Overview

Should you buy one?

If you own or like the existing Mercedes G-Class, the answer is a definite yes. This G580 manages to retain all the standard car’s charm, but just so happens to be an EV. It’s one of the coolest and most capable electric cars around, with practically unmatched off-roading ability and surprisingly good on-road manners. It feels reassuringly solid, and there’s a certain aura around the G-Wagon that means you can’t help but love it. 

But if it’s maximum electric range or value for money you’re looking for, this Mercedes G580 is not for you. This is a statement EV, and a very good one at that, but it’s not a car you’ll buy with your sensible hat on. 

What’s new?

It’s now 45 years since Mercedes started production of the G-Class. Initially it was designed as a military off-roader, but over the years – and especially in the last decade – its appeal has grown significantly. It’s now as much of a status symbol, often driven by celebrities and footballers, but it’s still impressively capable off-road if you need it to be. 

The G-Class is best known for having big, thirsty engines under the bonnet, but Mercedes has been toying with the idea of an electric version for some time – and it’s now delivered the goods. The production model is awkwardly called the Mercedes-Benz G580 with EQ Technology, the aim being to align it with the G-Class rather than EQ-badged electric cars, such as the Mercedes EQS, for example.

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It has similar peak power to the latest AMG 63 version of the G-Class, and more torque, but its greater weight means it’s not as quick. It also features a huge battery pack that has been impressively packaged into the same G-Class body, the only visual changes are a taller bonnet, some subtle aero changes to help improve the driving range and some aerodynamically-optimised wheels. 

But nobody is mistaking this for anything other than a G-Class. Mercedes has also beaten its core rivals – such as the Land Rover Defender and Toyota Land Cruiser – in bringing a capable electric 4x4 to market. There’s nothing quite like it in the EV world, but other good electric SUVs we recommend include the BMW iX and Kia EV9. 

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Following our testing the G580 abroad in 2024, including on some very challenging off-road routes, we’ve now been able to try it on UK roads to see if it impresses as much. Find out more about how we test cars at Parkers. 

What’s it like inside?

You get two 12.3-inch displays dominating the dash of the G580. Although they’re the same size as those in the 2018-on G-Class, the digital driver’s display and central touchscreen are running the newer, sharper MBUX software. The rest of the interior should be familiar to current G owners, with closer inspection revealing some differences.

These include a new off-road control panel that replaces the diff lock switches with buttons for the G-Turn function – more on that shortly – and some bespoke screens for the infotainment. There’s a general sturdiness to the G-Class that makes you think it could survive for decades and decades. Quality remains good, especially if you dip into the millions of personalisation options as part of the Manufaktur programme.

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A rear-seat entertainment package with two 11.6-inch screens is on the options list, as is an upgraded Burmester stereo with Dolby Atmos. There’s also, for the first time, keyless entry. As ever, it often takes two slams to get the doors to shut properly, doing so with a solid clunk that’s reminiscent of G-Classes from the start. 

Up front, there’s masses of head and shoulder room and a driver’s seat that goes back far enough for long-legged occupants. The driving position is fantastic, too, with a commanding view of where the car is going. The rear has loads of headroom and an almost flat floor to help when you’re five-up. Legroom isn’t quite so impressive, though, especially for taller occupants. It’s worth noting that the electric G580 has no less interior space than petrol and diesel versions of the G-Class as the battery is housed under the floor. 

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Boot space beneath the parcel shelf is good but certainly not great for the class at 555 litres, so we’d be tempted by the optional rear storage box for your cables in place of a spare wheel. The tall roof does mean a total capacity with the seats down of 1,990 litres, but you don’t get a flat load bay. The leather panel on the inside of the rear door and optional wooden boot floor show that this isn’t necessarily a hardworking haulier. You also can’t use the G580 for towing – Mercedes doesn’t sell a tow bar for it, and it’s not rated for towing at all. 

Mercedes G580 electric motors 

You get a 116kWh battery pack that’s the same size as that in the recently-updated Mercedes EQS. But the constraints imposed by the need to keep the battery within the side beams of the ladder-frame chassis mean that the cells are vertically double-stacked, which in turn requires a new triple-layer cooling system. The ladder frame has to surrender three of its eight cross members, but the aluminium housing of the battery makes up for any lost rigidity. There’s a carbon-composite bash plate under the battery to protect it from rocks. 

This battery feeds four motors that each drive an individual wheel through a two-speed gearbox. There’s one gear for normal running and another that’s a low range to help low-speed off-roading, just like the petrol and diesel G-Class. Combined, they allow the G580 to perform some neat tricks we’ll go into below.

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The motors produce a total of 579hp and a monstrous 1,164Nm of torque (pulling power). That’s enough for a 4.7 second 0-62mph time with the top speed limited to 112mph. It’s not as fast as rivals such as the BMW iX M70, but then the G580 does weigh 3,085kg, and isn’t intended as a performance SUV as such. This does limit the maximum payload to 415kg to avoid the G580 from wandering into commercial vehicle territory for vehicles with a gross vehicle mass (GWM) of more than 3.5 tonnes.

Range and charging

Though the G580 is equipped with a huge 116kWh battery, the good news is that it can be charged quickly. Mercedes claims it can be rapid charged at up to 200kW, with a 10 to 80 per cent taking 32 minutes. 

Its 11kW AC charging limit perhaps isn’t quite as quick as we’d hope, though, especially as many owners are likely to charge where 22kW AC charging is available. It also means that you’ll need 12 hours to charge it on an 11kW unit.

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In terms of range, Mercedes claims 280 miles is possible from a charge, but you’re unlikely to get that in the real-world. In fact, the G580 is one of the most inefficient electric cars we’ve ever tested, averaging just 1.8mi/kWh, meaning around 200 miles is likely. It’s really not a lot for something with a battery of this size – plenty of cars can do the same distance from a battery less than half the size. 

What’s it like to drive?

A lot of expertise and testing has gone into making the G580 perform very much like a regular combustion-engined G-Class, despite its significant technical differences and its extra weight.

The revised suspension – with increased spring rates to handle the extra weight – retains the vital ability to let each wheel travel a different distance as the car tackles uneven ground, so the occupants stay well insulated and the vehicle takes all the punishment when it’s off-road.

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The electric G-Class is in some ways better off-road than the combustion models, thanks to the way its four motors can deliver instant torque very precisely to the individual wheels. This takes its most extreme form in the new G-Turn function: the car can turn a complete circle within its own length, by getting the wheels on one side to spin in the opposite direction to those on the other. You’re only able to use it on private land, though, and it won’t do your tyres much good if you try it on tarmac. 

It’s mostly a gimmick. What’s actually more useful is G-Steering, where the car’s cornering ability becomes much tighter by slowing the inside rear wheel and speeding the outside wheels as you tackle a tight bend. For dodging trees or ditches, this could be a lifesaver, and it’s a lot of fun too.

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On the road, depending on your driving mode and speed, sometimes the front wheels will disconnect from the motors to cut consumption. You don’t notice the transition. Adaptive suspension is also standard, though we find neither setting suits the G580 – it feels a bit wallowy in its standard setting, while adjusting it to sport makes it feel a bit too firm. The balance would be somewhere in the middle, which Mercedes doesn’t offer. 

That said, for a car weighing more than three tonnes, it deals with its weight well, controlling its mass through the corners. Even if it does lean (it’s more pronounced watching the car from the outside), you always feel in full control. 

Although the aerodynamics are unavoidably poor, and the slab-sided G is vulnerable to strong side winds, there’s not much wind or road noise. It’s a refined, sophisticated driving experience. The performance is also exceptional for something like this, with plenty of power delivery, regardless of which driving mode you are in. 

What models and trims are available?

Mercedes initially introduced the G580 in an Edition One trim, but has now reverted to a standard grade called AMG Line Premium Plus, although it remains the only model available. 

Standard equipment is very impressive, including 20-inch alloy wheels, electric and heated leather seats, a Burmester sound system and 360-degree cameras. You’d hope for plenty of features, though, given the G580 starts from an eye-watering £154,870. That’s a huge amount of money, though it’s worth considering even an ‘entry-level’ diesel G-Class now starts from £141,065, and the petrol G500 (which is down on performance) costs £150,875. It’s also considerably less money than the V8-powered G63, which costs almost £190,000 even without any options. 

One positive, though, is that the G-Class tends to hold its value very well, given its desirability and the fact they’re not made in huge numbers. Early signs are also positive that the G580 will follow the same path, and not suffer from the steep electric car depreciation affecting many models.