A great aspect about the ownership of a Geländewagen is that no-one will know how old it is. Why? Because Mercedes-Benz decided years ago that the shape was irrelevant; the G-Class was designed to work very, very hard without flinching. So, in the 32 years this vehicle has been available, changes to its design have been minimal, which lends it a timelessness so often missing from other SUVs that too easily follow design fads. And this situation won’t soon change; Mercedes has an agreement with NATO to keep building the “G” until at least 2025.
This timeless cool means that you could look like a million bucks even if you bought yours second-, third- or fourth-hand. Browsing through a dusty, moth-eaten 1997 issue of Auto Trader, we spotted a 1980 280 GE going for R70 000. That car will probably fetch a similar price today. A brief Internet search revealed a few on offer; a 1984 280 GE was being peddled at R95 000 and a much newer 1999 diesel model also popped up, a 290 GD for R350 000.
But, if you want to look like more than a million big ones and feel like it, you can now buy a new G-Class in right-hand-drive configuration thanks to the Australian army ordering a large consignment and the factory in Graz, Austria, saying, “Let’s make a few more, ja?”
Of course, thanks to emissions regulations and the proliferation of tree-huggers, some things had to change. Under the G350’s bluff bonnet lies Merc’s latest example in clean-burning diesel technology, a 3,0-litre V6 BlueTec engine. Its major innovation is the use of AdBlue urea solution from a separate holding tank that is slowly sprayed into the second catalytic converter to convert most of the nitrous oxide gasses into nitrogen and water. The AdBlue tank needs refilling every 12 000 km and a warning will indicate this in good time. The claimed result is fully clean exhaust gases.
Power output is sufficient at 155 kW at 3 400 r/min, with 540 N.m of torque from 1 600 r/min. The powertrain quite comfortably shrugs off the G’s immense mass around town, but it is left slightly wanting in the fast lane. At least the V6 is refined and, combined with the 7G-Tronic automatic transmission, makes for unflustered progress.
Where the powertrain is bang up to date, the underpinnings join the design in betraying the G’s long lineage. It has a ladder-frame chassis from which hang live axles with coil spings, three differential locks and low-range. The result is a rather bouncy ride but, in the G350’s defence, the CAR team expected worse; imagine it halfway between a Land Rover Defender and a Range Rover. Careful tuning of the spring rates and the anti-roll bars have made the shock-absorption abilities quite acceptable, while this attention to detail shows in the steering, too: it may be an archaic recirculating-ball setup but offers a surprisingly direct feel (for a 32-year-old design, that is).
Combining the aerodynamics of a Tiger tank, permanent four-wheel drive and a mass of over 2,5 tonnes, stellar fuel economy is a pipe dream. Where the S350 BlueTec – which shares the G350’s powertrain to a large degree – can brag about a fuel-index figure of 8,2 litres/100 km, this tank demolishes whole rain forests on its way to 13,4 litres/100 km. We don’t want to even think what the G55 AMG version would do! Using the worst case-scenario fuel-index figure, you should be able to achieve a range of 716 km on the 96-litre fuel tank. A problem with this fancy engine is that it needs to drink low-sulphur 50 ppm diesel, so be careful where you venture!
Once you’ve found a fuel station with clean diesel, it’s time to test the G’s legendary off-road ability. When the going gets tough, select low range and push the centre button on the facia to lock the centre diff. But, if that’s not enough, push another button to lock the rear diff. Still getting stuck? Try locking the front diff as well. The G is simply unstoppable.
However, if you were only worried about rough-road credentials, you would buy the (very basic) Professional at “just” R773 990. So, what creature comforts do you get for the extra R450 000? Well, certainly not a satellite navigation system, a sunroof or tyre-pressure monitors (they’re all standard on the G55 AMG). Merc does fit the G350 with a Harman Kardon audio system, electric heated seats and xenon lights, but the standard spec is still shamed by the Range Rover and Land Cruiser 200 VX.
And don’t make the mistake of leaving the vehicle before checking that the interior lights have extinguished. If they’re still lit, it means you need to put in a few extra hours at the gym to close the heavy doors. The rear gate especially needs to be approached with anger to get it to shut properly.
A fascinating feature of such an old design is that all the glass panes are all flat – something not seen since the days of the Beetle (and on the Land Rover Defender). There is a problem with this, however. The glass creates reflections from other vehicles and objects that can distract you, especially at night. The front windscreen is nearly vertical, which could prove a major issue on our less-than-smooth tarmac; during our test period, a small stone thrown up from a truck caused a bulls-eye crack instead of ricocheting off as might have happened with a windscreen with a shallower angle.
The front seats do not have sufficient rearward travel and, in order to collapse the rear (60:40- split) seats, you first have to move the front seats forward to clear the headrests. Even so, the larger section of the rear backrest doesn’t collapse fully because the unmovable centre headrest hits the dual cup holders. At least the luggage area is sufficiently large.
The optional sunroof is an oldstyle metal one. At speeds of around 60 km/h, there is some wind buffeting in the cabin but, at speeds up to 120 km/h, wind noise is impressively low as sunroofs go.
The brakes are an anti-lock system, but there is insufficient power to allow it to intervene. A really heavy right foot is needed for emergency stops. Of course, in the wet and on the dirt, the system might still save your bacon.
TEST SUMMARY
The G350 is not a mere status symbol. With its three differential locks, low-range and torquey diesel, it feels like it belongs in its natural habitat – the Drakensberg or similar rough terrain should fit the bill. However, get it anywhere close to the urban jungle and it starts to squirm.
Furthermore, it’s horribly expensive and the basic structure is very out of date. And it’s impossible to forget that you can purchase something almost as capable off the tar for a fourth of the price, or a luxurious SUV with equal bundubashing talent for the same or less.
But, these vehicles don’t have a hope of matching the charm and feel-good factor of the G. Its low score justly reflects the CAR team’s inability to ignore its shortcomings … but, everyone was clear about how much they would love to own one – new or fifth-hand.
