• One petrol and one diesel, and an AMG
• All powerful but heavy
• Diesel more than punchy enough

Diesel engine

The entry point is now the G450d, which has an inline-six 3.0-litre diesel engine enhanced by a 48-volt mild-hybrid system. It makes 367hp, with an extra 20hp available in short bursts thanks to the electronics, and 750nm of torque (with 200 in reserve for late overtakes).

Peak torque comes in very low, at 1350rpm – emphasising that this retains the classic diesel virtue of low-down grunt, making it so popular among load-luggers and off-roaders. It makes 0-62mph is a pretty lively 5.8 seconds, and its top speed is 130mph.

All four wheels are driven via a nine-speed automatic transmission, with three mechanical differential locks to help get the power where it’s most needed in difficult off-road conditions.

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Petrol engines

The entry-level petrol G-Class, the G500, keeps the name of its predecessor, but whereas that was a V8 the newcomer is a 3.0-litre inline-six with 48-volt mild-hybrid assistance.

It makes a handy 449hp (plus 20hp for a few seconds) and 560nm of torque (with 200 in reserve). Again, like all combustion G-Classes, it has a nine-speed auto transmission, all-wheel drive and three diff locks. It has the same top speed as the diesel but a quicker 0-62mph time, 5.4 seconds.

It’s out-shone by the hotter petrol version, the AMG G63, which has launch control for very rapid starts and can get to 62mph in 4.3 seconds, with a top speed of 137mph. The 4.0-litre V8 has peak output of 585hp, with 20hp extra from the 48-volt mild-hybrid system, and 850nm of torque (plus 200).

What’s it like to drive?

• Softly sprung, but rivals comfier
• Good on road, some rivals better
• Astoundingly good off-road

The G450d is a delight – one of the best diesel engines ever, making light work of shifting this big car, it’s responsive and engaging. The 500 seems bland by comparison with the diesel and the fire-breathing 63, while being perfectly okay.

The G63 has different suspension as standard, with adaptive adjustable damping. Electronically controlled, it’s constantly adjusting the settings for each wheel to maximise control and comfort. The shocks have two hydraulic connections – one each on the compression and rebound stages of the damper. The four wheels’ damper chambers are connected via hydraulic lines and the valve block.

The AMG also has extra modes that can make it feel very lively on the road, but can also pipe in fake ‘sporty’ sounds that won’t be to everyone’s liking.

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The G-Class in all its forms is surprisingly easy to trundle around town in, with no protests from any of the engines, and easy to park, thanks to its straight-edged design (and its extensive array of cameras and sensors). On the open road it’s best when treated as a smooth, reasonably rapid cruiser.

The G63 would ideally want to be unleashed every so often – otherwise why pay so much for all that extra power? – but in reality the opportunities are few and far between. It never truly transcends the cold, hard reality that it’s a tall, heavy car with poor aerodynamics, so it’s never going to be razor-sharp like an Aston Martin or as silent as a Rolls-Royce, but it’s classy and luxurious in its own way.

Off road the G-Class is superbly capable for such a big, heavy vehicle. The fundamentals are well sorted, and various electronic aids are there to help if required.