Mercedes Benz

OFFICIAL PRESS RELEASE

Stuttgart, Germany, Feb 16, 2009

Model history: The evolution of the "G"

A cooperation agreement doubles as the birth certificate of the long-serving Mercedes-Benz G-Class. In 1973, Daimler-Benz AG in Stuttgart-Untertürkheim and Steyr-Daimler-Puch AG based in Graz, Austriaput pen to paper for an accord aimed at co-developing a light all-wheel drive off-roader for private use. With this type of vehicle enjoying nothing like the huge popularity it does today, the Stuttgart-based brand had hesitated before moving into a previously unexplored market segment. Although sales forecasts were less than conclusive, the two companies nevertheless decided to take the plunge and set to work on the new G-Class.


The partners eventually agreed on a concept which constituted a striking departure from other all-wheel-drive vehicles of the time. Flying in the face of prevailing trends, the development team spurned both the idea of a Spartan “purely cross-country vehicle” and that of a four-wheel-drive passenger car for the road. Instead, after exhaustive deliberations surrounding various different concepts, the product planners, designers and engineers settled on a vehicle which was to offer an unprecedented spectrum of capabilities. On the one hand, they set out to achieve the reliability, robustness and virtually limitless off-road ability – even on the toughest terrain – which would allow the vehicle to rise to the challenges of day-to-day industrial, municipal and military use. And on the other, they were aiming to produce a fully equipped, comfortable and above all safe model for carrying both people and goods on normal roads, and one that would also appeal to customers looking for an exclusive leisure vehicle.

In short, there was no room for cutting corners. This was to be a cross-country vehicle which did justice to the name, and which would genuinely hold its own
in the most unpromising conditions, and that meant opting for 100-percent differential locks rather than the less sophisticated locking differentials fitted on other cross-country vehicles. Another special feature of the design was the development of an all-synchromesh transfer case which could be engaged while on the move. Likewise, drive to the front wheels could also be manually selected when the off-roader was being driven on the road – a considerable advantage on snow and ice.
Keeping the frame and body separate also turned out to be an inspired decision, with the G-Class intended from the outset to be offered with various different body variants. For this reason, the backbone of this Mercedes-Benz off-roader
has always been provided by a sturdy ladder-type frame.

In the conception of the “G-Model”, Mercedes-Benz also focussed on how the vehicle would be used in various regions of the world – from the freezing conditions of the Arctic to the sweltering heat of Africa, from South America all the way to East Asia and Australia. This explains why the construction and body of the new vehicle was deliberately designed to be relatively uncomplicated and functional. That way, the body could also be manufactured in countries lacking a state-of-the-art infrastructure and having to depend on outdated metalworking machinery, while the costs generated by repair work and servicing would be kept within limits. In addition, where technically feasible, the development engineers set out to use series-produced assemblies and components from Mercedes-Benz’s own range of light trucks.

Although these exacting goals had been defined some time previously, and development work was already well advanced, the final decision to begin series production of the G-Model was not taken until 1975. A second feasibility study smoothed the way for the decision, containing as it did optimistic forecasts for the new vehicle’s popularity – especially in civilian use, the main area of focus for the product planners.

As it turned out, it was in the military arena that the G-Model scored its initial successes. In 1975, for example, the Shah of Iran – a major Daimler-Benz shareholder – showed considerable interest in a military cross-country vehicle “made by Mercedes-Benz”, and placed an order for 20,000 units. However, the contract was cancelled by Iran’s new post-revolution government before production could get underway. Regional police forces in Germanyand the country’s customs officers took up some of the slack with an order for 400 units of the new cross-country vehicle, and this was followed by further requests from the Argentinean and Norwegian military. Later, the Swiss army joined the fray with an order for 4000 vehicles. Over the course of its lifespan, though, a far greater number of civilian-trim Mercedes-Benz G-Class models have rolled off the assembly line than military versions.

Development, design and testing: team spirit breeds success

The cooperation between Daimler-Benz and Austrian all-wheel-drive specialists Steyr-Daimler-Puch, previously known mainly for their extreme off-roaders such as the “Haflinger” and “Pinzgauer” models, brought together a enormous pool of expertise in the area of all-terrain vehicles.

The engineers in Stuttgart, who were responsible for the construction and design of the new vehicle, as well as for the majority of the testing work, were drawn from the Hanomag Henschel Group, which Daimler-Benz had founded a few years previously. A second team based in Grazfocused mainly on the construction of the bodyshell, the development of the new transfer case and off-road testing. The frame-type chassis with two rigid axles fulfilled its brief to provide an ideal basis for outstanding off-road characteristics. Now the emphasis was shifted to ensuring that this exceptionally robust construction would also offer impressive handling on the road – an all but irresolvable conflict of interests in the view of many experts at the time. The G-Model development engineers went on to prove them wrong, using longitudinal control arms and wishbones to ensure precise axle location, and passing up the leaf springs used in most vehicles of this kind in favour of coil springs and a front-axle stabiliser.

Intensive fine-tuning of the suspension and damping systems for the G-Model also helped to ensure a safe and comfortable on-road presence, without compromising on the vehicle’s quite excellent off-road attributes.

Exterior lines: sharp-edged, practical and timeless

The exterior design of the car was another area where Mercedes-Benz refused to be diverted from the principal demands placed on a cross-country vehicle. The brief was to create a body which offered the driver a good overview, among other things, as well as being slim enough to negotiate forest tracks. Plus, it had to embody the vehicle’s strong and distinctive character. The result was a clear, striking form which still makes this Mercedes-Benz off-roader an unmistakable sight on and off the road today. The defining features of the G-Class include its straight lines, the finely-balanced proportions of its surfaces, the short overhangs and its square-cut wings, which allow a good view of the surface conditions and extremely precise driving.

The numerous sketches, drafts and discussions eventually took on a tangible form in April 1973, when the designers presented a 1:1 wooden model of the future cross-country vehicle. A year later, the first ready-to-drive prototype rolled out of the Graz plant, and this vehicle was – from the outside at least – an accurate preview of the series-production model to come. The same was true of the other pre-production models developed between 1975 and the start of production in 1979 and used to test out various details.

The designers initially chose to make the interior simple but functional and tailored to the job in hand, featuring painted metal surfaces and only a token number of trim elements. The driver looked through the two-spoke steering wheel at an unpretentious instrument panel with speedometer and indicator lights.

A pushbutton switch was centrally positioned within easy reach, as were the controls for the heating and ventilation. However, the designers always had a more refined interior in mind for the G-Model, including foamed elements to cover over some of the metal surfaces.

It may have been tailored to meet practical, functional objectives, but the G-Class still boasts strong design aesthetics. Its clear lines and harmonious form are an
immediate indication of its ability to rise majestically above the constraints of passing trends, steadfastly charting its own path to success – something it has now been doing in some style for 30 years.

Practical trials: proving its mettle in the desert, mountains and mud

One of the central elements of the principle behind the G-Model involved embarking on an extensive programme of testing as early as the development phase. Indeed, the design engineers had looked into the load limits of their construction even before the first prototype had turned a wheel, thanks to computer-based analysis and mathematical simulations. This allowed them to increase the vehicle’s strength in certain high-stress areas at an early stage. The engines and transmissions then underwent exhaustive test-bench trials in Stuttgart. Here, even the floor assembly was put though its paces under the toughest possible conditions, and every type of weather imaginable.

For practical testing on and off-road, the engineers from Steyr-Daimler-Puch
and Mercedes-Benz selected test tracks which would force the G-Model to demonstrate its full range of capabilities. One of the testing areas to meet this criterion was located in the vast coalfields between Cologne and Aachen. There, over the boulders and sand, in water and mud, on loose ground, steep inclines and hazardous, craggy descents, the Cross-Country Vehicle had to prove that it was fit to bear the Mercedes star.

At the same time, a highly motivated test team was on the move in the inhospitable Alpine terrain outside Graz. Steyr-Daimler-Puch’s own Schöckl test site provided the Cross-Country Vehicle with every conceivable challenge, and here the G-Model covered thousands of kilometres in the early days of its development – many of which were negotiated out of necessity in the vehicle’s off-road ratio. Also on the Mercedes-Benz newcomer’s itinerary were the remote desert regions of North Africa, the loose gravel tracks of the Atlas mountains, the notorious “Chottel Djerid” salt lake in the Sahara – where corrosion tests were conducted – and the extreme winter cold beyond the Arctic circle. In a separate programme of road-based testing involving prototypes, sensitive equipment, recorded lateral acceleration, deceleration, suspension and damping comfort values, as well as those for other driving characteristics. These were then assessed by experienced test engineers according to the same, stringent Mercedes standards.

Start of production and market launch: a new class takes to the stage

Under the terms of their basic cooperation agreement concluded in 1973, the two partner companies had established that the G-Class would be built using new production facilities on the premises of Steyr-Daimler-Puch AG in Graz. The decision to begin series production of the G-Model in 1975 was also the signal
to commence planning of the 40,000 square-metre production facility in Austria. To this day, the full range of the vehicle’s components is still hand-built by specialists at the plant.

By February 10, 1979 the preparations were complete and production of the G‑Class could begin. The same month, the Cross-Country Vehicle celebrated its world premiere at a press launch in the south of France, making an extremely positive all-round impression on the notoriously hard-to-please journalists.

When production initially got underway, customers had a choice of four engine variants – available under the bonnet of a short-wheelbase Convertible or a Station Wagon or panel van with a short or long wheelbase. The range also included an open-top three or five-door military version with a long wheelbase and a canvas roof:

- Mercedes-Benz 240 GD four-cylinder diesel with 53 kW/72 hp
- Mercedes-Benz 300 GD five-cylinder diesel engine with 65 kW/88 hp
- Mercedes-Benz 230 G four-cylinder petrol engine with 75 kW/100 hp or 66 kW/90 hp
- Mercedes-Benz 280 G six-cylinder petrol engine with110 kW/150 hp

The G-Class was launched under two different designations. In Austria, Switzerlandand the COMECON countries it was sold under the “Puch” badge, while in all other countries it came with the Mercedes three-pointed star on the radiator grille. The situation remained the same after a 1981 restructuring programme at the Stuttgart-based company saw the G-Class produced in Grazunder contract, with Mercedes assuming full responsibility for product development. It is only since 2000 that the G-Class has been marketed under the Mercedes-Benz brand worldwide.

Engineering and equipment: only the best will do

Although all models of the Mercedes-Benz off-roader produced in 1979 were fitted with a four-speed manual transmission, a four-speed automatic variant was made available as an alternative for the 280 GE and 300 D models a short while later. The G-Model was already making a name for itself, with the driver able to engage or disengage the four-wheel drive, off-road ratio and locks while on the move. The manually selectable 100-percent differential locks for the front and rear axles (optional) were only available together as an optional extra.

Then as now, the robust basis for the G-Class was provided by a high-strength frame consisting of closed longitudinal sections and cross-members to ensure exceptional bending and torsional stiffness. The frame supports robust, rigid axles with large coil springs and long spring travel. Both these features are useful elements on rough terrain, maintaining a constant, pre-programmed ground clearance – one of the key factors underpinning the G-Class’s outstanding off-road qualities. These include an ability to scale gradients of up to 80 percent and preserve directional stability at a 54-percent tilt, allowing the vehicle to tackle even the toughest contours with ease. Ground clearance of 21 centimetres, an angle of approach of 36 degrees and an angle of departure of 27 degrees give the Mercedes cross-country star an extra edge off-road.

At the same time, the G-Class chassis has always provided convincing handling back on the tarmac, thanks to precise wheel location. Even more importantly, the vehicle’s original engineers disconnected the wheel location from the springs – and the extra development work paid dividends, the G-Model displaying virtually neutral handling as a result and allowing comparatively high cornering speeds. Uneven road surfaces, meanwhile, were negotiated with an effortless ease previously out of the reach of off-road vehicles with rigid axles.

Continuous upgrades in technology and equipment

A period of evolution soon took hold which saw the Cross-Country Vehicle constantly adapting to keep pace with advances in technology, while at the same time steadily expanding its growing army of followers and admirers. Moreover, it was gradually gaining credibility as an exclusive vehicle for any occasion. The automatic transmission announced at the vehicle’s premiere was introduced in 1981, along with an air conditioning system. In 1982, the 2.3-litre engine was replaced by a newly designed power unit with fuel injection, which boosted output to 92 kW/125 hp and ensured extra vivacity. Meanwhile, additional equipment variants saw the G-Model blossom from a cross-country vehicle into a versatile, multi-purpose passenger car.
Recaro seats and auxiliary heating, plus wide tyres on light-alloy wheels and the necessary wheel arch flaring, could be ordered as options to further enhance the vehicle’s comfort and styling. Metallic paintwork, passenger car-style controls and an extensively upgraded list of standard equipment duly followed.

Model change: permanent all-wheel drive and more comfort from 1990

At the International Motor Show in Frankfurt, Germany in September 1989, Mercedes-Benz presented a further G-Model upgrade to mark the model series’ 10th birthday. With a comprehensively revised interior, comfortable rear seat bench, interior body trim panels, a centre console, a new dashboard and trim elements in fine wood, the special-edition 230 GE Classic positively glowed with the aura of its new-found luxury. The Mercedes-Benz off-roader attracted new buyer groups with these modifications, and convinced customers who did not want to do without the comfort typical of a Mercedes even when driving off-road. This exclusive anniversary model 230 GE Classic was produced in a limited edition of only 300 units, and remains one of the most widely coveted cross-country vehicles today.

The comfort-oriented version of the Mercedes-Benz off-roader, which was launched in spring 1990, was given the series designation G 463 to distinguish it from the previous variant known as the G 460, which remained in the range.

The 463-series off-roader featured a permanent four-wheel drive system, while the front and rear differential locks and a 100-percent locking inter-axle differential were now standard equipment. The anti-lock braking system was available as an option, and the most powerful “G” to date, the new 300 GE, announced its arrival at the top of the range. The newcomer’s 125 kW/170 hp output raised the bar in this vehicle category in terms of driving performance.

Three years later, in spring 1993, the long history of the G-Class witnessed a new high point with the launch of the eight-cylinder 500 GE (177 kW/241 hp) in a small special-edition series of 500 units.

In September 1993 the model designations of the off-road vehicles were changed over to the new nomenclature system adopted for Mercedes-Benz passenger car models; the "G" now preceded a three-figure number, and the suffixes "E" (denoting fuel injection) and "D" (for diesel) were dispensed with. At the same time the G-Model was officially named the G-Class.

Mercedes-Benz launched the improved Convertible variant of the G-Class with an electropneumatically operated soft-top at the International Off-Road Show in Munich in 1997. A further wave of upgrades were to follow, all bearing the hallmarks of a keen eye for detail and finely-honed instincts, without disturbing the vehicle’s traditional features – such as its classically angular lines – and thereby strengthening the associated exclusivity even further.

Model facelifts: always fully up-to-date

In the very recent past Mercedes-Benz has completed an intensive model facelift, ensuring that the G-Class always reflects the technological state of the art and is correspondingly equipped.

Since September 2001 the G-Class has also featured trailblazing handling stability, traction and braking control systems. The all-wheel drive system of the G-Class was perfected by the introduction of the electronically controlled traction system as standard. 4ETS improves traction when moving off and accelerating on slippery, i.e. wet or icy surfaces: if the wheel speed sensors detect that one or more wheels have lost their grip, they are automatically braked. This increases the power at the wheels with better traction. 4ETS also briefly reduces the engine torque. The Electronic Stability Program ESP® and Brake Assist (BAS) were also included in the standard equipment of the G-Class from autumn 2001.

The Mercedes-Benz G-Class offers a globally unique combination of high-performance driving dynamics and four-wheel drive systems in the form of 4ETS, ESP®, differential locks and the Low Range off-road ratio. The automatically-functioning ESP® and 4ETS systems thus ensure maximum traction and handling stability both on the road and in extremely difficult terrain, whilst the selectable 100-percent locks and off-road ratio prove their worth in extremely severe conditions off the beaten track.

A very special model enhanced by AMG was launched to mark the 25th anniversary of the G-Class – the G 55 AMG Kompressor. An eight-cylinder powerpack developing an output of 350 kW/476 hp and 700 newton metres of torque gave the robust off-roader an unprecedented performance. The new G 55 AMGKompressor bettered its predecessor with a naturally aspirated V8-engine by 34 in output and by 32 percent in torque, thereby demonstrating the enormous potential that resides in the Mercedes-Benz G-Class. Two years later the engineers at AMG uprated the "Power G" even further, raising output to 368 kW/500 hp. At the same time the classic off-roader benefitted from an upgrade in the standard appointments, which included new AMGlight-alloy wheels, bi-xenon headlamps, foglamps with a cornering light function and new, scratch-resistant nano-particle paint finishes. A further improved and reconfigured engine management system was responsible for the output increase from 350 kW/476 hp to the new level of 368 kW/500 hp. The supercharged AMG 5.5-litre engine made its maximum torque of 700 newton metres available between 2750 and 4000 rpm. These extraordinary engine data made for very superior performance figures: the G 55 AMGaccelerated from zero to 100 km/h in 5.5 seconds (preceding model: 5.6 s), while the top speed remained at an electronically limited 210 km/h. The latest development stage of this flagship model from 2007 continues to shine in the G-Class model range with an output of 373 kW/507 hp.

Following the final decision in 2006 to retain the model series in the Mercedes-Benz range into the future, the special "Grand Edition" model was introduced. This special edition available only with a long wheelbase and V8-engine was offered as the G 500 developing 218 kW (296 hp) or the diesel model G 400 CDIwith 184 kW (250 hp). All versions could be specified with the optional special paint finish "allanite grey magno". In contrast to conventional metallic finishes, a matt clear coat protected the paint surface and lent a particularly exclusive appearance to the "Grand Edition" models. An exclusive atmosphere also characterised the interior. Specially for this special edition – and in line with the natural charm of the G-Class - an open-pored, natural leather with no embossing was used.

In the same year the G-Class was given a new, ultra-modern diesel engine. The G 320 CDI, which still features strongly in the model range and is regarded as one of the best "Gs" of all times by many enthusiasts, has an output of 165 kW/224 hp and features a diesel particulate filter as standard. Its light-alloy V6-engine further increased driving pleasure with its smooth torque curve – both on and off the road. The latest, third-generation common-rail direct injection with piezo-electric injectors, four-valve technology and a turbocharger with electrically adjustable vanes were just some of the advantages of this powerful engine, whose power was transferred by the standard 7G-TRONIC seven-speed automatic transmission. The new G 320 CDI combined the advantages of the G 270 CDI and G 400 CDI that preceded it: while delivering the low fuel consumption of the 156 hp five-cylinder model, it also impressed with a performance every bit as lively as that of the V8 diesel with 250 hp.

With the 2007 model facelift, Mercedes-Benz added new highlights to the G-Class – especially in the interior. From that model year onward, a new instrument cluster with four analogue dial instruments and elegant chrome surrounds formed the information centre for the driver. Another new design was the elegant four-spoke multifunction steering wheel, whose illuminated keys allowed information to be accessed or certain control functions to be activated by thumb pressure, without distracting the driver. All model versions also received a modified centre console with new controls and switches for the air conditioning and comfort-enhancing functions. This not only upgraded the cockpit in visual terms, but also improved operating safety with its design. The G 500 and G 55 AMG were equipped with the control and display system COMAND APS as standard, including a DVD navigation system, integrated radio, CD-player and telephone keypad. Externally this latest generation of the Mercedes-Benz G-Class now had new tail light clusters in modern LED technology.

With this model facelift Mercedes-Benz also extended the list of available optional extras for the G-Class by a number of interesting new features. These included highlights such as a reversing camera that shows what is happening behind the vehicle on the 6.5-inch screen of the new COMAND unit, a tyre pressure control system with a display in the instrument cluster or the ARTICO interior of robust man-made leather.

Special variants based on the G 461 series

Almost unnoticed by the public at large, a revised version of the original 460 series – designed predominantly for municipal and commercial use – came onto the market in March 1992 to complement the more luxurious variant. Rubber mats replaced the velour of the higher-comfort model and it was the stripped-down interior trim which shaped the identity of this robust cross-country vehicle – intended for surveyors, foresters, landscape gardeners and craftsmen – rather than the high-class mouldings of its sibling. This variant was initially available as the 230 GE and 290 GD, and later as the G 290 Turbodiesel.

Indeed, the G-Class’s military career in the early days of the vehicle’s introduction helped to establish it in the wider market. Won over by its impressive attributes, Peugeot decided to use the G-Class as a basis for a French vehicle intended exclusively for military use. Its defining exterior features included canvas doors and a canvas roof, plus plastic windows which could not be opened. The bonnet and front wings of the “P4” were a faithful reproduction of the G-Class template. The interior – with a simple three-spoke steering wheel and a pull switch on the dashboard to operate the horn – was rather sparse by comparison, and the drive concept with just the one differential lock on the rear axle was similarly uncomplicated. Like the G-Class operated by the German armed services, which is known as the "Wolf", the P4 is in operation worldwide on UN assignments.

In the very recent past, various G-models have also proved extremely popular in military circles. Not only do the German armed services continue to order the "Wolf", but the Australian government also ordered 1200 units of the GT-Class last year. 600 of these 1200 units will have a 4x4 configuration (all-wheel drive with two axles) and 600 will have a 6x6 configuration (all-wheel drive with three axles). The 6x6 is a new, three-axle G-Class design which takes the particular payload requirements of the Australian army into consideration. The military version of the G-Class is produced in the reliable and highly experienced production plant in Graz, Austria.

The “Popemobile”: plexiglas provides protection from the elements

Continuing a proud tradition at Mercedes-Benz, the G-Model also proved to be a safe and secure form of transport for the Pope. As long ago as 7 November 1930, Pope Pius XI became the first recipient of a Mercedes-Benz state car for the Vatican -- a Nürburg 460 Pullman saloon with an eight-cylinder engine which is now fully functioning and on display in the Museum of Papal Carriages in the Vatican following comprehensive restoration.

In 1980 a Mercedes 300 D Convertible (1960), a Mercedes-Benz 600 Pullmann Landaulet (1965) and a 300 SEL Landaulet were followed by a modified 230 G -- the so-called "Papamobile". Its literally outstanding characteristic was a transparent dome of eight-millimetre thick plexiglas. This protected the Holy Father from adverse weather conditions, but also made sure that he remained visible to his flock. In 1980 Pope John Paul II travelled through Germany for the first time in this G-Model. After the assassination attempt on the Pope in 1981 the protective dome was made bullet-proof as a permanent feature of this vehicle and an identically engineered 230 GE. The original "Papa-G" 230 G is now on display in the Mercedes-Benz Museum in Stuttgart.

Since 2007 Pope Benedict XVI has presented himself to the roughly 40,000 pilgrims in St. Peter's Square during his Wednesday public audiences in an open, shining white Mercedes-Benz G-Class. The new "Popemobile" was created over a development time of almost two years in close collaboration with the Vatican, and is based on a G 500. It is equipped with a fold-down windscreen and grab handles, and like its predecessors it is painted in the Vatican's traditional colour of mystic white. The Holy Father enters the likewise white interior via red-lined steps at the rear, and holds his audiences in a standing position to remain easily visible to all his flock.

G-Guard: special protection put to the test

Looking back, the orders for the G-Class from the military sector certainly provided a sound basis for the start of series production. However, special-purpose variants of the Mercedes-Benz Cross-Country Vehicle also display their talents in civilian use – with the police, fire brigade and rescue services, for example.

A further special variant of the G-Class is known as the G-Guard. This is an armoured special-protection version that meets the European protection standards B6 or B7. Externally the special-protection G-Guard models, which were developed by Mercedes-Benz according to internationally recognised security standards and have been successfully tested and certificated by independent institutes, are scarcely distinguishable from a standard G-Class.

Sporting success and award-winning class: a born winner

The G-Class has not only made a good impression in the service of the Pope, but also in extreme sporting competitions, as a host of winners’ trophies can testify. Jacky Ickx and Claude Brasseur took one such victory in the 1983 Paris–Dakar Rally in a 280 GE. The converted van-type model used for the race had a short chassis and used a body which had been aerodynamically optimised in the wind tunnel and included aluminium components to help keep the vehicle weight low. In addition, the output of the 2.8-litre six-cylinder engine with mechanical fuel injection was boosted to 162 kW/220 hp. The G-Model went on to record further motorsports success with Clay Regazzoni among the drivers at the wheel.

Mercedes-Benz has always put in a convincing performance in off-road competition, with Rolf and Uwe Seitz among the drivers who piloted the G-Model to one win after another in the German championship in the years from 1984 to 1992. Rolf Seitz and Heinrich Wangler also won the European trials title in 1988 and 1989 respectively.
The outstanding qualities of the G-Class and its timeless design have earned the classic Cross-Country Vehicle a raft of awards over the years, some examples of which are listed below:

- The readers of German motoring magazine “auto motor and sport” have voted the G-Class the world’s best off-roader on 13 occasions.
- In 1983, the Australian trade magazine “bushdriver” crowned the G-Model the “4x4 off-roader of the year”.
- In 1993, the readers of the French publication “Magazine 4x4” voted the G 350 TURBODIESEL “off-roader of the year”.
- In 1995, the readers of German specialist watersports magazine “Boote” named the G-Class “best towing vehicle”.
- In 2001, 2003, 2006 and 2007 “Off Road” magazine voted the G-Class
“off-roader of the year”.
- In 2003 and again in 2007, the readers of "MotorKlassik" magazine voted the Mercedes-Benz G-Class a "classic of the future".
- After a reader vote, the off-road magazine 4Wheel Fun declared the "G" to be the "2007 Superstar" in the luxury category.

Sporting success leads to starring roles in comics

The G-Class not only notched up successes on the rally routes and desert tracks of the world, but also on paper. In well-known comic albums, artists such as Marc Wasterlain (in the Monika Morell volume "Paris Dakar") and Jean Graton (in the Michel Vaillant adventures "Cairo" and "Paris-Dakar") showed the G-Class and M‑Class, the Unimog and the Actros in rally trim on the rough road to victory.

Taking the "G" to the coldest place on earth

In recent decades hardly any other automobile has provided transport for as many extreme expeditions as the "G". One prominent example of its absolute reliability took place in early 2006, when the well-known film producer and director Thomas Junker became the first foreigner to reach the world's coldest region in Siberia with a passenger car in winter. He relied on a completely standard Mercedes-Benz G 500 to get him there. The Stuttgart-made off-roader carried his TV film crew to its icy destination over a distance of more than 18,900 kilometres without problems – at temperatures down to minus 53 degrees Celsius. The reason for this demanding journey was the production of a five-part TV series entitled "Beyond the warmth". The series is a documentary on the daily lives of people under the extreme conditions of the Russian winter, and shows how these people combat the merciless cold. The journey through the cold began in St. Petersburg on 27 December 2005, and ended in Vladivostok, eastern Siberia on 6 March 2006. Among other destinations the Mercedes-Benz G 500 took the crew to the town of Yakutsk, which regularly has to cope with 100-degree temperature differences between summer and winter, and is built on stilts because of the permafrost. Junker even ventured as far as the village of Ojmjakon, the coldest permanently inhabited place on earth, where a temperature of minus 71.2 degrees Celsius was once measured. Never before had foreigners reached this icy-cold region by vehicle at the height of the Siberian winter. For weeks the mercury refused to rise above minus 42 degrees Celsius during the day, and at night it sank to a low of minus 53.5 degrees.