill, downhill, or level terrain. Variable Crawl maintains a speed of about 2 to 3 mph on uphill and level terrain, while the driver can use the accelerator and brake pedals to modulate speed up to 9 mph while going downhill. The top setting, Fast Crawl, limits uphill and level terrain speed to 5 mph and allows any speed downhill.
Utilizing the intelligent off-road crawl function is simple and intuitive. With high-torque motors and a low-range gear, the system easily maintains forward momentum without any sort of jarring braking or accelerating moments. And it works without intervention from the ABS or traction control systems, making it silent, as well. Utilizing the system on steep, rutted, rocky, and muddy terrain, we found the slowest setting to be a bit too slow and the fastest a bit too fast. The real Goldilocks spot was the Variable Crawl setting.
You’d assume, being electric, the G580 would need to sacrifice water-fording ability. And you would be wrong. Mercedes has designed the vehicle to ford a greater depth than its gasoline-powered siblings, up to 33.5 inches, which is 5.9 inches deeper than the gassers. What happens if you surpass that depth, as we did on our rainy off-road adventure? Well, thanks to its fully sealed cab, the G580 begins to float. All the drivetrain electronics are sealed, so that even if the water gets so deep it begins flowing in through the HVAC vents (the next step after going buoyant), no trouble will come to the motors or high-voltage system.
Spin Me Around, Baby
A benefit of utilizing four independent electric motors is that the engineers at Mercedes have implemented a tank-turn feature. By rotating the driver’s side wheels in one direction and the passenger side in the other, the G580 can effectively spin on its own axis. From the driver’s seat, we can confidently say that G-Turn is the wildest automotive feature we’ve ever had the privilege of sampling.
The system can be activated when the vehicle is in low-range with Rock mode selected by pressing the right-hand button in the off-road control cluster in the center of the dash (where the differential lock buttons live in the G550 and G63). A message will then appear on the screen confirming you indeed wish to use the G-Turn function. After accepting and with the brake depressed, you pull and hold either paddle shifter (left to go left, right to go right), press the accelerator to the floor, and around you go.
To stop the spinning, you simply let out of the throttle. Key to the process is keeping the steering wheel perfectly straight. Apply even the slightest bit of steering angle during the spin cycle, and the process comes to an abrupt stop. Same thing goes for releasing the paddle early.
Whether or not this feature is useful is the subject of great debate. The one example for its use that Mercedes engineers would give was coming to a dead-end, be it on the trail or road, and needing to turn around. In this case, G-Turn could be used in place of a multi-point turn to spin the vehicle 180 degrees. So long as there’s enough space around the vehicle to complete the rotation.
Using G-Turn in any meaningful manner is a challenge. The system only functions at one speed, which is fairly quick, as to work properly when all four tires need to break traction. This makes spotting your stopping point rather difficult. We also found that the vehicle tends to wander a bit as it rotates, since remaining exactly centered would be nearly impossible, except for on perfectly flat ice. Before initiating the spin, you need to carefully spot your planned stopping point, ensure the surroundings are clear, and then execute with careful precision. It’s incredibly easy to overshoot your stopping point as the system will do a full two rotations, 720 degrees, before automatically stopping.
Far more useful is what Mercedes is calling G-Steering. This system functions a lot like Ford’s Trail Turn Assist, though more high-tech. Activating G-Steering is done in a similar fashion to G-Turn, though this time the leftmost button is pressed. Available in low-range and Rock mode, G-Steering works to reduce the turning radius of the G580 on tight trails by braking the inside rear wheel while accelerating the outside wheels. The result is a much-improved turning circle.
As soon as we hit full steering lock, the inside rear tire locked as predicted, and the vehicle began to pivot around it. What we weren’t ready for was that the outside wheels would accelerate the vehicle and overdrive the turn. The first couple of times using G-Steering we found ourselves overshooting the exit of the turn because of this. Once we knew it was going to do this, we found ourselves stopping the turn sooner to compensate.
Coming Soon to a Whole Foods Near You
Mercedes-Benz says the G580 is expected to arrive in the States late in the second half of this year. The electric G will initially be offered in an exclusive Edition One trim, which will combine the choice of five exterior colors with an interior trimmed in black and gray Nappa leather with carbon-fiber and aluminum accents. Other standard features are slated to include keyless entry, active seating, a sunroof, and a Burmester 3D surround-sound audio system.
Pricing for U.S.-spec models has yet to be confirmed, but based on current G550 pricing we expect the loaded Edition One to sticker for about $185,000 to $200,000.
Jason Gonderman was born and raised in sunny Southern California and grew up with subscriptions to 4-Wheel & Off-Road, Four Wheeler, and many other off-road magazines. The off-road bug bit hard after a summer building up a Baja Bug with friends to drive in the sand dunes of Glamis (Imperial Sand Dunes Recreation Area). After that it was over and he bought his first 4wd vehicle, a 1999 Ford Ranger that eventually transformed into a capable desert pre-runner and back-country adventurer. Jason has logged thousands of miles off-road in many different terrains and vehicles. He has raced the Baja 1000, participated in the Ultimate Adventure, and covered Top Truck Challenge, Diesel Power Challenge, Real Truck Club Challenge, and many other big name events. When not behind the computer Jason can be found fabricating truck parts, shooting short-course off-road races, riding dirt bikes with his wife, or participating in any sort of other 'extreme' activity.
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