Mercedes G Class SUV

Adjustment of the G 500 expenses from nine to 13 million rubles, and the costs for the Mercedes-AMG G 63 just beginning from 12.5 million to arrive at 15.8 million. For the AMG variant, a restricted adaptation of Edition 1 is likewise accommodated an additional charge of one and a half million.

Mercedes-Benz G-class was wonderful to the place of repulsiveness. Before an ergonomic bad dream, completing materials from the 123rd Mercedes and finger-wide body holes. Having taken a ride on keep going year’s G 63 preceding this test, I recollected constant straight line incontinence, a guiding wheel without self-return reciprocally … However, the uterine blast of the 5.5 motor talked any logic. In 2009, Gelandewagen was at that point going to his own burial service – creation tumbled to 4000 vehicles. And afterward tough, uphill. Last year, a record 22,000 were delivered! Pieces by industry principles, yet they should pay for the task of a totally new G-Class .

Precursor love is raised to the outright. You can rapidly recognize the new G-class simply by round running lights and different extents. The width of the body has expanded by very nearly seven centimeters, and the variant of the Mercedes-AMG G 63 with broadened curves has expanded by each of the twelve. I see. Glass and body components are not actually level, yet marginally adjusted for unbending nature. Gluing glass (they used to be on elastic groups!) And laser welding of the rooftop – likewise to help. The old model code W463 was left as though to show disdain toward everybody, albeit just one body section, front lamp washer spouts, entryway handles and an extra wheel cover playing on knocks didn’t change.

This isn’t a Fiat 500 or Mini , which are just styled after their progenitors. The new G-class isn’t an extemporization on a subject, yet a “rundown” from the bygone one. This is affirmed by the tight fastens of the handles, the need to hammer the entryways like a fighter, the thunder of the activity of the focal lock toward the beginning of development. Simultaneously, inside there is a cutting edge, top caliber and not jeep-like comfortable inside, in which the twofold presentation of the instrument board fits impeccably, rectangular, similar to a windshield. In the first E-class or S-class , it looks more outsider. Valid, the product is at this point not new – here the Command media consolidate is against the most recent MBUX and the touch screen of the A-class child .

On the off chance that you didn’t hit your knee against the board while moving into a restricted and high opening, you sit in the driver’s seat like an individual. Indeed, the controlling wheel is moved to one side, however essentially the arms and legs are presently set up. The mirrors from the GLS hybrid are bigger than previously, however with my tall tallness on the left there isn’t sufficient change outwards and upwards. You would rather not swear, you see it as another unique component. All things considered, the keys of three mechanical differential locks remained, and under the body with an aluminum pivot plate there was a steel outline and a constant back hub with Panhard pole.

Also now the front is free suspension and rack and pinion guiding rather than a scaffold with a “worm” from the 70s. Yippee: Gelandewagen dislike another hybrid, yet profound and honorable! The electric supporter even overweights the controlling wheel excessively, attempting to “snap” it into the zero position. Reciprocally, Gelik points precisely where you direct it. Banks are, however you can live with them. On the straights, until now concealed directional dependability showed up – just on a street loaded with waves, the G-class requires little “Panhard maneuvering”.

The brakes have changed. All the more exactly, they recently showed up: a twenty-kilometer drive along the serpentine didn’t change the inclination on the pedal one bit. The suspension isn’t the mildest – even on 19-inch wheels, little knocks are observable both on the seats and on the controlling wheel. There is both development and parallel vibrations that are not totally dispensed with in the game method of versatile safeguards. In any case, you go to the grader – and you excuse everything! The vehicle floats over knocks better compared to numerous contenders on the “pneuma”, regardless of the way that the G-class has no elective steel springs and a weighty pivot.

And furthermore – soundproof front and back entryway windows and great acoustic solace. The moving of wide tires isn’t perceptible, the inescapable air commotions at the precise mainstays of the windshield subtly show up solely after 100 km/h. The V8 petroleum biturbo motor was purposely “delivered” into the lodge – however on the off chance that we are discussing the G 500 variant, as in the past sections, then, at that point, this isn’t a weight. Yet, the Mercedes-AMG G 63 is unique.

The G 500 likewise has a lot of foothold and elements, albeit the V8 and nine-speed programmed couple react with slight deferrals. The G 63 has 160 additional strength, and the AMG is now exceptionally quick. The new 4.0 engine is similarly as drier and “less expensive” than the old 5.5 unit, however much the dislodging is more modest. Be that as it may, at light loads, the G 63 still murmurs fanatically, and by the evening the head gets worn out. They request leniency and hands: the AMG controlling wheel is considerably harder. The body is less behaving, more “wrecked”, with a very OK ride. Yet, there is no sensation of agreement, as in the G 500. Coincidentally, Petrovsky said exactly the same thing regarding the W463 of the past age.

You won’t find a slope plummet colleague in the G-Class, or any rough terrain partners whatsoever. They are supplanted – and completely – by three secures and a downshift with a decrease to 2.9. They are just enacted physically, with ABS and ESP switched off, and footing control and power guiding are moved to go romping programs. The mathematical crosscountry capacity is stylish: under the lower point of the back hub, legit 240 mm, under the insurance of the power unit – as much as 270! Yet, one should have the option to discard such an arms stockpile. The very much tuned “dreadful voyage controls” of Toyotas or Land Rovers do likewise for less strain on the driver.

Also the driver in the G-class is as yet in control. The formal 150mm expansion in lodge length is halfway spent on a more open to driving position. Thus, the back couch is more roomy, yet direct contenders with traveler solace are vastly improved. All things considered, the living compartment there is for the most part bigger. Remember: the general length of the Mercedes incorporates the extra wheel cover on the fifth entryway. The storage compartment for the most part stayed during the 70s: it will in any case be hard for women to drag a limited gigantic entryway.

But Gelik of the 21st century is a bomb. He did not become a sham, retaining an extraordinary charisma, for which now one does not have to suffer. Unless signing an eight-figure purchase invoice. The main thing is that the G-class no longer looks like a completely irrational acquisition, and it has risen in price slightly. There seems to be nowhere to expand production at the Magna Steyr plant, and quotas for the coming months have already been bought out. I don’t see how Mercedes can satisfy the avalanche of demand for a car that has become a classic just off the assembly line.

Mercedes G Class SUV

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