• Home
  • suv
  • New Mercedes G-Class (2019): delivery date 2020

New Mercedes G-Class (2019): delivery date 2020

Delivery time Mercedes G-Class W464 (2019)
Subscriptions & booklets

D he question of whether the new G is a success can be answered by Mercedes soberly: 'Due to the very high demand, the delivery dates for the G-Class in Germany are currently in the course of 2020, depending on the vehicle configuration.' that: Anyone who orders a new G-Class from the current series today must expect a delivery time of at least six months. There is talk of up to a year. It often does not stop at the basic model, which already costs at least 95,022 euros. Mercedes explains that 'in recent years, more than every third G-Class sold worldwide came from AMG'. The current G63 AMG costs at least 148,435 euros.

On the way to the sales record

At the same time, Mercedes is on the way to a new sales record for the G. So far, 2016 was the year with 20,000 deliveries as the best sales year so far. To put it briefly: A sale of 20,000 G means a doubling of the average annual volume; In 30 years, Mercedes has sold a little over 300,000 G models. With an upward trend: 'Both in April and since the beginning of 2019, global sales of the G-Class have grown by a strong double-digit rate, each time reaching new sales records,' explains Mercedes when asked by auto motor und sport.

40 years of Mercedes G

He didn't quite make it to the 40th anniversary, the first Mercedes G appeared in 1979. And the current model continues to build on this basis to this day, especially with regard to the body width and chassis layout more compromised. On the other hand, the Mercedes G is a real cash cow, Mercedes earns very good money from the cult cube, especially since the customers within the series mainly access top engines and equipment.

Mercedes has therefore taken the logical step to keep the successor stylistically very close to the origin. As our first contact before the world premiere in Detroit shows, that was absolutely successful. Although this is a completely new car, even those familiar with the model have to look twice to identify the new G-Class - a great achievement by the designers.

At the rear the rigid axle remains, but the front has independent suspension for the first time in 40 years.

If it were only about off-road capability, Mercedes could build the previous G-Class of model 463 for all eternity. However, another development made the G more and more difficult to cope with, the almost annually increasing scope of equipment. What was originally intended as a spartan military vehicle for crews with steel helmets (hence the headroom ...) had recently developed into the brand's most expensive production car with the G 65 AMG. As you know, that may mean something. The basic technology, above all the narrow design with the corresponding deficits in dynamics and comfort, counteracted the exuberant luxury in the angular housing.

This is exactly where the developers started, widening the body and with it the track width, almost invisible but relevant . It promises significantly better cornering behavior (which is not a major hurdle compared to the previous model) as well as significantly better driving dynamics and safety. However, the new G is already proving something else at the current driving time away from the streets. In spite of the fact that it has only increased a few centimeters in width, it offers a much better feeling of space. And the interior is S-Class.

On the first test drive with the new G-Class

we tried out one of the last pre-production models wherever it also hurts the Mercedes G a bit: on the Schöckl. This is the name of Graz's local mountain in the north of the Styrian city, since the beginning of the Mercedes G in the 1970s, the four-wheel drive vehicles with the star have been subjected to a select martyrdom on the natural test track. The 'path', peppered with boulders, boulders, roots and deep potholes, with inclines of up to 60 percent and sometimes enormous inclines, is exactly 5.6 kilometers, often only the width of a car through dense trees. According to the maxim, a G-Class must be able to cover 2,000 kilometers without damage on this torture piste

'Once Schöckl and back' means extreme car torture in fast motion, the mentioned 2,000 kilometers on the torture route correspond to a whole car life. Driving is done in shifts, with emphasis on the right: a lot of gas, little brakes. All in oneabsurd pace that a commercial car would probably break into several parts within minutes. Last but not least, the myth of the Mercedes G was born here: maximum robustness, failures are not accepted. It is an exciting but also exhausting job for the test drivers. To put it politely, it is a bit uncomfortable for passengers. Because without a steering wheel to hold onto, the ride is comparable to a rodeo ride on a rather bad-tempered bull. First finding: no dents, the headroom remains enormous with the new G.

As off-road as its predecessor

Every G-Class has to cover the test track on the Schöckl, at least 2,000 kilometers without damage.

Second: respect! Because this new G lacks a crucial detail from its predecessor, the front rigid axle. There are certainly serious off-road vehicles with front independent wheel suspension, but this technology has a shortcoming: When fully compressing, when the front end is immersed strongly, as is the case with the driving style practiced here, the ground clearance is reduced considerably, some oil sump already played that on similar occasions Song of death. But the G keeps its distance.

In fact, the new G-Class feels as full and solid as its predecessor when riding down towards the valley. Only when climbing gently uphill do you notice a slightly reduced twisting, briefly pawing a wheel where the old G would have pulled through with full contact with the ground. However, nothing to be afraid of. Because Mercedes has not saved any off-road technology with the first completely new G-series since 1979, on the contrary. There are still three differential locks for the central differential and axles, and the off-road reduction ratio has been reduced from 2.1 to 2.9: 1 - a top value in the off-road environment. The new transfer case works slightly rear-heavy when unlocked, the power to the front and rear axles goes 40:60. The new G has also increased its fording depth (plus ten centimeters) and the ramp and slope angle values ​​that are important in the terrain.

A little anecdote: The active seats from the AMG package, those in the test carwere installed, also work in the field. With a fixed side incline or the parforce ride across the vegetables on the Schöckl, the side cheeks fluff up depending on the situation and thus support the back so that you do not fall sideways from the seat.

Driving report Mercedes-AMG G63

Hold on tight! The thickest G with V8 biturbo wedges slightly at launch control start. Then it awakens the driver's instinct to play.

Who actually comes up with the idea of ​​driving a standard G-Class rally? The answer is simple: AMG. Apparently they were bothered in Affalterbach by the fact that their long-legged products are only considered inner-city posermobiles. So we are invited to the south of France near Carcassone. There is not much more here than loads of rubble, boulders, crater-deep potholes and sharp-thorn bushes. Precisely for this reason, rally cars on the total of 385 kilometers of test track are usually tuned for the Dakar.

The V8 biturbo has already warmed up, we are starting with launch control as at the beginning of a special stage. So Drive-Select to Sport-Plus, pull both paddles on the steering wheel, left foot on the brake, right foot on the gas. The V8 is angry at 3,000 tours. The left foot slips off the brake. Ballast stones fly. The 20-inchers with all-terrain tires are looking for support, while 850 Newton meters fall over all fours. Now it's time to hold on to the Alcantara steering wheel and take countermeasures, because the AMG wedges a little to the left.

The strong wind drives the meter-high clouds of dust in the rearview mirror across the barren heathland, the brown fog only catches us when we brake hard on.

Motorway speed on gravel

On the meandering gravel roads, the slightly rear-heavy design in a 40:60 ratio wakes you up quickly the play instinct in the driver. But you have to be wide awake, because the oversized digital speedometer reads well over 100 km /h. Like the normal G-Class, the AMG version has three differential locks. In contrast to the G500, these are more generously dimensioned. In addition, they can also be controlled separately, but the AMG offers three pre-programmed modes for mud, sand and rocks. But we don't need them here. We prefer to customize the electric steering to Sport, throttle response to Sport Plus and so that we don't suffer a herniated disc, the standard adjustable dampers are set to Comfort. Even the huge pothole craters never penetrate to the driver.

Is it a bird? Is it an airplane No! This is the G-Class that also masters the airy element if it has to.

Now the terrain is much coarser: Off Little stones first become stones, then boulders. Slow down the pace is the motto: so only U100 instead of over100 km /h. One would think it was a martyrdom, but the G63 climbs the steep slope almost playfully. Once at the top, a plateau awaits us on which we can really let it fly again. The strong wind drives the meter-high clouds of dust in the rear-view mirror across the barren heathland, the brown fog only catches us when we brake hard. This is followed by short degrees, small jumps and many tight turns. Not a problem, just a lot of fun. However, it's time for the descent, after all we want to hit the road.

Even more on-road performance

Thanks to the newIndependent wheel suspension at the front, including a massive strut bar, a significantly stiffer body and additional stabilizers on the rear rigid axle, the G63 is now much richer. Incidentally, the latter measure is intended to impair the maximum amount of entanglement in the terrain, if that should bother someone with 24 centimeters of ground clearance. A big plus is the more direct, as now electrically assisted steering lose their horror thanks to even winding French country roads. However, more than two and a half tons including a high center of gravity create natural boundaries. In too brisk corners the Power G pushes over all fours and then the ESP compresses you permanently.

The problem, you are constantly too fast. The four-liter twin-turbo has even more boom than the old 5.5-liter V8: With launch control on asphalt, you beam the wall unit to 100 km /h in 4.5 seconds. At 220 km /h it is sealed off. The more sharply tuned 9G-Tronic cuts the gears mercilessly quickly when necessary. The sidepipe sound is still beguiling, even if some colleagues think that the old V8 sounds even better. However, driving fast is not fun in the long run. The suspension comfort is more than okay considering the (now) 22-inch model. However, ruts and cross winds make the G63 like to prance on the motorway. In addition, strong wind noises are annoying from a speed of 130. Modern power SUVs can do that much better. But they would just have fallen apart after just a few meters in the field.

Driving report Mercedes G500 Off- and Onroad

Since time immemorial, the Mercedes G-Class has not been about inner, but rather the terrain values. The question, can the new G 500 with independent suspension keep up with its rigid-axle predecessor? The ground clearance between the axles is now more than 24 centimeters. And we need every inch of it on the huge off-road course at Château de Lastours. The 850 square kilometer area is peppered with rubble, boulders and deep potholes, so here we can really let off steam. You can feel and hear the huge craters as you drive through, but the harsh bumps never hit the driver.

But now it is in real G-land. We climb a steep slope with the charm of the Eiger north face. So pure terrain reduction, which was shortened from 2.1 to 2.9: 1. The middle differential lock, which also deactivates ESP and ABS, is sufficient for the G-Class on loose ground. When deep bumps join in, which completely lever out the chassis, first the rear, then the front mechanical lock helps. Everything goes like the last generation, without stopping. With careful use of gas, the mountain is ultimately no obstacle for the G.

Respect, also because the new G-Class is as solid and solid as its predecessor on the first off-road ride.

Water passage should not be missing

Who goes up, has to go back down on the other side. In manual mode, the G rolls safely downhill without the driver having to do anything. On the gradient of up to 60 degrees, you hang in your seatbelt and take the embankment right at the bottom without touching the bumpers at the front and back. Of course, a water passage should not be missing. The G dips almost to the hood indicators and is said to be able to wade through rivers 70 centimeters deep. This brown pond here is definitely deeper, and yet it doesn't drown. Respect, also because the new G-Class is as full and solid as its predecessor on the first off-road ride.

The comfortably tuned chassis definitely has long-distance qualities, as does the smooth nine-speed automatic.

And on the street? The new Mercedes G-Class can do everything better. Thanks to the new independent front suspension, the more direct (electrically assisted) steering and optional adjustable damping, the G 500 no longer feels so uncomfortable on the winding French country lanes, although it can no longer hide its 2.4 tonnes with its high center of gravity here. So that you don't tip over from your seats, the outside of the curve cheeks of the leather seats pump up. This is also due to the fact that it always has more than enough power: According to Mercedes, if you want, it only takes 5.9 seconds to get to 100 km /h. Up toHe should run 210 km /h. Driving fast is not fun in the long run, because strong wind noises are annoying even at low freeway speeds. The comfortably tuned chassis has long-distance qualities, as does the smooth nine-speed automatic. You can now order additional assistance systems, which intervene somewhat roughly in the case of the lane assistant. G-Class buyers will have to do without semi-autonomous helpers or the new MBUX voice control system.

The G offers more space in the interior

And inside: open-pored wood, neatly processed leather, ambient lighting and Metal trim looks noble. And you immediately feel that there is finally more space: 38 mm more leg and shoulder room and 68 mm more space for the elbows sound manageable. In direct comparison, they are worlds apart, because apart from sufficient headroom, the G-model was always tight. Since you are still sitting high and close to the windscreen, the overview is much better than in many modern SUVs.

Design elements from the G-Class front can now be found on the dashboard. The side ventilation nozzles imitate the shape of the round headlights. The tweeters for the optional Burmester surround sound system are modeled on the hood indicators. What remains, however, is the handle in front of the front passenger and the three chrome-plated switches for the differential locks in the center console. The analog clock has been moved down so far that it can only be read from the rear.

Digital instruments only optional


As standard, round analog instruments show the speed and engine speed in the cockpit. As an option, the off-road vehicle is given the so-called widescreen cockpit, which we already know from the E, S and the future A-Class. Here, two 12.3-inch displays merge under a shared cover glass to form a display unit, the appearance of which can be individually adjusted in the three styles - 'Classic', 'Sport' and 'Progressive'.

Since the infotainment system can be operated via touch fields on the steering wheel, your hands can stay there. The driver receives feedback through haptic impulses and acoustic signals, which is why the system can be operated “blind” on the road or off-road. Frequently used tasks can be assigned to direct selection buttonsthe controller. The buttons for the driver assistance systems are now above the rotary light switch.

More seating comfort for everyone

The leather seats at the front are noticeably more comfortable and almost sporty with standard memory function, comfort headrests and seat heating. The optional active multicontour seat package ensures a warm buttocks even faster, massages and cools the body if necessary. In addition, this variant offers an electrically adjustable lumbar support for the driver and front passenger. Air chambers integrated into the side of the seat covers and backrests ensure improved lateral support, which can be filled or emptied steplessly depending on the driving situation.

The gain in comfort becomes even more apparent when we get in from behind. The door opening has grown significantly. The legs no longer have to be pulled up as they used to, because the feet now disappear under the driver or front passenger seat - a gain of 15 centimeters speaks for itself. In any case, the back seat no longer feels like the seats that were once cheap in the truest sense of the word thanks to the standard seat heating and leather upholstery. The inclination of the backrest can be adjusted in countless positions and folded down in a 60:40 ratio. The trunk is also generously sized and very usable thanks to the flap that opens on the side.

There are now numerous shelves for small items. A water bottle could easily be stowed in the rear doors. Under the front armrest there is an illuminated compartment and optionally a wireless smartphone charging station. There are now two removable cup holders in front of the Comand controller.

There is now space here because the automatic selector lever has moved behind the steering wheel. You guessed it, the hand control is finally history. After all, the parking brake is still operated manually and not electronically via a button.

Numerous equipment options for the G-Class

Mercedes promises countless customization options. This is made possible by the high manual share in production. We are now given VR glasses for demonstration purposes: While the G-Class is virtually plowing its way through the terrain, we take a closer look at the Classic, Digital and Designo equipment variants.

We are already using the Classic equipment standard on leather seats in black, brown or beige. In contrast to the higher lines, we are looking at the analog cockpit. But even the basic interior can be customized with a total of seven colors. Three of them are a nappa leather combination of black and the “Designo” manufacture colors platinum white, yacht blue or classic red.


The digital equipment differs through the digital widescreen cockpit. As in the classic equipment, a black roof lining and air nozzles in silver shadow can also be ordered. In addition, door panels, parts of the center console, the instrument panel and the entire upholstery are covered with diamond-shaped quilted nappa leather in a plus package.

The (optionally) bright interior in design is likely to be a nightmare for off-road fans. Equipment so that the G-Class dresses in macchiato beige from the floor to the headliner. If you haven't had enough, you can order the G-Class with the AMG Line. Externally it can be recognized by the 20-inch light alloy wheels in a multi-spoke design, the wheel arch extensions and the perforated brake discs and calipers with the “Mercedes-Benz” lettering. Some body elements such as the clips on the bumper are made of brushed aluminum, plus a sports exhaust system and protective strips, which are also made of aluminum with decorative inlays. A multifunction steering wheel in nappa leather with a three-spoke design, flattened at the bottom, is provided for the interior. Those who choose the upholstery in leather or in Designo leather nappa will receive the steering wheel with red contrasting topstitching, and the Designo seat belts are also red. Of course, the floor mats in the new G-Class also have the AMG logo. The price for the AMG line has not yet been named, but the equipment version gives a first look at the G63.

New Mercedes G 500 with 422 hp

A mix of new and proven technology takes care of the propulsion of the new Mercedes G. At the premiere, the G 500 will make the start, further engines will follow. In the engine room you can see the four-liter twin-turbo V8 already known from its predecessor, which makes 422 hp and rages into the automatic converter with 610 Newton meters. This, in turn, is new, a 9G-Tronic specially designed for off-road use is used.

The new G is growing in width, where it is an impressive 121 millimeters. Inside, there is 68 millimeters of elbow room, which reads less than it feels. The additional length (53 millimeters) and the modified design provide 150 millimeters more legroom at the rear and 38 millimeters at the front, and the car feels much more airy than its predecessor in all seats. The terrain values ​​have also been improved, so the ground clearance between the axles is now 24.1cm, plus 6 millimeters. Further key data: Maximum fording depth of now 70 cm, an additional 10 centimeters, rear slope angle: 30 °; front: 31 °, plus 1 °; Ramp angle: 26 °, plus 1 °

Lighter and hardly more expensive

At the same time, the new G 500 should weigh 170 kilos less than the previous model. Among other things, new high-strength steels and aluminum, which is used in the doors, the bonnet and the fenders, help. Thanks to the new mix of materials and optimized construction, the torsional stiffness should be 55 percent higher than that of the predecessor. And thanks to the lower weight, the new transmission and the better aerodynamics, the consumption of the G500 drops from 12.3 to “only” 11.1 liters per 100 kilometers. The most important information at the end: The price. This is where the G 500 starts, it will cost 107,041 euros. The cheapest model, the G 350d with 286 hp diesel, costs at least 95,022 euros. The most popular G so far has been the AMG: The G63 with 585 hp twin-turbo V8 has a base price of 148,535 euros.


Leave a reply

Name *