We Drove The Electric Mercedes G-Class… Someone Explain Why It’s Failing

Getting consumers educated and interested in electric vehicles is no trivial matter, and it isn’t about to get any easier in a country that won’t incentivize them. Despite a continuing but gradual increase, EV sales are slowing, and anecdotes about failed product launches are springing up left and right, two of which spring immediately to mind. The Dodge Charger Daytona is rotting on dealer lots and a recent report citing a Mercedes-Benz executive claims the electric G-Wagon is a total flop.

What is going on here? Are there some consumers who will simply never embrace EVs no matter how much they evolve? Or is there something deeper going on? CarBuzz recently spent a week testing the 2025 Mercedes-Benz G 580 with EQ Technology, the badly-named but remarkably entertaining electric G-Class. Though this vehicle is far from perfect, we had difficulty understanding why this car was not only failing to meet expectations, but being considered a “flop” by Mercedes executives. Is it the car’s fault, or are some people impossible to convince?

What Works About The G 580

EVs Don’t Have To Look Futuristic

Mercedes’ early attempt at EVs arrived under a false premise; they had to look weird and futuristic. Models like the EQE and EQS looked so far removed from the E-Class and S-Class, and it had to be that way to maximize range and convey their “electricness”. The G 580 goes in the totally opposite direction. Aside from the optional Black Panel radiator shell (a $1,600 option) and a charging cable box that replaces the spare tire, there are almost no tell-tale signs that the G 580 is electric. Mercedes will sell you a spare tire with one of several finishes ($1,200-$1,600), an option box we highly suggest ticking.

It’s rugged, bold, unmistakably boxy, and above all else, a G-Wagon. This is an iconic design that’s been around since 1979, so there’s no way Mercedes was going to use the G-Class name on a clear facsimile. You get the same flat windshield, the same exposed door hinges, and the same presence when you pull up to the valet. Mercedes even gives customers a similar level of customization with 33 exterior colors, four exterior dark packages, and more. Admittedly, the G 580 has fewer wheel options than other G-Class variants, but in all other respects, it looks the part.

EVs Can Have Buttons

When you click the button to open the door of the G 580, you get the familiar mechanical sound that all G-Wagon owners know. The door requires a heavy hand to close, delivering a satisfying “clack” as the latch reaches the striker. And then you are greeted by the exact same interior you expect to find in a G-Wagon. Why make it any different?

So many EVs ditch buttons and knobs, likely because Tesla doesn’t use buttons and knobs. Does that mean every customer suddenly wants to interact with a touchscreen for everything? Absolutely not. Instead of trying to copy Tesla, Mercedes realized that G-Wagon owners love to have the freedom of choice. Like other G variants, the G 580 has a slightly older version of the Mercedes MBUX infotainment software. It includes a touchscreen, touchpad on the center console, haptic controls on the steering wheel, and voice command. There are also plenty of physical controls for the fan speed, temperature, and other functions. You can interact how you want, not how Mercedes tells you.

The interior customization is even more extensive than the exterior. You can order a G 580 with one of 37 upholstery colors paired with one of seven trim materials. Buyers who demand more exclusivity can add massaging seats ($2,420), Nappa leather with diamond stitching ($12,000), and even a full leather interior ($16,000).

Where Does The G 580 Slot?

The G 580 with EQ Technology has a terrible name that’s difficult to remember, but the nomenclature was chosen to be very clear about this car’s purpose: to replace the non-AMG V8 G-Wagon. In another controversial move, Mercedes put a twin-turbocharged inline-six under the hood of the entry-level G-Class, meaning the only way to get a V8 is the AMG-powered G63. Mercedes typically uses the number “580” to denote a non-AMG V8 model, but here it is used on an EV that produces V8 level performance.

Looking at the specs sheet, the G 580 is actually the most potent G-Class on sale; it has the most torque, too. However, due to a 6,800 lb curb weight, it’s not quite as quick as the G63. In our testing, the G 580 hit 60 mph in 4.19 seconds, besting the manufacturer’s estimate. However, the G63 also beat its estimate, hitting 60 in just 3.97 seconds. The G63 also launches more violently, twisting the whole chassis in the process. The G 580 gets off the line a bit differently, gnawing at the pavement and chirping the tires with its four electric motors. It’s only negligibly behind its V8 counterpart, but the G63 is decidedly more dramatic in its acceleration experience. CarBuzz has not tested the base G 550 to 60 mph, but the G 580 is far quicker and smoother.

Electric-Specific Features

Because the G 580 has a unique powertrain setup – four independent electric motors with a two-speed transmission at each wheel – it can do things that no other G can. There are three unique features here: G-Turn, G-Steering, and G-Roar. G-Turn is the most entertaining, and the one you’ve likely seen all over social media. It spins the left and right wheels in a different direction, causing the vehicle to rotate on the spot. This might come in handy off-road if you need to turn around without much room. It’s also delightfully entertaining.

G-Steering is less spectacular but likely more useful. It slows or even brakes the inner wheel, making the G 580 turn tighter on a trail. Gas-powered SUVs are capable of this feat, but they typically use braking to lock the inside wheel, whereas the G 580 can control each motor individually. That means, unlike a gas-powered G-Wagon, which comes with three locking differentials, the G 580 has one button for low range that is controlled automatically by computers. Mercedes even went through the trouble of making the electric G sound like it has a V8. There is a setting called G-Roar, which plays a low rumble through the speakers during acceleration that sounds pretty convincing.

What Doesn’t Work

It’s Not The Best EV

While the G 580 looks, feels, and goes like a G-Class should, it’s far from perfect. Opting to make it look exactly like a gas-powered G hasn’t been kind to the vehicle’s range. Even with a large 116 kWh battery pack, the EPA rates the G 580 at just 239 miles of range. Driving around town, our tester displayed 278 miles of range, but that number would likely plummet at highway speeds, where the boxy shape moves through the air like a parachute. We honestly don’t believe the range should be considered a deal-breaker, since most G-Class owners have other more comfortable vehicles to use on long road trips.

Unlike some other high-dollar EVs with enormous battery packs, the G 580 doesn’t offer a higher AC home charger that can pull over 19 kW. At its peak speed of 9.6 kW, the G 580’s battery will take over 13.5 hours to charge from 0-100%. The 200 kW DC charging speed is decent but not class-leading, and Mercedes says 10-80% will take 32 minutes in ideal conditions. Mercedes hasn’t swapped out the CCS port for an NACS one yet, but you can charge at a Tesla Supercharger using an adapter.

We also found ourselves hating the brake regeneration in the G580. It ranges from fully off to maximum, but even the latter does not bring the vehicle to a full stop. In other words, you can slow down by lifting off the throttle, but you will always need to hop on the brakes at the last second. Even after a week of driving, it was difficult to blend in the brake pedal smoothly with the regen, so we ended up turning the system off entirely. The new CLA EV reportedly gets true one-pedal driving, but it’s unclear if existing Mercedes products will be updated with this feature.

Lacks The “Soul” Of A G

Poor range and annoying brake regeneration aside, our week in the G 580 had us baffled as to why this car was such a dud among loyal G-Wagon customers. Mercedes reportedly sold fewer than 1,500 in a 12-month period compared to over 9,000 gas-powered G-Wagons. To fully understand the thought process of a G owner, we spoke to one. Ken Panton is the owner of a 2021 G63, and he does not believe the G 580 with EQ Technology captures the “soul” of a G-Wagon.

“When you look at the aggressiveness and the stance of the G63, it catches your eye. The side pipes make you think, ‘what the heck is going on with that car?’ There is just something about the passion of this vehicle that captures the owner,” Panton explained, noting that the G63 is the only AMG model to outsell its regular Mercedes counterpart. “The G 550 most dealers have on the lot; the G63 very few dealers have it, so you get to order it and create your own destiny.”

The G-Wagon customer isn’t used to being told “no,” not in any regard: no, your private plane isn’t available, no, you can’t have a V8, no, you can’t have your car today. But whereas the wait for a G63 delivers the delayed gratification of getting the thing that others can’t have, the G 580 feels more like they are making a concession.

“Mercedes did a wonderful job with the electric technology in the G 580. Hats off to Mercedes,” he said. “But the other manufacturers do an equally impressive job with EVs. Customers could just go buy another Mercedes EV, or a BMW or a Lucid. Mercedes missed the ethos or DNA of a true G-Wagon customer. In their mind, they wouldn’t consider driving an EV because Mercedes has done such an amazing job of marketing the G-Class. You see a G-Wagon and you know what it is. To me, the electric G-Wagon is only a G-Wagon in looks, from a distance. The rear cover is different, the grille is a little different. It takes away from what you know.”

Panton even questioned if Mercedes ran focus groups with current G-Wagon owners, or if the company asked potential customers who had never driven one. He thinks if they asked G customers, Mercedes would have seen that they didn’t want an EV.

“On paper, it works. This model is successful, so let’s do an electric version. But they took the passion out of it. When you want a G-Wagon, you want a G-Wagon,” he said. Panton likened it to a luxury hotel or a fashion brand. “Gucci may have something similar, but if you like Balenciaga, you get Balenciaga. It’s the same blinders with a G-Wagon.”

Make It Sillier

Perhaps Mercedes, despite its best efforts, is trying to sell a salad to a steak lover. There may be customers out there who will never embrace an EV, but we believe there are ways Mercedes can win over at least some of these people. It’s the same analogy we made after driving the Hyundai Ioniq 5 N. If scientists create an artificial meat that looks, tastes, and feels like a cow (to the level where you literally cannot tell the difference), why would you still feel the need to kill cows for food? Perhaps for the very wealthy people who can afford a G-Wagon, they just want to know they can.

Panton told us his G63 has never been off the pavement, despite being built with off-roading in mind and having three lockable differentials. “It’s great at sitting in the parking lot and looking pretty,” he joked. The insane capability isn’t why G-Wagon customers buy their cars; it’s knowing they can go off-road if they want to.

It’s possible that Mercedes played it too conservatively with the first electric G-Class. The G63 drives better: straight up. You can equip a G63 with AMG Active Ride Control Suspension ($4,400 as part of an AMG Performance Package), which uses the 48-volt mild-hybrid system to eliminate body roll through the corners. This may sound silly for a boxy, body-on-frame SUV, but it makes a huge difference in how the G63 feels on anything other than a straight road. The G 580, by comparison, pitches and leans like you’d expect a G-Wagon to do, making it less fun and controllable. And with four electric motors, slotting the G 580 between the base model and the AMG doesn’t make it desirable enough. Why not give it 1,000 hp and a 200 kWh battery, so owners can take it wherever they want?

Then there’s the sound, which is the secret sauce in the G63. Those side pipes give the twin-turbo V8 a rumble unlike any other Mercedes, even the AMG models with the same engine. It’s deeper and more visceral; it rattles your bones. The G-Roar is kind of neat, but you can’t feel it tingling in your ear. Mercedes has an AMG EV coming that offers a more realistic V8 sound and simulated gears to deliver a more convincing copy of an internal combustion engine. We don’t know if this technology will be enough to please the AMG diehards or the G-Wagon faithful, but it could be a step in the right direction. Remember, G-Wagon owners want it all, and Mercedes is trying to give them a Beyond Burger when they crave the real stuff.

The EV Dilemma

Perhaps there are some automotive segments where an EV will never make sense. Heavy-duty trucks, for example, are used for towing heavy loads over long distances, a task that is harder with an EV. Muscle car enthusiasts, who once claimed speed was the only thing that matters, now take to Facebook to yell at Dodge for discontinuing the V8 in the Charger. Ram even brought back the V8 due to customer demand.

We appear to be living in a time when EV adoption is facing a near-religious level of pushback from people who see it as an affront to their personal freedom. Can these people ever be convinced? That’s unclear. But the G 580 with EQ Technology won’t be the car to sway the naysayers.