Parkers overall rating: 4.1 out of 5 4.1
  • A slick, modern interior
  • Much more space now
  • Digital dials, connectivity

Mercedes-Benz G-Class: what's it like inside?

Climb up into the G-Class's interior (it really is a climb for most people) and you’re greeted by a cabin that feels much more in sync with other modern Mercedes-Benz cars. In fact, you’d be forgiven for thinking they’d taken an E-Class cockpit and dumped it straight in.

This is a major departure for the G-Class, earlier iterations of which have always had a rather archaic, rudimentary vibe inside. No more. Most noticeable are the twin 12.3-inch digital screens that dominate the dashboard, replacing the traditional instruments and running the digital heart of the infotainment system. 

Mercedes G-Class multimedia screen

It means that many of the features we’ve become accustomed to on bigger Mercedes-Benz cars are now available on the G. So if you delve into enough sub-menus, you can play with the presentation of screens and flick between Classic, Sporty or Progressive digital dials – and there’s a heap more personalisation available.

Thumb pads on the steering wheel let drivers flick through menus on the move; it takes a little getting used to, but it’s only one way of operating the Comand system – you can also rely on the rotary controller in the central armrest, use voice control or physical hard buttons where available.

It won’t take you long to learn your way around, although it can sometimes be a little fiddly. Each manufacturer’s infotainment system works slightly differently and we reckon that the Mercedes-Benz Comand set-up is logical and easy to navigate your way around.

Cabin build quality is impressive in the 2018 Mercedes G-Class

The physical attributes of the G-Class cabin impress, too. This is a well-made interior and the choice of materials and build quality in general feel worthy of the lofty prices charged. The cabin is swathed in good quality leather and we love the mechanical rifle-bolt latching sound when you thunk the doors shut. You feel like you’re ensconced in the Bank of England vaults when the door closes. Poke around, though, and you’ll discover a few plastic finishes that are below-par for a £100,000 car.

The elevated driving position is good, too. We found the range of seat and steering wheel adjustment fine to adapt to a range of body sizes. The chances are that you’ll be able to get comfortable easily and, as we’ve noted elsewhere, there is an excellent view out. You really do have a lofty vantage point, looking out over most other traffic.

  • Classy ambience throughout
  • Pick small wheels for more comfort
  • Seats are extremely pampering

Mercedes-Benz G-Class: which is most comfy?

In line with the huge strides made in the rest of the G-Class package, refinement and comfort are noticeably improved on this-generation model launched in 2018. Where the last G-Class would bounce and pogo down a road, this one flows with much greater poise.

This is mostly down to the mechanical improvements: the new suspension is much more biased towards on-road comfort than the off-road set-up of earlier models. Bumps and lumps in the tarmac are smothered by the chassis (and surely the 2.6-tonne kerbweight must help here) and body movements are well-controlled.

The seats in the G-Class are extremely comfortable

The seats fitted to the G-Class are impressively comfortable and hold you in place during high-speed driving or off-roading. The stubby grab handle sprouting from the dashboard in front of the passenger seat is a nice touch and genuinely useful when climbing in. Both rows are heated and buyers wanting the ultimate in seating comfort can choose the optional massaging Active Multicontour Seat for some serious spinal pampering.

Mercedes-Benz G-Class drive modes

Newly fitted double-glazing has dramatically boosted refinement and the engine noise, especially from the AMG’s vocal V8, is well contained in typical day-to-day driving. Only when the car is in Sports mode does the exhaust spark up a soundtrack akin to the rumble you’d typically hear at an American drag-race strip.

Inevitably there is some wind rustle as a result of the brick-like aerodynamics. This is an extraordinarily upright car and the drag coefficient of 0.54 makes this among the least slippery shapes for cleaving the air, to the detriment of wind noise and efficiency. At motorway speeds, you actually have to raise your voice a little to counter wind noise.