2025 Mercedes-Benz G-Class Electric First Test: Incompatible by Design?
Perhaps the G-Wagen fundamentally cannot be a great EV SUV.
Pros
- Superb all-around capability
- Exceptional materials and build quality
- Full of character
Cons
- A design trapped in time
- Misguided engineering priorities
- Only the best at one very specific thing
Even as it integrates the most radical change in its illustrious history, the Mercedes-Benz G-Class' iconic character isn't diminished. A new chapter in the Geländewagen legend begins as it gains a fascinating all-electric powertrain, driving it ahead with the bold presence and relentless capability of its predecessors.
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The First Electric G-Wagen
For 2025, Mercedes-Benz introduces the new all-electric G-Class, officially known as G580 with EQ Technology. Pick a nickname: G580, electric G-Wagen, G-Class EV, or simply EV G. With its blockish body, the only thing it’ll ever be mistaken for is a different G-Class, be that one of its current lineup counterparts or a forebear that inspired its distinctive shape. A rectangular storage box—which houses a charging cable—in place of a traditional circular spare tire carrier on the cargo door is a cue unique to the G EV. Inside, it’s essentially identical to any other 2025 G-Class.
What makes the G580 different is the hardware attached to its bespoke ladder frame. Between the frame rails is a 116-kWh battery, with a twist-resistant casing and armored by an inch-thick composite plate. That sends power to an electric motor at each wheel. These four motors are each paired with a single-speed transmission that contains a low-range gear reduction and can replicate the action of locking differentials. The front wheels are independently suspended, but the rears remain joined together via a de Dion axle at the rear.
A rare quad-motor EV, the G580 produces 579 hp and 859 lb-ft of torque. Those numbers surpass the V-8-powered G63 AMG, only slightly in power but significantly in twist. Yet at $162,650 to start, it’s priced closer to the “entry-level” six-cylinder G550.
A Quiet, Quick, Brick
In performance testing, however, the electric G-Wagen dusts the G550—it’s a closer rival to the G63 AMG (at least, the 2021 model we tested most recently—the updated, electrified G63 could gain advantages). Simple pedal overlap or slamming the accelerator yields a 4.1-second 0–60-mph launch, well ahead of the G550’s 5.2-second saunter and close behind the G63’s 3.9-second sprint. The G580 shadows the G63 AMG all the way through the quarter mile with a 12.6-second, 108.1-mph result, down by just a tenth of a second and less than 2 mph. The G EV likely would’ve reached its governed 112-mph maximum speed a few moments later.
Despite outweighing other modern G-Class models by more than 1,000 pounds, the EV manages to excel in tests where bulk should be a liability. The G580 stops from 60 mph in 108 feet, approximately half a car length shorter than the G550 and G63 AMG. Again compared to those, the G580 hustles best in handling tests by considerable margins, holding the skidpad at 0.84 g average and completing the figure eight in 26.0 seconds with an average of 0.74 g.
What Were They Thinking?
From behind the wheel, the G580 is unquestionably a G-Wagen; Mercedes succeeded in tuning it to drive with a familiar personality and yesteryear feel. That very feel has been honed over generations, presenting as a blend of smooth and relaxing luxury with imperious, trucklike brawn. This isn’t to say that the G EV unequivocally drives well—rather, it’s affected by some peculiar engineering decisions and glaring refinement flaws.
Mercedes was bold in choosing a quad-motor powertrain for the electric G-Class. Such an arrangement enables the vehicle to deliver on its all-terrain reputation, but it is also the most complex to tune. Even for this engineering titan, mastery remains out of reach, as pushing the G580 reveals some oddities. There’s often torque steer with strong acceleration, and the whole vehicle squirms when powering through a corner. Although the powertrain constantly varies power distribution between the wheels, there’s a sensation that the motors can’t think as fast as the pedal can be pressed. In most normal driving scenarios, that’s not a concern, and accelerating is rather lovely. Gradually plying the pedal produces a rich wave of torque that swifts the G-Wagen EV forward with remarkable traction.
That said, the G is continually perturbed under braking. The issue isn’t the G EV’s outright stopping power; its braking distance and absence of tangible ABS pulsations are very impressive. Instead, it’s that none of the several selectable levels of motor regeneration bring the vehicle to a full stop; there’s no true one-pedal drive mode. Lifting off the accelerator, the quad-motor system can provide strong regen to slow the vehicle—but that deceleration cuts out at exactly 10 mph. There, it’s up to the driver to apply the brake pedal to stop completely. When pressing the brakes from speed, deceleration is handled mostly by regen, but as 10 mph arrives regen disappears and the friction brakes take over with a conspicuous clunk. It’s a tricky blemish to drive around.
This is strange for a few reasons. Many other all-electric Mercedes models offer legitimate one-pedal driving. More confounding is that in the G580, the capability exists—it's just practically unusable. Choosing the Rock drive mode and low range gearing activates a sort of off-road cruise control. By precisely applying power and regen, it does a phenomenal job of maintaining low speeds over technical surfaces, keeping the G EV feeling totally sure-footed on lumpy, loose terrain. When descending steep grades, the feature alters each motor’s regen individually to hold the electric G-Wagen at speeds down to a single mph, even as the ground falls away beneath a wheel. The quad-motor powertrain’s potential really shines here, yet none of that acuity is available in the primary roadgoing driving modes.
On any terrain, the G580’s adaptive suspension admirably minimizes the ride oscillations inherent to frame-based vehicles. It flattens imperfect surfaces, softening jolts and making undulating pavement seem glassy. Impact absorption is aided by the tall-sidewall tires, which retain suppleness even when inflated to high pressures necessary for such a dense vehicle. With its tidy length and narrow track, the G580 is easy to place in corners or around rocks. Still, handling manages to feel traditionally top-heavy despite the massive battery lowering the center of gravity. Body roll is clearly a primary input for the traction and stability control systems, as the G EV limits power greatly when the steering wheel is turned. Pressing the accelerator and feeling power increase only as the wheels straighten is an unusual sensation.
Living With the G-Class EV
Perhaps it’s no surprise that a tall, heavy box isn’t a dynamic superstar, as if that’s even a priority for the G-Class. But the G580 is intended to be a big, luxurious electric SUV, and its revered, rugged shape likewise constrains it from excelling as one.
Few vehicles are assembled to a level of quality like that of the G-Class. Every aspect of its construction feels incredibly solid and built to endure the ages. In the cabin, gorgeous, substantial materials are applied generously around switchgear from the common Mercedes parts bin. Peering through the flat windshield at the top-mounted turn signals is endlessly satisfying, but that rectangular plane of glass produces unavoidable wind noise. The driving position provides a towering view with decidedly chairlike ergonomics. Headroom is abundant; legroom very much isn’t.
There’s no engine, but there’s no frunk under the hood and also zero underfloor storage. The nearly cubic cargo area presents ample area to stack things. It’s not very deep, though, and folding the back seats is a clumsy operation that reveals a prominent hump on the floor. The side-opening cargo door is huge, heavy, and unavailable with power closing—a standard feature on every other Mercedes SUV. At least it slams closed with the same delightful metal-on-metal click as the other doors, and the locks’ bolt-action sound really does add specialness. Keyless entry finally becomes standard on the G-Class for 2025. Just don’t rush to open the doors until the locks have taken their time.
All of the requisite Mercedes driver-assist and active safety features are included, and many could use improvement. Around town, the forward collision warning system is easily spooked, which is tolerable for ensuring this nearly 7,000-pound chunk stops in time. That’s a stark contrast to the adaptive cruise control system’s delayed responses to leading traffic on the highway: lazy to keep up and distressingly late to brake. Lane keep assistance is minimal, but the G580 tracks unwaveringly. All that upright glass provides excellent outward visibility.
Electric G Wagen Range and Charging
Although the G EV’s design is subtly altered to reduce drag—see its reshaped hood, slightly different roofline trim, and rear fender flare cutouts—this format originated in an era of primitive aerodynamics. That’s indicated by the G580’s driving range: Officially rated by the EPA for 239 miles, the electric G-Wagen covered just 204 miles in our Road-Trip Range test. Stuffing in more motors could become akin to hot rodding engines of the past, as the G580’s efficiency suggests. While it can hold a commendably high average charge rate of 158 kW through a 35-minute 5–80 percent session, the poor overall efficiency means relatively little range added for that amount of time. At least Mercedes’ built-in navigation charge planning is clever, and its vehicles are gaining access to Tesla’s Supercharger network.
The Best at Exactly One Thing
In its current form, the G580 lives up to the legend. Thanks to electrification, it becomes more luxurious, drivable, and all-terrain-capable than any G-Wagen before. Drivers who adore this automotive icon should rest assured that the G580 is a true G-Wagen—and at being a G-Wagen, the electric version is best.
Zoom out, though, and little about the G580 reflects the practicality and performance-enhancing potential of electrification—aside from its awesome G Turn spin gimmick, which chews through twice as many tires as doing a burnout but is at least twice as cool. Instead, the G EV is subservient to its archaic roots, leaving on-road capability, everyday functionality, and some comfort on the table. Competitor vehicles ideated around—not adapted to—electricity emphasize the G580’s anachronistic nature. Look no further than the (also four-motor) Rivian R1S Quad, which is quicker, more powerful, and roomier; delivers better range; and is better on-road and off.
There’s a future for the electric G-Class. Mercedes could update battery chemistries for longer range, build stronger motors for an EV G-Wagen AMG, or throw on enormous tires to make a quad-motor trail monster. Yet for the G-Class to become a truly excellent electric luxury SUV, it would need to change more radically than it already has in becoming the G580—but if it did, it wouldn’t be a G-Class anymore.
Alex's earliest memory is of a teal 1993 Ford Aspire, the car that sparked his automotive obsession. He's never driven that tiny hatchback—at six feet, 10 inches tall, he likely wouldn't fit—but has assessed hundreds of other vehicles, sharing his insights on MotorTrend as a writer and video host.
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