The passenger doors have oversized handles and need a good firm slam to shut against tight seals. And not by accident. A lot of effort went into tuning the chunky tactile feel of the process of getting in and out.
If you know the Mercedes G-Class as the Geländewagen or G-Wagen you may also know that it has served for longer in uninterrupted production than any other Mercedes passenger car.
Double wishbones support the car’s body at the front and are directly mounted to the ladder frame, while a tower brace reinforces the frontal structure under the bonnet. Once you’re in, you might expect to find limited head room having risen to such altitude, but the truth is head room is pretty good. Not much elbow room though, and still feels a bit cramped compared with the competition. Especially a Range Rover.
The one obstacle to the car’s practicality, meanwhile, is its side-hinged boot door, which, allowing for the bulky spare wheel it carries, can be too large to swing open in a tight parking space. The boot itself is tall and narrow, and perhaps a touch cramped for a car of this size.The UK now gets a G500, huzzah. Alas, it is not a V8. The only way to get your hands on an eight-cylinder G is to go down the AMG route.
On rational grounds this is the G, really. It’s uncomplicated to drive, with that swell of torque and high seating positioning mating for effortless overtaking and off-road work. It’s also the most economical and in real-life, it’s easily as fast as the G500. It’s all out of ideas at 3,500rpm, which isn’t strictly a bad thing.
Useful pace and predictable positivity make the steering superbly easy to get on with – and that, in turn, makes what has now become a car even wider than it is tall feel reassuringly precise when being guided along a narrow lane.
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