Known officially as the G 580 with EQ Technology, the new G stuffs a battery pack and four electric motors into the internal combustion version’s existing chassis rather than starting from scratch. The electric G-Wagen also receives slight stylistic revisions, mostly in the name of aero.
But even if electrification represents the logical next step for a historically established military vehicle that transitioned into a luxury commuter over the past decade-plus, the new G presented a real test for Mercedes R&D. The suspension required the biggest change, specifically for the solid rear axle. Two electric motors simply couldn’t fit in the live axle, so Mercedes adopted a hilariously outdated de Dion tube setup instead.
The resulting vehicle comes with a sky-high price tag, minimal range, and unexpected character. Yet, over a week of testing in Los Angeles and the nearby deserts, I quickly discovered that this new G is undoubtedly the best yet.
In short: Electric power suits the G-Wagen surprisingly well, for better and for worse. Don’t expect maxed-out electric range, avant-garde tech, or even improved ergonomics. Instead, the G 580 in EV form gets the job done, in town and off road, better than any G that came beforehand.
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Electric power caters perfectly to city life in a G -
Spectacular torque and traction off-roading -
Finally, a touchscreeen!
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Some suspension shuddering during slow cruising -
Charge cable “Design Box” replaces spare tire -
Minimal choices in 2025’s “First Edition” spec
2025 Mercedes-Benz G 580 With EQ Technology Review
City Life in the G-EQ
My first impressions while driving the electric G-Wagen around West L.A. left me fairly disappointed. The upright driving posture, cramped interior, piano black plastic, and a trackpad similar to a 2015 Lexus all missed the mark.
Plus, on a first drive to the grocery store, I started to notice a strange suspension and steering shudder. At lower speeds, just cruising, the de Dion rear suspension seems to struggle with the nearly 7,000-pound curb weight.
The situation got me thinking about Mercedes-Benz’s decision-making while developing the new G. So much so that when I got home, before putting the groceries in the fridge, I pulled out a tire pressure gauge to make sure I didn’t have a flat. The tires looked good, but the de Dion tube only continued to build as the theme of the entire G-EQ experience.
De Dion Rear Suspension
In short, because the electric G has a motor for each wheel, the gas G’s solid rear axle simply needed replacement. But Mercedes wanted to retain the articulation and confidence of a solid-rear-axle vehicle with the de Dion tube, which quite literally bridges the gap between independent-suspension wheel hubs. I’m pretty sure the newest car I’d driven with a de Dion tube previously was a 1986 Alfa Romeo GTV6.
But a GTV6 weighed less than 3,000 pounds in the 1980s, and the electric G-Wagen tips the scales at more than double that number. Throw in a set of 20-inch AMG wheels shod in range-friendly Falken tires, and the setup clearly gets overwhelmed. Even adjustable dampers can only do so much, as the rigid connection causes road imperfections to reverberate through the cockpit.
At least while accelerating, braking, or cornering on asphalt, the G’s weight shifts enough onto one tire or another to stop the sensation. And I quickly learned that pushing hard reveals where the electric G-Wagen shines. On an afternoon when I was running late for a meeting, I absolutely ripped through traffic at a pace no gas G could possibly match.
Electrified Performance
The 579-horsepower rating might not sound too impressive for a 7,000-pound vehicle with me inside. But the 859 pound-feet of torque came on instantaneously with the smallest nudge of my right foot.
Mercedes claims a 0-60 time of 4.6 seconds, but I’d swear this truck can do better. By contrast, the G 63 with a beefy twin-turbo V8 might make good noises, but borders on obnoxiously loud. And in most situations, the lazy torque delivery at low revs almost lugs the engine.
Off-Roading Without a Spare Tire
Of course, I needed to test the G 580 with EQ Technology off road, too. But when I pulled up to Rowher Flats to run my usual route, I checked the wheels first. The actual wheel design doesn’t fit a compressor nozzle, so I decided not to air down.
That bummed me out a bit, especially because of the nifty positive and negative terminals easily accessible in the frunk. But also, I worried about traction in the dirt, as well as the prospect of getting a flat tire without a spare.
Instead of the spare tire, the little “Design Box” on the G’s barn-door tailgate houses a charging cable. Great for city life, sure, but not out here!
I previously drove a Hummer EV SUV on the same trail, also without a spare. At least the G weighs more than a ton less, so I brought a Yankum rope just in case. But in the back of my mind, I wondered what rig could possibly yank a 7,000-pound EV out of a sketchy situation.
Off-Road Prowess
And then, out of left field, the electric G-Wagen delivered the single most impressive off-roading performance I’ve ever experienced — without exaggeration or hyperbole.
I had just driven a Ranger Raptor up the same hill about a week previously, and an Ineos Grenadier the week before that. But at a specific obstacle where the Raptor needed both front and rear diffs locked, all four BFG K03 tires aired down, and every last ounce of my skill and courage, this electric SUV with a fake solid rear axle and fully inflated city tires just inched up the hill without sliding more than the width of my hand.
Using the “Off-Road Cockpit” screen, I kept an anxious eye on my tire pressures the whole time. I also switched into the “Low Range” mode, which Mercedes claims uses physical gear reductions for the electric motors.
In the seat of my pants, low range felt more similar to reduced throttle response. But the de Dion tube did the trick and the discrete control of quad-motor traction blew my mind. I kept trying to pose the truck with a wheel off the ground for pics, and the articulation simply prevented me from doing so!
All on-street tires fully aired up is the most important detail. With a set of legit all-terrains, I believe the G might do even better. Of course, we’re not talking about dune charging or spraying roostertails or jumping this heavy EV.
Instead, we’re talking about the pure capability of getting through when the going gets tough. This explains why Benz believed the de Dion suspension was the correct solution to the problem created by sticking with the ladder frame and original body.
G-Turn Fun
Lastly, I goofed off with the “G-Turn” and “G-Steering” modes, unique features that let the electric G spin in place or drag a rear tire to tighten up the turning radius. Spinning like a top, grinning like a child, I felt silly enough. But then I realized this would be the silliest way to blow a tire, so I pulled back out onto a canyon road and decided to tear up the tires while headed home.
Soon enough, with the suspension in Sport mode, the Falkens started screaming. The steering firmed up, too, and its “throttle” response increased, as well. I pushed far harder than a big, boxy, 7,000-pound body-on-frame EV has any right to go.
Maybe mounting the batteries in the chassis helps keep the center of gravity lower. Maybe EV torque vectoring helps on asphalt, too. Either way, the cornering, with just hints of AWD countersteer required, again easily eclipsed any previous G.
No Vehicle Is Perfect
But no matter what the Mercedes and G-Wagen fanboys will scream, the electric G still has shortcomings.
For an off-roader, the electric wires and plugs that control the adaptive shock dampers sure ride quite low.
The cramped interior still lacks space — a bummer since electric powertrains typically allow for such improved packaging.
The rear seat screens will likely make anyone over the age of 3 years old claustrophobic.
And, the G-Wagen finally gets an infotainment touchscreen, so why is there still a trackpad taking up space on the center console? Instead, Mercedes could have gone with more cupholders or more physical switchgear for the four-wheel-drive controls.
Why not start from scratch and build an EV with a skateboard battery layout and more interior volume that simply looks like a G-Wagen? Plus, with the aero of a brick, the G only manages a range estimate of 239 miles. That’s plenty for commuting in Agoura, but barely half of the real-world range I experienced in a Silverado EV.
Still, the onboard range estimate proved quite accurate as I powered through the battery with regen kept at the max settings via the steering wheel paddle shifters. But, the DC fast-charging rate of 200 kW leaves something on the table, too.
And don’t get me started on the lack of a frunk.
2025 G 580 With EQ Tech Review: Conclusions
The G 580 with EQ Technology might have a ridiculously long name, but I can confidently call it the best G-Wagen ever. The interior ergonomics still suck, the lack of a spare tire makes no sense, and pricing as tested over $192,000 tests the limits of sanity. But for city commuting or off-roading alike, this G simply gets the job done. I wonder whether most drivers will even notice the unique pros and cons of the de Dion suspension.
I also can’t wait to try an electric G-Wagen with real knobby tires, or even just smaller wheels. But, for 2025, Mercedes will only sell the First Edition spec with minimal options other than color schemes. So anybody who wants to customize such a highly anticipated vehicle will need to wait until model year 2026 G-Wagens start shipping.
