Mercedes-Benz G550 4×4 Squared

Meet the Apex of a 38-Year Evolution

Much to the chagrin of off-road enthusiasts worldwide, the record-breaking 38-year reign of the first Mercedes-Benz G-Class is about to come to an end. Before the company goes fiddling with the formula, we need to drive the latest, beastliest iteration of the original.

To understand this G—to really understand it—we need to first understand where it’s coming from. Developed as a workhorse for the military in the ’70s, its rugged fundamentals have changed little to this day. That’s to say, if there’s a stereotype of German things being overbuilt, the G-Class is the poster boy. It’s the little things, like how the windows are mounted in thick rubber to function the same way as the outside of a woofer, allowing the glass to articulate independent of the body, just in case the going gets really tough. And it’s the big things too; you can’t get a G-Class without three mechanically locking differentials, and the smallest engine is a twin-turbocharged V8.

But while the G is a seriously capable off-road machine out of the box, the G550 4×4 Squared turns up the wick to a whole different level. You’ve noticed the 8-inch lift, but did you notice the factory-installed portal axles? In addition to allowing you to drive over your coffee table, they keep the effective axle-to-everything-else ratio the same as that of the standard G-Class, so none of the usual stuff had to be changed to accommodate the lift—steering linkage, suspension geometry, driveshafts and so on. What’s more, because the speedo takes its reading from the rigid axles, you don’t need to recalibrate after fitting bigger wheels and tires. Be advised, though, changing the wheels and tires might add to the mil-spec vehicle’s substantial 6,825-lb curb weight.

“WHILE THE G IS A SERIOUSLY CAPABLE OFF-ROAD MACHINE OUT OF THE BOX, THE G550 4X4 SQUARED TURNS UP THE WICK TO A WHOLE DIFFERENT LEVEL.”

The changes underneath add up to some impressive numbers, especially coming out of factory doors; a hair under 40 inches of fording depth and 17.7 inches of ground clearance—compared to 9.3-inches in the standard G550. There are two springs and two struts per wheel, with a convenient cockpit knob offering the ability to switch their softness in 15 milliseconds. Fully loaded, the G550 4×4 Squared sits almost 7.5 feet tall. To round out the look, there are extra-wide carbon fiber fender flares and the more aggressive bumper from AMG models. While those flares support a track width that is some 10 inches wider than the truck’s more plebeian brothers, the whole package still just isn’t that wide, 86.2 inches with mirrors—there’s your proof that the body was designed in the ’70s.

“THINK ABOUT ITS INTENDED MISSION STATEMENT FROM THE GET-GREEN: A TOUGH MILITARY TRUCK THAT COULD TRANSPORT YOU OUT OF A THIRD-WORLD SITUATION GONE BAD AS FAST AS POSSIBLE, KNOCKING DOWN ANY OBSTACLES IN THE WAY.”

The Squared has all of the AMG looks, but surprisingly, not one of the engines. Still, this is a twin-turbocharged, 416hp V8 that brings plenty of power to the equation, some much needed efficiency—relatively, we’re talking 11 mpg here whether or not you’re on the highway—and hey, it still sounds insane through the quad sidepipes. The acceleration is not AMG insanity, but 450 lb-ft of torque is available at 2250 rpm. Stoplight blasts are shocking given the size and the perspective from the driving position. You can thank the 7-speed automatic transmission just as much for the truck’s 7.3-second 0-60 dash.

The big G seems thrilled when you mash the pedal and point the steering wheel in the general direction of your objective. Think about its intended mission statement from the get-green: A tough military truck that could transport you out of a third-world situation gone bad as fast as possible, knocking down any obstacles in the way. You find yourself almost wishing for trouble in city centers.

At each stoplight, the big G rocks front to back as it comes to a halt; a feature that would normally be unacceptable in a quarter-million–dollar car. Here though, it’s just endearing, reminding you that you’ve sat in an exercise that Mercedes-Benz will likely never have the stones to try again.

Hit the gas when the light turns green, and the side pipes send the message. You won’t run into a single person without an opinion, ranging from the “Hell yea!” to simply, “A$%hole!” And the haters are fiercer than they are toward lifted Jeeps and pickups, because at $228,295 starting, there’s the additional assumption that you have money to burn. The thing is, you really can’t be bothered to notice.

As big as it is, it’s not completely unwieldy on the road, with its eight dampers offering more ride comfort than the most luxurious G-Class we’ve tested. Sure, you’re aware you’re not in an S-Class, but there’s a definite level of luxury that we here at Tread are, you know, not used to. Heated and cooled suede seats with four lumbar and side support settings or myriad stability systems and modern safety tech name a few. It’s nice.

That being said, we’re an off-road magazine. And just like you would after breaking the chimps out of the zoo, we needed to send the G550 4×4 Squared home. The Cove Campground in Gore, Virginia, offers 3,000 mountainous acres with miles upon miles of trail, from the pedestrian to the gnarly. There are three large lakes, scattered water crossings and the sort of climbs that will make you wish you’d built that rock crawler—with views from the top that will make you glad you did. We can’t rave enough about the place, or the people, but that’s a topic for another time.

Right off the bat, the G is hilariously comfortable here, highlighting the reason it was built. The giant 275/55 Pirelli Scorpion rubber just bites—be it rock or mud—even despite the shallow section width. Locking one, two, or three differentials is more of a “because you should” exercise than one founded in necessity. A couple of (big) rocky situations just means a couple of button pushes to lock the center and the rear, and you’re home. Needless to say, we didn’t get stuck. But then again, we did the sort of off-roading that you do with a quarter-million–dollar truck that isn’t yours—call it gentleman’s off-roading. The staff at the Cove just laughed, assuring us they could get the G stuck, just like anything else.

Now, if you’re reading this magazine, there’s a good chance you own a Wrangler. And if you own a Wrangler, there’s a good chance you’re sitting there thinking, “But what does a G give me for five times the price?” Because as we all know, the Jeep has no issue getting itself out of just about any situation on planet Earth. G-Class prices have soared into the stratosphere for all of the wrong reasons (read: soccer moms and clubgoers). Lots of luxuries have been added, along with honking turbocharged V8s and V12s, and the list goes on. So, your question is valid. The condensed version of the complicated answer is: You get a lot more, but for a whole hell of a lot more money. And unless you’re a billionaire, you’re scared to actually try and roll $228,000 off the side of a mountain. So maybe just start pricing some portal axles for the ol’ Wrangler…