2004 Mercedes G500 Review

Specifications

Anecdotes on an Anachronism

I went to my 20th high school reunion a few years ago. I hadnt had so much fun since, well, high school. I have to admit that part of the enjoyment factor was due to everyone saying how much I hadnt changed a bit, sometimes associated with looks of envy.

What these peers dont remember is the fact that during my high school years I paid dearly for looking so young. Few girls my age would date a guy who looked more like a 14 year old than the 18 I was at graduation. To make matters worse my senior high only included grades 11 through 12, forcing me to look elsewhere for female attention.

While appearing the same now as twenty years ago might sound like an enticing prospect for people, its not ideal in the car industry. Eastern Europe was the brunt of many jokes during the cold war because of its inability to keep up with style and innovation, with cars such as Russias Lada and East Germanys portrayed itself to be new. Such Western European carmakers as Audi, BMW or Mercedes-Benz would never allow such an anachronistic dinosaur to leave their factory lines, or so I thought.

That was before accepting the keys to a “brand new” Mercedes-Benz G500. What a throwback to ancient civilization. Oh, dont get me wrong, its beautifully equipped and rides like a limousine, but its so utilitarian its become a modern industrial art statement all on its own. Really, its so boxy that when parked next to a Land Rover Discovery it made the Disco look positively sleek.

The G500s shape is not proprietary mind you, having shown up on everything from Land Rovers Defender 110 to Nissans Patrol and Toyotas Land Cruiser, just to name a few. Actually, in its 1985 75 Series Troop Carrier guise the latter SUV was almost identically styled to the current G. Troop carrier? Its true, the G, otherwise knows as the Gelandewagen, was designed for military purposes decades ago. Thats why it looks so “Swiss Army” functional and, well, so darn old. While its Land Cruiser counterpart has been completely revamped a number of times since the 75 Series, the G has continued forward with only minor styling tweaks since its inception in 1979.

For a bit more history, the Gelandewagens development program began in 1972 with a cooperative agreement between then Daimler-Benz (now DaimlerChrysler) and Austrias Steyr-Daimler-Puch. Series production was given the go ahead in 1975, as was the construction of a new plant in Graz, Austria where my G500, and all G-Class SUVs, are still built today.

While the purposeful SUV is mostly handmade and is impressively appointed, its still hard to get the mind around its age. After all, 25 years is an extremely long time in car years, about five to six normal vehicle generations by todays average. Thats why the G500s panel gaps make the Land Rover Discoverys seem tight, a fact that lets onlookers view in between to see the Gs olde-world, bare-metal latches, even when the doors are shut. Its windshield sits so close to driver and front passenger with such an abbreviated dash-top that it brings back fond memories of a particularly “hip” VW Microbus experience. Also, like so many trucks of yesteryear its doors are hinged externally, causing the ones at the back of the press vehicle I was testing to show signs of extremely premature rust I might add.

But other than the rust I love the big old beast. Ive always fallen for heavy-duty trucks and SUVs. My father owned an old FJ40 Land Cruiser when I was a boy and I followed suit with a 1987 BJ70, a company car leant to me by Toyota during my employ many years later. The G500 is just like the old BJ70, except is larger and much, much, much more refined.

Its interior is actually very impressive, as it should be for a base price of $76,900. At this price only MNC board members and NBA stars can afford it, and with the trucks vaulted headroom its no wonder so many of the latter step up to buy one. Its tight as a drum too, filled with sound deadening material, high-grade leather and soft-touch plastics, which tend to squeak less than the more brittle variety. Yes, there were a few cheap add-ons that should have been applied with more care and attention, particularly the black plastic window surrounds on all doors that cover up what would otherwise be bare metal, but the trucks workhorse nature makes it possible to overlook the odd discrepancy.

Fortunately Mercedes has not only upgraded the Gs interior improved engine performance since the first 72 to 150 horsepower models came on the scene. Two engine choices are available in North America, the first being the 292 horsepower 5.0-liter SOHC V8 with 336 lb-ft of torque fitted to my test vehicle, and the second being the 349 horsepower 5.5-liter V8 G55 AMG version that boasts 387 lb-ft of torque. Speaking of boasting, for 2005 M-B will offer a new supercharged G55, sporting 476 horsepower and 516 lb-ft of torque.

While accelerating from 0 to 60 mph in just 5.5 seconds on its way to a maximum speed of 130 mph would be nice, I would prefer a potent diesel, something similar to the common-rail Cummins 6-cylinder available in Mercedes American counterparts Dodge Ram HD. It puts out 600 lb-ft of torque which would be more than ample for the heavy G, offers relatively quiet and refined operation and would improve the gas guzzlers fuel economy dramatically, the bane of the truck as it is. Fuel economy improvements would also make it possible to go on extended off-road adventures, something that would be next to impossible with the G500 and even less likely with the G55, without a tanker of petrol following along behind.

Thats a shame as the G-Class offers one of the most capable permanent four-wheel drive systems currently available. It includes a low range gear ratio with three manually selectable differential locks, that combined with an electronically controlled traction system (4ETS) and ESP stability control is virtually unstoppable.

Its frame consists of closed longitudinal profiles and cross members, ensuring an extremely rigid structure, unbending in its torsional stiffness. The frame supports beefy rigid axles with overcompensating coil springs and spring travel long enough to keep all wheels on the ground no matter what trail imperfections lay ahead - well almost. Youd need a Mercedes Unimog for that kind of capability.

The German automaker states the Gs climbing ability is sufficient for grades up to 80 percent, with a maximum tilt angle of 54 percent, while its approach angles near 36 degrees and departure angles 27 degrees. Its 8.3 inch ground clearance should make straddling larger rocks and small tree stumps fairly easy too, albeit the G500 is not anywhere near class-leading in this last category.

What are its faults? I didnt like the way the power window switches drop down automatically but wont do the same on the way up, and its audio/nav controls are a pain to figure out, especially finding and then setting the radio presets. And wheres the DVD player and drop-down monitor for nearly $80K? It should have twin 17-inch plasma screens for that price.

What else? The window ledge is too narrow to comfortably rest the elbow on, but the power window switches on the same ledge, at the broader, angular front section, add a retro touch that is coming back in fashion - check out the Nissan Armada for an updated version of this.

Totally annoying was a message that read “Tele Aid Emerg. Call Not Activated,” with a larger “SOS” just below, complimented by a telephone pictograph in the orange LED display at mid-gauge package. Theres a “CHECK ENGINE” light next to a triangular orange light featuring an exclamation point, which kept telling me something was still wrong just before startup. Fortunately almost all disappear once the SUV is running. ALMOST all disappear? Yes, a red telephone pictograph and SOS light hovers down from the overhead console as a constant reminder to service the vehicle. Once I turned off the ignition, again a reminder lit up in the info screen saying “1 Malfunction,” just in case Id forgotten. I, of course, kept forgetting anyway.

On the positive the HVAC system is easy to use, if not a bit too far down the dash to see all the smallish controls clearly, and the 2-way heated seats were a comfort. Mercedes supplies 3-position memory controls next to door mounted power seat switches, allowing optimal comfort in the multi-adjustable leather clad chairs. Rear seat room is extremely accommodating too.

Another bonus comes when loading and unloading cargo into the Gs luggage compartment. The side-swinging rear door opens the proper way for North American roads, toward traffic leaving easy access from sidewalk to vehicle. Japanese and British made vehicles with the same type of swinging rear door feature hinges on the opposite (right) side, optimized for their right hand drive roads. This makes loading and unloading a Lexus GX 470, for instance, dangerous if parallel parked on a busy street anywhere in North America. As for luggage space, the Gs cargo area isnt particularly large, but what it misses in floor footage is gained in a towering roof height.

At the end of my test week I know for a fact that the G500 is far from perfect, but it has aged more gracefully in its 25 years than I have over the same period, despite what my high school friends had to say. Since 1979 Mercedes has sold some 175,000 G-Class SUVs to customers around to world. The vehicle has now developed an almost cult-like following, with pre-owned examples fetching top dollar.

In its current iteration its one very special luxury truck, but once again Id prefer mine with a powerful diesel, fewer luxury appointments and about a $30,000 drop in price. Of course this isnt going to happen anytime soon, at least for a new one. Maybe I should start thinking pre-owned?