The diff locks may be push-button easy but there’s still no user-friendly Terrain Response set-up, just a new G-Mode. This imposes off-road-biased parameters on systems like dampers, steering, throttle response and transmission. But at first sight, it doesn’t appear as do-it-all as rival systems.
The biggest improvement promises to be on-road. New front suspension – struts and double wishbones for the first time – and electro-hydraulic rack and pinion steering (instead of recirculating ball) are said to make the new G “significantly” more agile, comfortable and feel-full to drive than the outgoing version. Merc’s Dynamic Select driving mode selector is available for the first time, as are driving assistance systems such as Park Assist.
It’s lighter, stiffer and larger than it was before. The body is 53mm (2in) longer and 121mm (5in) wider and it shows inside with an impressive (and needed) extra 150mm (6in) in rear-seat legroom, as well as more cabin width and a slightly bigger boot. The body is mostly steel but the new G weighs in at 170kg less than before thanks to aluminium for the wings, bonnet and doors. It is also 55 per cent more torsionally rigid than before, says Mercedes.
All this can be enjoyed from a cabin that retains some familiar G design characteristics but whose makeover centres more on S-Class level luxury and technology, including (as an option) the firm’s configurable wide-screen dashboard display. There are more comfort options, too. In 1979 any G-Wagen, as it was then called, pummelled your backbone whenever you drove it; in the new one, you have just to push a button for a massage if you opt for the Active Multicontour Seat package.
There will, in due course, be a range of G-Class variants, with different wheelbases and body styles. For now, it’s a five-door estate or nothing, with – another G-Class signature – a side-opening tailgate and externally-mounted spare wheel. And no, they still aren’t making it open from the left side so it is safer to use in countries where we drive on the left.