You see them everywhere in Beverly Hills or Dubai, usually draped in satin black or a blinding chrome wrap. Most people think they’re just expensive boxes on wheels for influencers. They’re wrong. The Mercedes Benz G Wagon G500 is a strange, stubborn piece of engineering that shouldn’t exist in 2026, yet it remains the gold standard for anyone who wants a vehicle that feels like a bank vault but drives like a tank. It’s heavy. It’s aerodynamically equivalent to a refrigerator. It makes a loud clack when you lock the doors that sounds like a rifle bolt sliding into place.
Honestly, that noise is half the reason people buy them.
Most modern SUVs are trying so hard to be cars. They’re curvy, plastic-heavy, and obsessed with drag coefficients. The G500 doesn't care about any of that. It’s still built with a body-on-frame construction, a relic of its military origins in the 1970s when the Shah of Iran suggested Mercedes build a tough-as-nails off-roader. While the G63 AMG gets all the glory for its side-pipe exhaust and track-ready speed, the G500 is actually the "purist" choice. It’s the one that keeps the balance between absolute luxury and the ability to actually drive through a swamp if you suddenly felt the urge.
The V8 Heart Nobody Wanted to Lose
For a while there, everyone was panicked. Rumors swirled that Mercedes would kill off the V8 in the Mercedes Benz G Wagon G500 and replace it with a hybridized straight-six. While the European markets have seen some shifts toward the G450d and the all-electric G-Class (the "EQG"), the G500 has historically been defined by that 4.0-liter biturbo V8. It produces about 416 horsepower and 450 lb-ft of torque. It isn't just about the numbers, though. It’s the way the power feels. It’s linear. It’s heavy.
When you mash the pedal, the nose of the car actually lifts toward the sky. It’s a boat-like sensation that reminds you you’re moving a lot of metal.
If you look at the 2024–2025 updates, Mercedes did eventually lean into the 3.0-liter inline-six with an exhaust gas turbocharger and an electric auxiliary compressor for certain "G500" badges in specific regions. This new mild-hybrid setup actually pushes out more horsepower—around 443 hp—but some enthusiasts are still mourning the V8’s distinct rumble. It’s a weird trade-off. You get better fuel economy (slightly) and more tech, but you lose that visceral, low-end grunt that made the G500 feel like a classic muscle car trapped in a German suit.
It’s Actually a Mountain Goat in a Tuxedo
Don't let the 22-inch wheels fool you. Underneath all that Nappa leather, the Mercedes Benz G Wagon G500 is terrifyingly capable. It has three locking differentials. Three. Most "off-road" SUVs have one, maybe two if you’re lucky. There are buttons right on the dashboard—labeled 1, 2, and 3—that allow you to lock the center, rear, and front differentials in sequence.
📖 Related: Blue Bathroom Wall Tiles: What Most People Get Wrong About Color and Mood
This means even if only one single wheel has traction, the G500 can theoretically pull itself out of a ditch.
The ground clearance is roughly 9.5 inches. It can wade through nearly 28 inches of water. Does the average owner do this? Never. They’re worried about scratching the obsidian black metallic paint on a curb at a high-end grocery store. But knowing it can do it is what builds the G-Wagon’s mystique. It’s the same reason people buy divers' watches that can go 1,000 meters deep when they only use them to time their pasta. It’s about the over-engineering.
Schöckl Mountain in Austria is where Mercedes tests these things. It’s a brutal, rock-strewn trail near the Magna Steyr factory in Graz. Every G-Class has to survive a "Schöckl proved" badge of honor. The suspension on the G500 is surprisingly compliant compared to the stiffer, sportier G63. It uses an independent front suspension—a change made back in 2019 that saved the G-Wagon from being a literal nightmare to drive on the highway—and a solid rear axle. It handles better than it should, but you’re still fighting physics in a sharp turn.
Why the Interior Feels Like a Private Jet
The contrast is jarring. You open a door using a literal push-button handle—no touch sensors here—and you’re greeted by a cabin that looks like a flagship S-Class. The MBUX infotainment system is crisp. The Burmester surround sound system is, frankly, overkill for a cabin this shape, but it sounds incredible.
You’ve got:
- Active multicontour seats that massage you while you drive.
- Ambient lighting with 64 colors (because why not).
- A giant "Widescreen Cockpit" that merges the gauge cluster and the navigation screen.
- Real carbon fiber or open-pore wood trim options.
One thing people get wrong about the Mercedes Benz G Wagon G500 is the space. It looks massive from the outside, but inside, it's actually a bit snug. The glass is upright and very close to your face. The shoulder room isn't as expansive as a Cadillac Escalade. It’s a vertical space, not a horizontal one. You sit high—the "Command" seating position—giving you a view over almost every other car on the road. It feels powerful. It feels safe.
👉 See also: BJ's Restaurant & Brewhouse Superstition Springs Menu: What to Order Right Now
The "G" History You Didn't Know
The G-Wagon wasn't even supposed to be a Mercedes civilian vehicle originally. It was a tool. The German military used it; the Australian military used it. It was utilitarian. In the early 90s, the "500 GE" was the first time they stuffed a V8 into the engine bay, and it changed the trajectory of the brand forever. It stopped being a farm tool and started being a status symbol.
The G500 became the "sensible" V8. It didn't have the flared wheel arches of the AMG, and it didn't have the side-exit exhausts that could burn your leg if you weren't careful. It was the "stealth" G-Wagon, if such a thing exists.
Maintenance Is the Part Nobody Likes to Talk About
If you’re buying a Mercedes Benz G Wagon G500, you aren't worried about the price of gas. Good thing, too, because the fuel economy is abysmal. You’ll be lucky to see 13 or 14 miles per gallon in the city.
But the real cost is the upkeep.
Service B at a Mercedes dealership can easily run you over $1,000. Brakes are heavy-duty and expensive to replace. The windshield is almost perfectly vertical, which makes it a magnet for rocks. A tiny pebble that would bounce off a Honda Civic’s sloped windshield will crack a G500’s glass instantly. Most owners have their insurance agent on speed dial just for windshield replacements.
The Misconception of the "Old" G-Wagon
A lot of buyers look at the 2018 and older models thinking they’re getting the same experience for less money. They aren't. The pre-2019 G500 used a recirculating ball steering system. It felt like steering a barge with a stick. You had to constantly make micro-corrections just to stay in a straight line on the highway.
✨ Don't miss: Bird Feeders on a Pole: What Most People Get Wrong About Backyard Setups
The "new" generation (2019–present) changed everything. They moved to rack-and-pinion steering and added the independent front suspension. If you’re going to daily drive a G500, do not go older than 2019 unless you really enjoy the "vintage truck" struggle. The modern G500 is a luxury car that happens to look like a vintage truck. The old one was just a vintage truck with leather slapped on the seats.
Real-World Practicality (Or Lack Thereof)
The rear door swings open sideways. It doesn't lift up. This is a pain in the neck if you live in a city and someone parks close behind you. You won't be able to get your groceries in. Also, the spare tire is mounted on the outside of that door, making it extremely heavy.
The cargo space is tall but narrow. You can stack boxes high, but the floor footprint isn't massive. It’s also quite a jump to get into the back. If you have elderly dogs or small kids, you’re going to be lifting them. Side steps are a mandatory accessory, not an option.
Why It Holds Its Value
The depreciation on a Mercedes Benz G Wagon G500 is weirdly low. While a standard S-Class or BMW 7 Series loses half its value the moment you drive it off the lot, the G-Wagon holds onto its price tag like a vice. Part of this is artificial—Mercedes limits production to keep demand high—but part of it is the timeless design. A G500 from ten years ago looks remarkably similar to a brand-new one. It doesn't "age" out of style.
Making the Choice: G500 or G63?
This is the big question. Most people just buy the G63 because it's the most expensive one and they want the badge. But the G500 is arguably the better daily driver. It's quieter. The suspension is more forgiving over potholes. It doesn't scream "look at me" quite as loudly (though it still screams it pretty loud).
In the G500, you get the same interior, the same locking diffs, and almost the same presence for about $40,000 to $50,000 less than the AMG version. That’s enough savings to buy a whole second car, or at least pay for the first five years of gas and windshields.
Actionable Insights for Potential Owners
If you're serious about getting behind the wheel of a G500, don't just walk into a dealership and pay a "Market Adjustment" fee. These vehicles are often subject to heavy markups because of their "Discover-page" fame.
- Check the Steering: If you're buying used, ensure it's a 2019 or later model. The difference in highway stability is night and day.
- Inspect the Door Hinges: These are external and prone to rust if the car lived near the ocean or in salt-heavy winter climates. They need regular lubrication.
- Verify Service History: The G500 engine is reliable, but the electronics are complex. A skipped service interval is a massive red flag.
- Test the Diffs: On a gravel or dirt lot, engage all three locking differentials to make sure the actuators aren't seized from lack of use. Most owners never touch them, and they can get sticky over time.
- Look for the Night Package: This swaps out the chrome for black trim. It significantly helps the resale value as it’s the most sought-after aesthetic for the G-Class.
The Mercedes Benz G Wagon G500 is an anomaly. It is a vehicle designed for the end of the world but used for school runs and high-end shopping. It’s loud, inefficient, and wildly expensive. But the moment you shut that door and hear that mechanical clack, you realize there’s nothing else on the road that feels quite as indestructible. It isn't just an SUV; it’s a statement that says you value heritage and over-engineering over sleek, modern conformity.