I’ll admit it upfront: when Mercedes announced they were electrifying the G-Class, I had my doubts. My friend Shane Pow—who joined me for this test drive of the Mercedes-Benz G 580 with EQ Technology—felt the same. The G-Wagon has survived five decades precisely because it refused to soften its edges. So why risk that now?
Turns out, we were asking the wrong question.
The G-Class Was Never Meant to Be Sensible Anyway
The G-Wagon’s origin story reads like someone dared Mercedes to build the least practical luxury vehicle possible—and they took it seriously.
Development started in the early 1970s when Daimler-Benz and Steyr-Daimler-Puch teamed up to create what would become the W460. The first drivable prototype hit extreme weather testing in 1974: Sahara Desert heat, Arctic Circle cold, everything designed to break it. It was a military vehicle first—rugged, rudimentary, and borderline brutalist in design.
That original W460 launched in 1979. If you park the all-electric Mercedes-Benz G 580 with EQ Technology next to one and squint a bit, you’d think Mercedes just did a facelift over 45 years. The slab sides, the exposed spare wheel, that upright windscreen—it’s all still there.
Including, crucially, that sound.
The Door Click That Shouldn’t Matter (But Does)
Shane noticed it before I even turned the key.
“They kept the door sound,” he said, almost relieved.
He’s right. That mechanical clunk—the heavy-duty latch click that makes every G-Class feel like you’re sealing a bank vault—is still there. It’s absurd that a door noise matters this much, but in a vehicle defined by theatre as much as function, these details anchor the entire experience.
Mercedes could’ve smoothed it out, made it feel more “premium EV.” They didn’t. And that restraint tells you everything about how they approached electrification.
What Actually Changed Under That Familiar Shell
The all-electric Mercedes-Benz G 580 with EQ Technology runs four independent electric motors—one per wheel—producing a combined 432 kW. The 116 kWh battery integrates into the ladder frame, dropping the centre of gravity while maintaining up to 491 km of WLTP range.
But the real party trick isn’t the specs. It’s what those four motors unlock:
- G-TURN: The vehicle can basically spin on the spot on loose surfaces (yes, it’s as ridiculous as it sounds)
- G-STEERING: Tightens the turning circle when you’re off-road
- Offroad Crawl: Cruise control for technical terrain
Are these gimmicks? Slightly. But they’re gimmicks that reinforce capability, not replace it. Mercedes didn’t electrify the G-Class to make it quieter or more polite. They did it to make it more G-Class.
Inside: Familiar Layout, Finally Modern Tech
The interior continues what the exterior established: Mercedes kept what mattered, updated what needed updating.
The grab handle on the passenger side is still there. The three differential lock switches remain front and centre in the off-road control panel—even though most Singapore owners will probably never use them. The round air vents mirror the shape of the exterior headlights, a design detail that ties the cabin to the G-Class’s visual identity.
What’s new is the technology. Mercedes finally gave the G-Class the same MBUX infotainment system as the rest of their lineup: dual 12.3-inch displays (one for the driver, one for media) with touch controls, wireless Apple CarPlay and Android Auto, and augmented reality navigation that overlays graphical directions onto live camera footage.
The system is intuitive. The displays are vivid and responsive. It feels like the G-Class finally caught up technologically without losing its character.
The cabin is finished in Nappa leather with ambient lighting. Our test unit also featured the optional Burmester 3D surround sound system. The materials feel premium—this is still very much a luxury vehicle—but the layout remains purposeful and upright rather than lounge-like.
The interior walks the same line as everything else about this car: respect the icon, but don’t let it fossilise.
Driving It in Singapore: Where It Actually Starts to Make Sense
Here’s the thing: most G-Wagons in Singapore will never see anything rougher than a multistorey carpark ramp. And in that context, the G 580 is… kind of brilliant?
The instant torque makes urban driving effortless. Orchard Road traffic—usually an exercise in clutch control and heat—becomes almost meditative. The silence doesn’t feel like a compromise; it feels like the G-Class finally matched its interior luxury to its exterior presence.
The South Sea Blue Magno finish on our test unit looked edgy without trying too hard. Mercedes was smart to keep the exterior design almost untouched—you can spec it to look indistinguishable from the combustion version if you want.
For the demographic buying this in Singapore—younger luxury buyers who care about image but also want to justify the excess—the EV badge matters. It’s status, but with a sustainability asterisk. The G 580 still screams wealth, but now it has an answer when someone asks, “Why?”
Does the Electric G-Wagon Feel Like a Real G-Wagon?
Short answer: yes.
The driving position is still commandingly upright. You still feel like you’re piloting something engineered for purpose, not just styled for attention. The weight, the deliberate steering, the sense that this vehicle was built to a military specification and then given leather seats—it’s all intact.
Shane and I both expected Mercedes to chase EV buyer expectations: make it smooth, quiet, frictionless. Instead, they kept the G-Class personality and just swapped the powertrain. The experience doesn’t feel sanitised. It feels like the same truck with a different kind of muscle.
I kept thinking: there’s nothing else out there that replicates this. The G-Wagon has always been this weird blend of luxury and capability wrapped in retro brutalism. The G 580 doesn’t change that formula—it just gives it a new energy source.
Who This Is Actually For
The V8 G 63 will always exist for purists who want noise as identity. That’s fine. The G 580 isn’t trying to replace that car—it’s creating a parallel option.
If you’re buying a G-Class in Singapore because you genuinely need off-road capability… you’re probably lying to yourself anyway. Most buyers want the icon, the presence, the statement. The G 580 delivers all of that while making the ownership experience—charging at home, silent urban driving, emissions-free luxury—actually easier to live with.
After this drive, my biggest surprise wasn’t that the electric G-Class works. It’s that in Singapore, where the G-Wagon was always more about image than mud, electrification might be the most honest evolution yet.
Common Questions About the Mercedes-Benz G 580 With EQ Technology
Is the G 580 fully electric?
Yes. It uses four independent motors (one per wheel) and a 116 kWh battery. No combustion engine, no hybrid system.
What’s the real-world range?
Mercedes claims up to 491 km on the WLTP cycle. In urban Singapore driving, expect slightly less but still more than enough for daily use.
Does it still feel like a proper G-Class?
Completely. The driving position, design, off-road capability, and even that signature door click remain unchanged.
Is charging practical in Singapore?
If you’re buying a G 580, you likely have home parking with charging infrastructure. For this buyer demographic, it’s manageable.
Should I buy this instead of a petrol G-Class?
If you value the G-Class design and presence but want EV benefits (silent running, instant torque, lower emissions), the G 580 makes more sense than you’d expect. If you want V8 noise and drama, stick with the G 63.