Mercedes G-wagen
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Thai
Elite Member
Thai
Elite Member
2009 G550 info: http://jalopnik.com/392847/2009-mercedes-benz-g+class-gets-more-power-still-delightfully-ugly
The Mercedes Benz G-Wagon is a safari car everyone can love, despite its recent usurpation by fashionistas and the affluent douchebag class. For 2009 the Galendenwagen gets the three bar grille spreading like a virus from Ford to Mercedes, and new wheels, but more importantly a much more powerful engine. For '09, the G500 is going from 292 HP and 336 lb.ft. of torque to a stonkin' 382 HP and 390 lb.ft. of twist. For you numbers nerds out there thats about a 30% improvement in power and 16% better on the torque end. Not bad for a platform pushing thirty years old. But what about the AMG version?
While we don't know the torque numbers for the AMG, we do know it puts down a stupefying 500 HP. That's almost as ridiculous as that McLaren-powered G-Wagon we saw a bit ago. Anyway, aside from power and aesthetics, the G-Class is also getting upgraded telematics systems and other electronics doo-dads, all rendered somewhat secondary by news of massive power increases. [eMercedesbenz]
The Mercedes Benz G-Wagon is a safari car everyone can love, despite its recent usurpation by fashionistas and the affluent douchebag class. For 2009 the Galendenwagen gets the three bar grille spreading like a virus from Ford to Mercedes, and new wheels, but more importantly a much more powerful engine. For '09, the G500 is going from 292 HP and 336 lb.ft. of torque to a stonkin' 382 HP and 390 lb.ft. of twist. For you numbers nerds out there thats about a 30% improvement in power and 16% better on the torque end. Not bad for a platform pushing thirty years old. But what about the AMG version?
While we don't know the torque numbers for the AMG, we do know it puts down a stupefying 500 HP. That's almost as ridiculous as that McLaren-powered G-Wagon we saw a bit ago. Anyway, aside from power and aesthetics, the G-Class is also getting upgraded telematics systems and other electronics doo-dads, all rendered somewhat secondary by news of massive power increases. [eMercedesbenz]
Thai
Elite Member
The Marine IFAV
Marines.mil, 03AUG2006
In 1999 the Marine Corps discovered a need for a fast attack vehicle, which could easily be transported by helicopter [CH-46 Sea Knight, CH-53 Sea Stallion, and V-22 Osprey] and still be powerful enough to navigate through rough terrain.
What they found was a modified version of the Mercedes-Benz G-Wagon (short for Gelandewagen, or cross-country vehicle) dubbed the Interim Fast Attack Vehicle.
Hmm ... The vertical center bar in the grill makes the Mercedes logo look almost like a peace symbol. Maybe the Marines are going to adopt the slogan of a blog some of us vist:
PEACE THROUGH SUPERIOR FIREPOWER
Some "peaceful" Islamics and supporters seem to have simply adopted the Mercedes symbol, as several blogs have noticed. Hey, it was good enough for Hitler.Then, there are those who seem to equate Zionism with Nazism. Symbols are tricky.
The "G-Wagon" was never officially offered in the United States, but very popular with off-road enthusiasts, some of the vehicles pulling in over $100,000 when sold, according to information provided by Virginia Kindred, supply technician at Fleet Support Division Barstow, where the vehicles are stored.
The Marine Corps acquired 62 of the IFAVs; 24 went to the I Marine Expeditionary Force in Camp Pendleton, Calif., 24 went to II MEF Camp Lejeune, N.C., 12 of them went to III MEF on Okinawa, Japan and two were retained by Marine Corps Systems Command for configuration management.
However, in May of this year, 18 of the vehicles made their way from Camp Pendleton to Fleet Support Division Barstow.
The vehicles were being utilized by a special operations group in Iraq, and were sent here after the unit disbanded, said Kindred. It is unknown at this time when the vehicles will leave Barstow, or where they will go as they are scheduled to stay here until another unit requires them.
The vehicles were developed specifically for the military in a joint venture by DaimlerChrysler and Washington D.C.
Marines.mil, 03AUG2006
In 1999 the Marine Corps discovered a need for a fast attack vehicle, which could easily be transported by helicopter [CH-46 Sea Knight, CH-53 Sea Stallion, and V-22 Osprey] and still be powerful enough to navigate through rough terrain.
What they found was a modified version of the Mercedes-Benz G-Wagon (short for Gelandewagen, or cross-country vehicle) dubbed the Interim Fast Attack Vehicle.
Hmm ... The vertical center bar in the grill makes the Mercedes logo look almost like a peace symbol. Maybe the Marines are going to adopt the slogan of a blog some of us vist:
PEACE THROUGH SUPERIOR FIREPOWER
Some "peaceful" Islamics and supporters seem to have simply adopted the Mercedes symbol, as several blogs have noticed. Hey, it was good enough for Hitler.Then, there are those who seem to equate Zionism with Nazism. Symbols are tricky.
The "G-Wagon" was never officially offered in the United States, but very popular with off-road enthusiasts, some of the vehicles pulling in over $100,000 when sold, according to information provided by Virginia Kindred, supply technician at Fleet Support Division Barstow, where the vehicles are stored.
The Marine Corps acquired 62 of the IFAVs; 24 went to the I Marine Expeditionary Force in Camp Pendleton, Calif., 24 went to II MEF Camp Lejeune, N.C., 12 of them went to III MEF on Okinawa, Japan and two were retained by Marine Corps Systems Command for configuration management.
However, in May of this year, 18 of the vehicles made their way from Camp Pendleton to Fleet Support Division Barstow.
The vehicles were being utilized by a special operations group in Iraq, and were sent here after the unit disbanded, said Kindred. It is unknown at this time when the vehicles will leave Barstow, or where they will go as they are scheduled to stay here until another unit requires them.
The vehicles were developed specifically for the military in a joint venture by DaimlerChrysler and Washington D.C.
Thai
Elite Member
Thai
Elite Member
G pulling semi: http://www.youtube.com/watch?v=CpxxMfpVFpM
Thai
Elite Member
G-wagen and deep water crossing: http://uk.youtube.com/watch?v=SWvDKH1Y7QU
(I like it where the Defender got stuck!)
(I like it where the Defender got stuck!)
Thai
Elite Member
Pics and videos of G: http://www.advancedvehiclesystems.com/gallery.htm
Thai
Elite Member
Another video: http://uk.youtube.com/watch?v=YShm9NKRU4M
Thai
Elite Member
Australia ordered 1200 G - Class
Die australische Regierung ordert 1200 Fahrzeuge der G-Klasse von Mercedes-Benz. Der australische Verteidigungsminister, Joel Fitzgibbon, und der CEO von Mercedes-Benz Australien & Pazifik, Wolfgang Schrempp, haben einen entsprechenden Vertrag mit einem Gesamtvolumen von rund 200 Mio. Euro unterzeichnet. Zus
Die australische Regierung ordert 1200 Fahrzeuge der G-Klasse von Mercedes-Benz. Der australische Verteidigungsminister, Joel Fitzgibbon, und der CEO von Mercedes-Benz Australien & Pazifik, Wolfgang Schrempp, haben einen entsprechenden Vertrag mit einem Gesamtvolumen von rund 200 Mio. Euro unterzeichnet. Zus
Thai
Elite Member
Part I
2004 Mercedes G500 Road Test
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.
2004 Mercedes G500 Road Test
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.
Thai
Elite Member
Part II
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?
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?
Thai
Elite Member
Nice article
Go-anywhere Mercedes-Benz G-Class celebrates 30 years on the trail
Hamburg - The rugged Mercedes-Benz G-Class is as boxy and utilitarian as the day it made its debut 30 years ago and that's exactly the way customers want it to stay.
The German maker's recent proposed dropping of this most Teutonic of all-terrain vehicles from the range sparked an outcry from dealers and fans with the result that the G-wagon is going as strong as ever.
Mercedes-Benz has never seen any reason to change the angular line of the G although behind those unfashionable Bauhaus-style flat panels, exposed door hinges and near upright screen the workhorse has come a long way.
When it first appeared in February 1979, the G-wagon (the prefix stands for the German word "Gelaendewagen") which translates as offroad vehicle - was anything but luxurious, with a frugal power plant and few interior creature comforts.
It was offered from the outset in a choice of five body styles all featuring a basic metal fascia and vinyl-covered seats. Power came from a choice of four petrol and diesel engines ranging from 72 to 150 horsepower.
By the 1990s, the G had moved away from its rustic roots to become a cult object revered from Moscow to California, a highly-desirable 4 by 4 with awesome prowess in the rough and stump-pulling performance to match.
Since then it has never looked back. Pop stars Eric Clapton and Tina Turner drive a G and actor-turned governor Arnold Schwarzenegger is a big fan.
Throughout its life, the G-Class has owed its ability off the beaten track to permanent four-wheel drive plus three manually selectable differential locks.
"Where there's a G-Class there's a way" is the advertising slogan for a vehicle which can descend slopes of nearly 80 per cent, has a maximum tilt angle of 54 degrees and ground clearance of 21 centimetres.
The latest versions come with ESP and brake assist systems as well as upmarket fitments such as polished alloy wheels along with burled walnut door caps and sumptuous leather seats inside.
Germany's respected Sueddeutsche Zeitung newspaper described the G-Class as majestic transport for the well-heeled: "Behind the wheel you expect to find a cross between Errol Flynn and a member of the German landed gentry. You ask yourself: 'Has the driver just come back from crossing the Savannah or touring his country estate in Westphalia'".
The origins of the G-Class go back to the early 1970s when the Shah of Iran was searching for a robust military vehicle to replace trucks in his army's fleet. The huge order for 20,000 was later cancelled by the country's new revolutionary rulers but Mercedes-Benz scored an early sales success with a version for armed forces in Argentina.
The Falklands War had strained relations with Britain, so Land Rovers were out of the question. Buenos Aires opted instead to buy made in Germany and hundreds of G-Class offroaders are still serving the Argentine military. Numerous military contracts followed and the G is used to transport soldiers and equipment from Afghanistan to Singapore.
Along with the Range Rover, the G-wagon spawned that class of offroad experts now known as sports utilitarian vehicles or SUVs for short, yet the concept was unknown three decades ago.
At that time, former Mercedes-Benz test driver Heinrich Wangler embarked on a promotional trip to the Middle East which lasted four months and covered 14,000 kilometres. Locals from Syria to Qatar marvelled at the strange test car from Germany which bounded across the desert, ploughing through sand dunes instead of driving around them.
"The car weighed next to nothing. We had no doors on it and a rudimentary windscreen which rattled the whole time," Wangler told the German offroad magazine 4 Wheel fun.
Of course, being accustomed to potent motive power, the Arab onlookers were puzzled at first by the puny engine. "They kept asking us if they could buy one with a complete engine instead of just the 'half of one' fitted," laughed Wangler, who has since retired and now chairs the G-Class owners club in Germany.
Unlike most SUVs, the G-wagon has bodywork mounted on a separate chassis like a small truck, with a sturdy ladder frame made of a stiff box section steel along with rigid axles and coil springs.
Proof of the robust recipe used to create the G was provided in 1983 when former Belgian Formula One driver Jack Ickx and Claude Brasseur won the punishing Paris-Dakar Rally in a modified lightweight aluminium 280 GE model. The offroader boasted some 230 hp, only 74 hp less than the standard model.
Over the years, the G-Class has been treated to some minor restyling yet its heritage is plain to see. The biggest changes have been under the bonnet, where larger engines cater for demands of a modern power-hungry clientele.
The ultimate high-performance G-Class variant is the V8-engined G 55 AMG which has been breathed on by the famous Mercedes-Benz tuning house. It boasts just over 500 horsepower and can bound from zero to 100 kilometres an hour (62 mph) in 5.6 seconds. Prices start at 108,000 (148,000 dollars) euros compared with around 70,000 euros (92,000 dollars) for a standard two-door G-wagon.
For three decades, the heavy duty vehicles have been made at the Magna-Steyr plant in the Austrian city of Graz where around 6,500 are largely hand built each year. Orders come mainly from the United States, Germany, Japan and Russia and so far some 200,000 of the G- Class have left the works. According to Mercedes-Benz, three-quarters of them are still in daily use.
An arduous factory test track for the trailblazing G-Class is located on top of a mountain just outside Graz. Hundreds of Gs have been put through their paces on these rocky trails with one notable exception - the crowd-friendly G500-based Popemobile cabriolet used by the Pontiff, Pope Benedict XVI.
Arguably one of the most famous cars on the planet, the stylish, pearlescent white-painted G was custom-built for the Holy Father in 2007 and can be regularly spotted in St. Peter's Square.
Go-anywhere Mercedes-Benz G-Class celebrates 30 years on the trail
Hamburg - The rugged Mercedes-Benz G-Class is as boxy and utilitarian as the day it made its debut 30 years ago and that's exactly the way customers want it to stay.
The German maker's recent proposed dropping of this most Teutonic of all-terrain vehicles from the range sparked an outcry from dealers and fans with the result that the G-wagon is going as strong as ever.
Mercedes-Benz has never seen any reason to change the angular line of the G although behind those unfashionable Bauhaus-style flat panels, exposed door hinges and near upright screen the workhorse has come a long way.
When it first appeared in February 1979, the G-wagon (the prefix stands for the German word "Gelaendewagen") which translates as offroad vehicle - was anything but luxurious, with a frugal power plant and few interior creature comforts.
It was offered from the outset in a choice of five body styles all featuring a basic metal fascia and vinyl-covered seats. Power came from a choice of four petrol and diesel engines ranging from 72 to 150 horsepower.
By the 1990s, the G had moved away from its rustic roots to become a cult object revered from Moscow to California, a highly-desirable 4 by 4 with awesome prowess in the rough and stump-pulling performance to match.
Since then it has never looked back. Pop stars Eric Clapton and Tina Turner drive a G and actor-turned governor Arnold Schwarzenegger is a big fan.
Throughout its life, the G-Class has owed its ability off the beaten track to permanent four-wheel drive plus three manually selectable differential locks.
"Where there's a G-Class there's a way" is the advertising slogan for a vehicle which can descend slopes of nearly 80 per cent, has a maximum tilt angle of 54 degrees and ground clearance of 21 centimetres.
The latest versions come with ESP and brake assist systems as well as upmarket fitments such as polished alloy wheels along with burled walnut door caps and sumptuous leather seats inside.
Germany's respected Sueddeutsche Zeitung newspaper described the G-Class as majestic transport for the well-heeled: "Behind the wheel you expect to find a cross between Errol Flynn and a member of the German landed gentry. You ask yourself: 'Has the driver just come back from crossing the Savannah or touring his country estate in Westphalia'".
The origins of the G-Class go back to the early 1970s when the Shah of Iran was searching for a robust military vehicle to replace trucks in his army's fleet. The huge order for 20,000 was later cancelled by the country's new revolutionary rulers but Mercedes-Benz scored an early sales success with a version for armed forces in Argentina.
The Falklands War had strained relations with Britain, so Land Rovers were out of the question. Buenos Aires opted instead to buy made in Germany and hundreds of G-Class offroaders are still serving the Argentine military. Numerous military contracts followed and the G is used to transport soldiers and equipment from Afghanistan to Singapore.
Along with the Range Rover, the G-wagon spawned that class of offroad experts now known as sports utilitarian vehicles or SUVs for short, yet the concept was unknown three decades ago.
At that time, former Mercedes-Benz test driver Heinrich Wangler embarked on a promotional trip to the Middle East which lasted four months and covered 14,000 kilometres. Locals from Syria to Qatar marvelled at the strange test car from Germany which bounded across the desert, ploughing through sand dunes instead of driving around them.
"The car weighed next to nothing. We had no doors on it and a rudimentary windscreen which rattled the whole time," Wangler told the German offroad magazine 4 Wheel fun.
Of course, being accustomed to potent motive power, the Arab onlookers were puzzled at first by the puny engine. "They kept asking us if they could buy one with a complete engine instead of just the 'half of one' fitted," laughed Wangler, who has since retired and now chairs the G-Class owners club in Germany.
Unlike most SUVs, the G-wagon has bodywork mounted on a separate chassis like a small truck, with a sturdy ladder frame made of a stiff box section steel along with rigid axles and coil springs.
Proof of the robust recipe used to create the G was provided in 1983 when former Belgian Formula One driver Jack Ickx and Claude Brasseur won the punishing Paris-Dakar Rally in a modified lightweight aluminium 280 GE model. The offroader boasted some 230 hp, only 74 hp less than the standard model.
Over the years, the G-Class has been treated to some minor restyling yet its heritage is plain to see. The biggest changes have been under the bonnet, where larger engines cater for demands of a modern power-hungry clientele.
The ultimate high-performance G-Class variant is the V8-engined G 55 AMG which has been breathed on by the famous Mercedes-Benz tuning house. It boasts just over 500 horsepower and can bound from zero to 100 kilometres an hour (62 mph) in 5.6 seconds. Prices start at 108,000 (148,000 dollars) euros compared with around 70,000 euros (92,000 dollars) for a standard two-door G-wagon.
For three decades, the heavy duty vehicles have been made at the Magna-Steyr plant in the Austrian city of Graz where around 6,500 are largely hand built each year. Orders come mainly from the United States, Germany, Japan and Russia and so far some 200,000 of the G- Class have left the works. According to Mercedes-Benz, three-quarters of them are still in daily use.
An arduous factory test track for the trailblazing G-Class is located on top of a mountain just outside Graz. Hundreds of Gs have been put through their paces on these rocky trails with one notable exception - the crowd-friendly G500-based Popemobile cabriolet used by the Pontiff, Pope Benedict XVI.
Arguably one of the most famous cars on the planet, the stylish, pearlescent white-painted G was custom-built for the Holy Father in 2007 and can be regularly spotted in St. Peter's Square.
Thai
Elite Member
Magna Steyr to build Mercedes G-Class through 2015
02.26.09, 02:19 PM EST
FRANKFURT, Feb 26 (Reuters) - Austrian contract carmaker Magna Steyr said on Thursday it will continue to build the Mercedes-Benz G-Class offroader until the end of 2015.
The subsidiary of Canadian auto parts giant Magna, has already built 200,000 units of the G-Class, whose German military variety is called the Wolf.
The G-Class has a high symbolic value for automobile production in Styria, since it has been built in Graz for the past 30 years,' Magna Chief Executive Siegfried Wolf said in a statement.
Magna Steyr built 125,000 cars last year for four different auto brands.
In recent years, the contract-by-contract manufacture of niche models by coachbuilders -- non-affiliated, mainly family-owned companies that assembled cars for companies like Daimler -- has been difficult as automakers have been increasingly building them inhouse.
Rivals like Metso (nyse: MX - news - people )'s Valmet, Heuliez of France, Germany's Karmann, Carozzeria Bertone and Pininfarina are either exiting the industry or looking to leave.
'Magna has the strongest balance sheet in the supplier industry, with net cash reserves of more than 1.5 billion euros,' Wolf said.
02.26.09, 02:19 PM EST
FRANKFURT, Feb 26 (Reuters) - Austrian contract carmaker Magna Steyr said on Thursday it will continue to build the Mercedes-Benz G-Class offroader until the end of 2015.
The subsidiary of Canadian auto parts giant Magna, has already built 200,000 units of the G-Class, whose German military variety is called the Wolf.
The G-Class has a high symbolic value for automobile production in Styria, since it has been built in Graz for the past 30 years,' Magna Chief Executive Siegfried Wolf said in a statement.
Magna Steyr built 125,000 cars last year for four different auto brands.
In recent years, the contract-by-contract manufacture of niche models by coachbuilders -- non-affiliated, mainly family-owned companies that assembled cars for companies like Daimler -- has been difficult as automakers have been increasingly building them inhouse.
Rivals like Metso (nyse: MX - news - people )'s Valmet, Heuliez of France, Germany's Karmann, Carozzeria Bertone and Pininfarina are either exiting the industry or looking to leave.
'Magna has the strongest balance sheet in the supplier industry, with net cash reserves of more than 1.5 billion euros,' Wolf said.
Thai
Elite Member
Very cool G commercial (in german): http://www.youtube.com/watch?v=FxBVeCigosc
At the end, the conversation translated:
She: Are you dreaming again?
He: No
At the end, the conversation translated:
She: Are you dreaming again?
He: No
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