2019 Mercedes-Benz G-Class Assured to Be Off-road Ready
There’s been a lot of buzz around the 2019 Mercedes-Benz G-Class, details of which “leaked” earlier this week. However, as the vast majority of those tidbits came straight from the manufacturer, Benz is really just whetting appetites for its updated SUV ahead of its official debut at the Detroit Auto Show in two weeks.
The good news is that Mercedes doesn’t seem to have muddled the G-Class’ iconic design; the bad news is that the company feels compelled to address concerns that the SUV won’t be a genuine off-road vehicle. Considering that I’ve never seen anyone but automotive journalists take the ultra-lux behemoth through the dirt, this didn’t seem like a problem that needed to be confronted.
Still, Benz does intend for the G-Class to journey across treacherous terrain, and there’s evidence to back up its claims.
Photographic proof comes via images of the model tackling Austria’s Schõckl Mountain test track — a course Mercedes says was instrumental in the G-Class’ development. Meanwhile, technical details confirm the new G SUV will persist with a ladder-type frame, making use of a trio of 100-percent differential locks and a low range ratio intended for rock crawling.
While the G-Class keeps a solid rear axle, it has been upgraded a fully independent suspension with double wishbones in the front. In order to maximize ground clearance, engineers say they directly fixed the wishbones to the frame — without a suspension subframe. While that’s fine for off-roading, it does call into question the issue of ride quality, something Mercedes hints will be improved on the updated G-Class. Out back, the new rigid axle is gets four longitudinal control arms on each side and a Panhard rod.
Persisting with the dirt-driving mentality, the 2019 model comes equipped with “G-Mode,” which engages anytime one of the three differential locks is engaged or low range is utilized. The system adapts the adjustable damping, steering, throttle response, transmission, and more to better cope with off-roading. We’re expecting something akin to Land Rover’s Terrain Response system.
Additional hardware updates include a 9G-Tronic nine-speed automatic specifically adapted to meet the needs of off-road use. Mercedes says the wide gearing should makes driving quieter and more comfortable at low engine speeds while also improving fuel consumption. The transmission itself isn’t new, however, it is mounted to a new transfer case that sends 40 percent of the torque to the front axle and 60 percent to the rear in normal driving conditions. Low range is available up to 25 mph.
The G-Class will also be available with a 360-degree off-roading camera system and digital readouts that indicate ride height, gradient, angle, a compass, and other data. While the readouts will no doubt come in handy, having a bird’s eye view of the surrounding terrain would free up any passengers from having to engage in spotting duty on all but the most extreme of trails.
More details on the 2019 Mercedes-Benz G-Class will be forthcoming once the manufacturer formally unveils it at the North American International Auto Show next week.
[Images: Daimler AG]
Consumer advocate tracking industry trends and regulations. Before joining TTAC, Matt spent a decade working for marketing and research firms based in NYC. Clients included several of the world’s largest automakers, global tire brands, and aftermarket part suppliers. Dissatisfied, he pivoted to writing about cars. Since then, he has become an ardent supporter of the right-to-repair movement, been interviewed about the automotive sector by national broadcasts, participated in a few amateur rallying events, and driven more rental cars than anyone ever should. Handy with a wrench, Matt grew up surrounded by Detroit auto workers and learned to drive by twelve. A contrarian, Matt claims to prefer understeer and motorcycles.
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I thought it was a Scion xB mule.
"however, it is mounted to a new transfer case that sends 40 percent of the torque to the front axle and 60 percent to the rear in normal driving conditions. Low range is available up to 25 mph." How does a transfer case work with a lockable center diff, since it also claims to have that? (Or is this loose terminology and it's some sort of Smart Center Diff, perhaps resembling a lockable version of a current-gen Haldex system?)