W465

The G 500 now runs the M256 three-liter straight-six with 330 kW (449 PS) and 560 N·m, replacing the M176 V8 outright; the G 450 d supersedes the G 400 d with 270 kW (367 PS) and 750 N·m from a 2,989 cc OM656; and the Mercedes-AMG G 63 keeps its 4.0-liter M177 biturbo, now the only V8 in the range. Each adds 15 kW (20 PS) and 200 N·m from an integrated starter-generator feeding a 48-volt network, which also lets the car coast with the engine off. All three drive through a nine-speed automatic, and all three sit on the same 2,890 mm wheelbase as before, with aerodynamic detailing that trimmed drag and consumption without touching the silhouette. Safety equipment the G-Class had never been offered with arrived too: active steering assist, active brake assist and an adaptive cruise control that slows for bends, roundabouts, slip roads and toll booths.

The G 580 with EQ Technology followed on 24 April 2024, previewed by the Concept EQG and pointedly not called an EQG: from the G-Class onwards, battery-electric Mercedes-Benz models keep the ordinary model names. Four synchronous motors, one per wheel and each with its own two-speed gearbox, give it a genuine low range plus 432 kW (587 PS) and 1,164 N·m, along with G-Turn and G-Steering tricks no combustion G can perform. A 116 kWh battery under a 25 mm skid plate of steel and carbon fibre is good for 434–473 km on the WLTP cycle. It has not sold like the others: roughly 1,450 electric G-Class in its first year against some 9,000 with combustion engines, blamed on its 3,085 kg curb weight, its range, its price and the absence of a towbar.