Standing almost 2 meters tall, weighing nearly 2.5 metric tonnes, the G-Class is an impressive and frightening machine to behold. So how did this unsubtle car turn into one of the most lusted after forms of personal transport? From royalty to Russian mobsters, everyone seems to love 'the G.' But why?

Some would call it a box, some would refer to rappers when you mention the car, other people might mention Steyr Puch, but almost everyone will call the Mercedes-Benz G-Class an icon when you ask them about its social status. Daimler has a deep affinity for their 'tank' and even turned the G-Class into its own subbrand, sitting alongside AMG, EQ, and Maybach. A single car subbrand? It seems to defy German logic. So how did a former military vehicle transform into a vehicle that seems to transcend past being a form of transport? I wanted to know and when Mercedes-Benz BeLux took a G 400 d into their fleet, a firsthand experience seemed like a good trigger to dive into the history of this legend.

Jokes about German logic aside, it wasn't Daimler's conservative nature that sprung the car into life. In 1972 a large shareholder, an Iranian royal, convinced a reluctant board of Daimler-Benz to take on the project. Germany's army was seen as an important potential buyer and decided an Austrian joint venture, Steyer-Daimler-Puch, to develop and build what we now know as the G-Class. Many of the features that define the G-Class originated then, being the mixture of high offroad capabilities, long-lasting durability, and comfort. Testing starting the following year, with the car being tested in deserts, the artic and on the infamous mountain Schöckl. That mountain is the spiritual home of the G-Class, where the car locked its differentials and stretched its ladder chassis for the first time, speaking figuratively.

1979

In 1979 the car entered production under a new joint venture, one that was dissolved when the car became commercially successful. The reason, therefore, being that Daimler wanted to develop the car itself. Successful sales to armies, NGOs, and other non-civilian buyers only began taking flight at the beginning of the nineties. It was then when SUVs started becoming an import segment for car manufacturers. To balance the needs of the civilians and other parties, production and development were split up. Allowing us normal folks to get leather seats and the armies to mount artillery. These civilian G-Class versions kept the same endurance as intended back in the seventies, adding once again to its status. Yet, Daimler kept the car from being sold in the US for a long time as it was afraid it might damage the brand's reputation as a luxury car maker. US sales only started just before the new millennia, when the EU G-Class was truly accepted as a luxury SUV by the Daimler board.

From that point on, the iconic reputation started increasing year by year. Take a look at the number of books written about the G-Class and adventures it undertook, it's plainly bizarre. Dubbed 'Otto' by its owner, this is one of the earliest and perhaps most impressive story. Its owner took Otto the G-Class across 215 countries in a trip of 26 years, covering over 900.00 kilometers. Other stories, books, and documentaries tell tales of a Dakar Rally won by a Belgium driver, or tell tales about the Pope G-Class. The impressive amount of referrals goes for the number of songs where they sing about the car too. There are even playlists on Spotify revolving solely about songs in which the G-Class is admired. I mention these things because they are an embodiment of its status buildup, one that doesn't seem to be slowing down. But after getting the chance to drive one for a week, I became an absolute fan. I've run you through the car's history, and why the iconic status was bestowed upon it only briefly. Next, up I'll try to put to words why driving one of these further confirms what every book, song, love letter says about it.

Modern-day G

In 2018 Mercedes-Benz made the brilliant move to completely renew the G-Class in an aesthetically conservative way. Where the looks remained as recognizably square as ever, the technical side tells another story. Only 3 parts remained the same, being the door handles, the spare wheel cover and the headlight washers. The massive technical overhaul allows for modern-day tech to find its way into the car and push the offroad features even further(!). Lane Assist, adaptive cruise control, front collision warning, MBUX, 360-degree park assist, and the list goes on. These creature comfort and safety features didn't interfere with the Schöckl-gene pool. No, the ladder chassis and a set of 3 locking differentials are still part of every G-Class today. So are impressive other offroad features like 70 centimeters of wading depth, the capability to take on 100% grade ability, and even an angle of approach of 30 degrees. Very serious stuff for a car that is as luxurious as a well-equipped Benz. That said: this G 400 d will set you back a whopping 135.000 euros. Weirdly enough, trashing it around offroad doesn't feel like your jeopardizing your life's savings (even if it's a press car). The G-Class has this aura of confidence emitting from it, one that originates from its many characteristic features.

If there's one thing the G-Class is good at next to offroading, is that it's good at giving the feeling you're driving something unique. Mercedes pulls this off by playing with your senses. Obviously, you want this car to feel tough, right? We humans equant weight with rigidity and with quality, the heavier the better. Grab hold of the door handle and it feels like you're opening a vault door, they feel like they're weighing a tonne each. Closing them can only be done with a certain force, again adding to the feel of the G-Class being a tough motherf**^%&r. See, I'm already using bad words to describe how bad-ass it feels! The sound of the doors closing is one of these emotional tricks too, a solid "clunk." Mercedes-Benz also makes you climb up before you can take a seat, with passengers having a special handle for it. That little climb is something you'll claim to be reluctant about but deep in your heart, you know you love it. Love it because it feels like your mounting your old toy car, a playful bliss. Perhaps the square forms of the G-Class remind me of those days. The number of straight lines in the car is hilarious. Even the front windshield is without curvature. Square purism.

Power, it corrupts

And we haven't even started the car yet!! When the climb is over, you'll find yourself looking down on other road users seated in a Mercedes-Benz grade interior. A good feeling, a feeling ancient kings must have had while riding their horses. The people looking back at you usually means they're moving over, respectfully allowing you to pass. Also a good feeling. In terms of road presence, the G-Class is in a league of its own. Where exotics trigger a mixture of awe and jealousy, this car rarely gets a negative remark. I often had to explain to people what the car was, finding them curiously circling the car where I parked it a moment earlier.

Then, finally, you press the start button and the G-Class shakes in its springs as the engine runs up to speed. A 400 d inline-6 is something I've driven in the form of an equally heavy GLS and that torque-rich engine is an absolute gem. If it was the only engine for the G, I'd be a fierce defender of that choice. Why? Because it allows for low-speed navigating on the streets. Its 700 Nm pulls the G-Class into a fierce acceleration whenever you demand it, hitting 0-100 in 6.4 seconds. People won't see that coming! Also because it puts down a consumption figure of 10l/100km, even if your driving style is less holy. And mostly because that amount of low-end torque is the best partner for its 4x4 system. And boy, that system is something you want to use.

Daily driver

But before we fare off the beaten path I have to talk you through what daily driving with the G-Class feels like: as if you're maneuvering a tank. Yet again Mercedes-Benz has managed to make this feel rewarding though. It reminded me of playing GTA on the Playstation, where I'd just run over everything (note: I didn’t do this in real life). It emits a feeling of indestructibility, one that its ancestors have proven to possess. But being the giant the G-Class is, its size comes with downsides.

Because of the high position and the width of the car, it takes a bit to get used to knowing where the right side of the car is. It takes a few days before your brain will adjust to that. That spare wheel might look cool, but it poking out an additional 35 centimeters nearly cost me a window of my house. Its height is a problem too, as it won't fit in garages lower than 2 meters. Yet parking it, with the optional 360-degree assist, never seemed impossible. You just need to take the time to maneuver the tank into a parking spot. But when you're in a rush out on the open road, the G-Class is a killer at eating corners and kilometers.

Optional on the G 400d are adjustable dampers, there's no doubt in my mind that this is a 'must take option' on the G-Glass. Not having the front and rear anti-roll bars like the AMG variant, these dampers add a bit of stiffness if needed. And they offer a tiny bit more comfort on unhardened roads. So how does it feel in corners? Still like a tank. It takes quite the stopping force to bring the car to a halt and you feel that every time you hit the brake. And yes, that also feels cool yet again. It's not that the brakes aren't strong enough though. Slam them hard and you'll feel your face coming off. Body roll is heavy, even at low speeds. But the body roll doesn't exponentially increase when you take the corner at greater speeds. This lures you into cornering higher speeds than occupants might feel comfortable at. Or other road users for that matter, seeing this black box crush a roundabout.

To go where no G-Class has gone before!

Fully locking differentials, permanent 4x4, towing hooks, 25 centimeters of ground clearance, low range and high range gear ratios, the G-Class is an impressive off-roader. So much so that it feels like you have to use it every once in a while. Those locking differentials are operated by three buttons positioned in the center of the center console, screaming: "use us!!!" And so we did...

Behold the results of our playtime with the Mercedes-Benz G 400d in this gallery. Lock up the rear and you'll be skidding over the sand like a drifter from Tokyo. We didn't lock up the other ones, we simply didn't taunt the G-Class enough. It felt unjust to do so, I simply don't have the off-road experience to bring the G-Class anywhere near the limits of what it can do on the mountain Schöckl in Austria. Respect is something this car demands. It's like you would be desecrating its elders by faring too far of the beaten path with too little experience. If we fare further, it’ll be done with professional guidance.

The love won’t stop

So isn't there bad things to the G-Class? Yes, there's a list of things. Things like the aged infotainment, its price tag, and the fact that it's hard to handwash (the delicate matte paint doesn’t help with that). And in all honesty, it stops after these three things. How? Because you forgive this giant for its flaws, so much so that you won't notice any other flaws. German cars are often referred to as clinical, as not having character. Well, the G-Class has so much character that it oozes out of it and that is exactly what makes it iconic. Emotional engagement is what makes the G-Class so great, and even greater when you take the broad spectrum of emotions it plays with into account. It gives off a feeling of safety, a feeling that it guards you, a feeling that it has a soul itself, it feels unique. I found myself hugging the car when I had to leave it parked somewhere. I find myself missing it while I write this down. I find myself in awe at what the G-Class is. It's an icon.

G 400 d Review |Why Is The G-Wagon Such An Icon?