The electric Mercedes-Benz G-Class is the G 580 with EQ Technology. Instead of one motor driving both axles, it uses four electric motors—one close to each wheel—and a two-speed transmission for each motor. Software meters torque at every wheel, provides selectable high and low gearing, and creates the electronic behavior behind G-TURN, G-STEERING and G-Crawl.
That layout gives the G 580 unusually precise control on loose ground, but it does not make the vehicle invulnerable or turn G-TURN into a road maneuver. Surface, space, vehicle settings, battery charge and driver skill still determine what is safe. Specifications also vary by market and model year, so range and charging numbers must be read with their test standard and regional configuration.
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The basic architecture: four motors in a ladder-frame G-Class
Mercedes retains the G-Class ladder-frame concept and adapts it to carry a high-voltage battery. The battery is mounted low in the chassis, which lowers the center of gravity while preserving the ground clearance needed for off-road use. The production vehicle is therefore still recognizable as a G-Class underneath its electric drivetrain rather than a unibody crossover with a different body shell.
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There are four electric motors, positioned near the wheels and controlled individually. Each motor can be commanded to produce a particular amount of drive or regenerative braking torque. The control system can therefore respond to a wheel that is slipping, unloaded or on a different surface from the other three.
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This is not the same as fitting a conventional mechanical differential lock at every wheel. Mercedes describes the arrangement as electronic torque control with virtual differential-lock behavior. In practice, the control software can send more or less torque to each wheel to suit a climb, a side slope or a tight maneuver without relying on the driver to engage traditional axle-lock hardware for those functions.
Two-speed transmissions provide high and low ratios
Each motor has a two-speed transmission. The higher ratio is suited to normal road travel, while the reduced ratio gives the electric drive finer control at low speed and greater multiplication of wheel torque for demanding climbs and descents. Selecting LOW RANGE changes the drive system’s operating ratio; it is not simply a change to the accelerator-pedal map.
Combining four independently controlled motors with four two-speed transmissions is what makes the electric G-Class different from an all-wheel-drive vehicle that uses one motor, a driveshaft and conventional differentials. The G 580 can shape torque at each corner and choose a low-speed ratio without a transfer case and propeller shafts doing all of the work.
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The following figures come from Mercedes-Benz specifications, not independent testing. The first group is the European launch specification published in 2024; the US figures belong to a later model page and should not be blended with the European data.
| Item | European launch specification | US model-page figure | How to read it |
|---|---|---|---|
| Peak output | 432 kW | 579 hp (432 kW) | The same power value expressed in different units. |
| Peak torque | 1,164 Nm | 859 lb-ft | Regional pages use different torque units and configurations. |
| 0–100 km/h | 4.7 seconds | Not stated on Mercedes-Benz’s US model page | Mercedes launch specification; not an independent test result. |
| Maximum speed | 180 km/h, electronically limited | Not stated on Mercedes-Benz’s US model page | European press-kit value. |
| Curb weight | 3,085 kg | Not stated on Mercedes-Benz’s US model page | European press-kit value; equipment and market can affect weight. |
| Battery capacity | Not stated in the Mercedes-Benz launch table | 117 kWh | US model-page value; do not assume it describes every market. |
Electric motors deliver maximum torque from very low speed, but the useful off-road advantage is controllability rather than acceleration alone. The software can make a small torque change at one wheel while the other wheels continue driving, helping the vehicle maintain progress when traction is uneven.
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How G-TURN rotates the vehicle
G-TURN is the most conspicuous feature enabled by the quad-motor layout. The vehicle drives the wheels on one side in the opposite direction from the wheels on the other side. Those opposing forces rotate the G-Class around a point near its center, allowing it to turn almost on its own axis. Mercedes says the maneuver can make up to two complete turns on unpaved or loose ground.
On the US-market description, G-TURN requires LOW RANGE and Rock mode. Menus, activation controls and prerequisites can differ by market and software version, so an owner must use the applicable operator’s manual for the exact button sequence.
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- Choose the surface. Use loose or low-friction ground such as suitable gravel, dirt or sand. Do not attempt it on ordinary pavement, concrete or other high-grip surfaces.
- Survey the space. Check the full rotation area for people, animals, rocks, posts, walls, drop-offs and hidden obstacles. Account for the vehicle’s overhangs and the possibility that the tires will shift as the surface breaks up.
- Select the required off-road settings. Where the vehicle’s market instructions specify it, select LOW RANGE and Rock mode before requesting G-TURN.
- Keep the vehicle controlled. Follow the instrument-panel prompts and remain ready to cancel the maneuver. The driver remains responsible for the vehicle and surrounding area.
- Stop after the intended rotation. Do not use repeated rotations to compensate for inadequate space or to entertain bystanders.
Mercedes-Benz USA’s warning is explicit: “G-TURN is an off-road function and must only be performed on loose or low-friction surfaces where space permits for the vehicle to rotate.” That limitation is central to how the feature works. A maneuver that is relatively gentle on a loose surface can impose large tire and driveline forces on high-grip pavement.
G-STEERING: a smaller turning circle off road
G-STEERING is less dramatic than G-TURN. It adjusts drive torque at individual wheels to reduce the turning circle while the vehicle is moving over loose or unpaved terrain. Rather than spinning the vehicle in place, it helps the G 580 pivot more tightly around a bend where a conventional path would require a wider arc or a multi-point turn.
The Mercedes-Benz UK description lists operation at speeds up to 15 mph on loose or unpaved ground. Treat that as an off-road maneuvering aid, not a feature for tightening turns on public roads. Tire grip, slope, rocks and available clearance still determine whether the chosen line is safe.
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G-Crawl and LOW RANGE for technical terrain
G-Crawl (also called Offroad Crawl)
G-Crawl is a three-speed, low-speed control function comparable to cruise control for technical terrain. Once set, the system coordinates propulsion, speed and braking so the driver can concentrate on steering and reading the surface rather than constantly modulating the accelerator and brake pedals.
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Mercedes-Benz UK’s page says G-Crawl supports controlled travel on gradients up to 100 percent in either direction. That is a manufacturer-published capability claim, not a guarantee for every surface, load, tire condition or weather situation. A 100-percent gradient is a 45-degree slope, and traction can disappear well before the geometric limit if the ground is wet, loose or uneven.
LOW RANGE
LOW RANGE selects the reduced ratio in the electric drive system. It gives finer wheel-speed control and makes small accelerator inputs less abrupt at walking pace, while helping the motors deliver the wheel torque needed for steep climbs and controlled descents. The feature is selected through the vehicle’s off-road controls; the US G-TURN description specifically requires it.
Low Range does not remove the need to manage momentum. On a descent, choose a speed that leaves room to steer around obstacles and be prepared to use the brake pedal. On a climb, avoid stopping halfway across a section where restarting could break traction.
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Offroad Cockpit: the information the driver can see
The US-market Offroad Cockpit display can show a compass, elevation, steering angle, torque output, ambient temperature and tire pressure. These readouts help turn an unfamiliar trail into measurable information: steering angle shows how much lock is already applied, torque output indicates how hard the drive system is working, and tire-pressure data can reveal a problem before it becomes a failure.
Displays are aids, not substitutes for looking outside. A compass cannot identify a drop-off, and a torque graphic cannot tell you whether a rock will damage a tire sidewall. Mercedes advises attempting off-road driving only with the necessary skill, experience and understanding of the vehicle’s limits.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Battery protection and off-road geometry
Mercedes-Benz Australia lists a 26 mm carbon-fibre skid plate protecting the battery and key components, an 850 mm wading depth and the ability to handle a 45-degree incline. These are manufacturer-published specifications or claims; they are not independently tested.
Wading depth is not permission to enter any water at that depth. Water speed, hidden holes, current, mud, surface contamination and the duration of exposure can all change the risk. After water or deep mud, inspect the underbody, wheels and brakes before returning to normal-speed driving.
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The skid plate protects vulnerable components from impacts, but it does not make every line safe. A sharp rock can still catch a tire, suspension part or body panel outside the protected area. Use the Offroad Cockpit’s steering-angle information together with an external spotter when the trail is tight or visibility is poor.
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Range, energy use and charging by market
Electric G-Class range varies with market, model year, wheels, weather, speed, terrain and how much off-road work is done. Off-road driving generally uses more energy than steady road cruising because of low-speed torque, soft surfaces, gradients and repeated acceleration. The figures below retain the test basis and regional context supplied by Mercedes.
| Market and source context | Range | Combined consumption | Charging information |
|---|---|---|---|
| European launch specification, 2024, WLTP | 434–473 km WLTP | 27.7–30.3 kWh/100 km | Up to 11 kW AC; up to 200 kW DC. Mercedes lists 10–80% DC in 32 minutes with a suitable charger supplying 500 A, and about 170 km WLTP added in 15 minutes under those stated conditions. |
| Current UK page, configuration accessed in October 2026 | 291 miles WLTP | 28.7 kWh/100 km | 29 minutes for DC charging from 10% to 80% on that page’s configuration. |
| US model page, named 2027 model | Not stated in the Mercedes-Benz material | Not stated in the Mercedes-Benz material | 117 kWh battery capacity is listed; the US page’s range and charge figures should be checked for the exact local configuration. |
The 32-minute and 29-minute numbers are not universal promises. They assume the vehicle, battery temperature and charger can accept the stated power throughout the interval. A charger rated at 200 kW may deliver less when its cabinet is sharing power, when the battery is cold or when the state of charge rises toward 80 percent. AC charging is capped at 11 kW in the European launch specification, so an installation and supply capable of that rate are needed to reach the vehicle’s maximum AC input.
A practical decision process on a trail
Before leaving pavement
- Confirm the charge level against the planned distance, terrain and a reserve for detours or recovery.
- Inspect tire pressure, sidewalls, tread and the underbody skid plate.
- Identify where LOW RANGE, Rock mode, G-STEERING and G-Crawl are found in the vehicle menu.
- Carry recovery equipment appropriate to the vehicle’s mass and the terrain, and ensure another person knows the route.
When traction becomes inconsistent
- Reduce speed before the obstacle rather than entering it with excess momentum.
- Select LOW RANGE when the section requires precise, sustained low-speed control.
- Use G-Crawl when a steady crawl lets you focus on wheel placement; cancel it if the surface changes or steering authority is needed immediately.
- Use G-STEERING only where the surface is loose or unpaved and the tighter path has been checked for clearance.
- Reserve G-TURN for a surveyed, low-friction area where a complete rotation is genuinely safer than reversing or making a multi-point turn.
After a difficult section
Stop and check tire pressures, visible sidewall damage, brake feel, warning messages and the underbody. A high-voltage or drivetrain warning should be treated as a reason to stop and follow the vehicle’s prescribed safety procedure, not as something to clear by repeatedly cycling the ignition.
Common misunderstandings and limits
- “Four motors mean four mechanical lockers.” They do not. The G 580 uses software-controlled torque distribution and virtual differential-lock behavior.
- “G-TURN works anywhere.” It is limited to loose or low-friction surfaces with enough room to rotate, with market-specific settings such as LOW RANGE and Rock mode.
- “The published range is what every owner will get.” WLTP values are laboratory test results. Speed, temperature, tires, payload and off-road terrain can materially reduce real-world distance.
- “A 200 kW charger always fills the battery at 200 kW.” Charging power varies with the vehicle, battery state and charger conditions; the published peak is not a constant rate.
- “A 45-degree or 850 mm rating removes environmental risk.” Those are manufacturer claims under defined conditions, not a substitute for route assessment, skill or recovery planning.
Why the electric G-Class works this way
The central engineering choice is to replace a single mechanical torque path with four controllable ones. That makes wheel-by-wheel intervention fast and precise, while the two-speed transmissions preserve the low-speed leverage expected of a serious off-road vehicle. G-TURN, G-STEERING, G-Crawl and LOW RANGE are therefore not isolated software tricks; they are different driver-facing uses of the same motors, gearing, sensors and control logic.
The result is a G-Class that can perform maneuvers a conventional drivetrain cannot easily reproduce, while still demanding the fundamentals of off-road driving: choose the right surface, preserve traction, protect the battery and underbody, and leave enough space to recover when the trail does not go as planned.
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