A History of the GWagen | GWagen Owners’ Association

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Mercedes-Benz G 300 TD Cabrio W463

A History of the G-Wagen

Published in 21 through 23 (December 2000 to 2001), of GWIZZ, the GWOA’s

Despite the fact that has a long history as builder of capable off-roaders like the and Pinzgauer, which in fact did not the beauty of the Austrian horse after which they named, the truth is that the is a true Mercedes, since company was very much for its conception, although this was in co-operation with Steyr-Daimler-Puch.

The intends to be a longer-than-expected history of the The origins of the G can be traced back to the Great War. In 1907 presented the Dernburg Wagen for the first time united in one car a engine, all-wheel-drive and all-wheel

It was, in fact, a very vehicle for its time but lacked due to the fact that the engine had to its 3.6 tons weight with 38 BHP. Its was used by the police of the German protectorate of Southwest now Namibia. This was succeeded in by a first Kübelwagen which was the given to the military vehicles of time, cars with no and very supportive seats to the soldiers from falling the car.

The G1 of 1926 were 4×6: power was driven to the pair of rear axles,

the G4, a rear-wheel-drive 4×6 with a drive to the front axle on the luxurious 500K. Only 57 of this vehicle were built, most of them an open bodywork, but there also 7 built as FFR (Fitted for

The most special of all were special indeed: the first of was retained by Hitler, who gave the two as presents to Benito Mussolini and to Franco. Franco used the for hunting big game and is one of only surviving units, presently by the Spanish State, which dismissed a multi-million-DM offer Daimler-Benz to give it away. G4 has recently been restored by in Germany at their own cost in the MB premises, together with the also used by Franco.

The 170 VG and VL presented in 1935. Both light off-roaders in the modern the former with connectable axle and the latter with all wheel drive and steering. were based in the 170 V saloon, the same 1,700 cc and 38 BHP engine but time with a 5-speed

Despite its lack of commercial with only 100 units to the Wehrmacht, its successor was presented in The G5 was very much the same but enjoyed a 2-litre engine 50 BHP at 3,800 rpm. The military had all wheel steering and drive, suspension and 3 lockable differentials.


The G5 had a circle of only 7 meters in its 4 steering configuration, whereas the model needed 12. The gearbox was specifically for this model, very small ratios to very slow speeds, no transfer box was offered. The overall favoured off road driving only 3.97 m, although the base amounted for 2.53 Despite all this goodies (or just because of them) it sold in big figures: only 606 were made between and 1941 of which 378 were to the Wehrmacht and 228 to private users Germany and abroad.

In fact, the of AWD vehicles is the history of army as Mercedes and the rest of German car know quite well. In the Mercedes competed with the BMW 325 to do with the company car of the bloke door), the Stoewer R180 and the 20 B, all of whom were technically but very heavy (at least Kgs.), with maximum under 75 Km/h and consumption, country, of no less of 25 litres 100 Kms (12 mpg). However, these designs with their all drive and steering proved they were too heavy and for a continuous high demand as demonstrated by Ferdinand Porsche and his Kübelwagen, smaller and lighter the standardised models which was in the end the one to win the with the German army.

then on until the launch of the G, MB no other AWD vehicle than the The G as we know it today had its origins in the sixties. At that time the experts of Daimler-Benz were the increasing trend of the AWD market leisure vehicles, especially in the where multi-purpose vehicles being launched. Mercedes-Benz to be present in this market and started development studies in Despite its successful history in AWD vehicles like the Unimog, chose for this new venture to with Steyr-Daimler-Puch. The origins of co-operation are not clear but seem to from the competition of both in securing a contract for supplying a AWD for the Swiss army. The Pinzgauer won the over the Unimog and instead of back, DB decided to develop new project in co-operation with

At the time of its conception, Mercedes-Benz about developing a cross vehicle not only addressed to the (capable of substituting the old models in use) but also foreseeing the of being present in the new AWD niche. It was decided to give more to practicality rather than to The result should be a range of vehicles that satisfy the differing tasks that a 4WD has to perform. Around this Mercedes even derived the the right vehicle for every and claimed to be able to offer a vehicle to suit a particular

A joint company, the Geländefahrzeuggesellschaft mbH or in which both DB and SDP had a 50% each designed the G. The chief designer was Lewinka. It was decided from the for efficiency reasons, that the new would use as much components as from both partners and body panels, engines, axles and steering come MB and SDP is responsible for the chassis and the transfer

The project’s name was H2, which for Haflinger 2, but Mercedes was reluctant to use latter as the trade name in of its great association to Steyr-Daimler-Puch. the development and testing periods, like Explorer and Ascari also considered, but this was rejected by the Executive Board of in view of the negative connotations it might have because of the colonial past in German Africa.

Finally, the neutral G, a short for the German word for vehicle or Geländewagen was chosen.

The model –in solid was prepared by SDP in April 1973 and the metal prototype in 1974, I resist in believing that any of posed any resemblance to the final

In 1975 the planning of a 100 million DM plant for about 800 employees in the compound of Steyr-Daimler-Puch in Graz, the capital, began. From the it was anticipated that the life for the new all-terrain vehicle would be no than ten years. It was also that the production should be of units a year, sufficient to a 2% of the market, with plans for to 11,000/year at a later stage. 96% of the should be exported, 90% of the total Mercedes-Benz dealers. Consequently, 10% be marketed under the Puch in Austria, Switzerland, Yugoslavia and the COMECON countries. The reason of share was that it was presumed it would be much easier to under the Mercedes badge than the Puch, except in the markets where Puch were already well

Eventually, the decisive factor to this car was the Shah of Persia’s in the project in the mid-seventies. This very important shareholder of 20,000 units for the (then) Imperial Army. When the finally had become reality the was cancelled by the meanwhile governing of the Islamic republic.

However, the could start thanks to the from the German Federal police and the Argentine Army, shortly afterwards by the orders the Norwegian military who ordered in long wheel base

The first special equipment came from the Indonesian which ordered the cars bow huge wire-cutters cutting laid down by partisans. was one of the first special requests and of them have followed the next twenty years, so the planning has become one of the most stages in the sales department in

One of the most striking special of the time was for a 280 GE LWB jagdwagen or open platform for the Saudi Arabian household. In this car, the bench sits in the boot and in its place you can find two very armchairs for the hunters to aim from.

very special order of the is the 230 G LWB Popemobile which is essentially a Station Wagon with its sliced and crowned by a Plexiglas for the Pontiff to stand and wave to the

Back in the spring of 1973, the was briefed about the development of the and in June of the same year the of the car was subject to evaluation by the Military. It was expected by Mercedes that would win the bid for supplying the new light country vehicle to replace the DKW at the end of the seventies, which was expected to to 8,000 units. However, in the VW Iltis won the contract, apparently for its of parts with the Munga and its price. The superior quality of the G was put into question, but a joint of both contenders by the Military was undertaken. The contracts from the followed only later, the time to replace the Iltis had However, we must thank GFG for not the G project dependant on the bid to supply the army. Otherwise, the G might have existed.

Initially the from the world’s armies did the production start, as the years on the number of civilian vehicles equals that of the military, today a ratio of 50/ 50.

Apart the series 460, 461 and 463, in Graz, the G-Wagen has another the 462. This version was in Thessaloniki (Greece) as CKD-vehicles knocked down). This that most of the parts delivered from Germany and to Greece and then put together

Also, some units of the have been assembled CKD in plant in Aksaray, Turkey, for the army. Another foreign of the G were the few hundred units of the 461 and 463 in RHD for internal state demand in Indonesia in the early 90s. The army also trusted the G to be its light transport vehicle. The P4, by Peugeot cannot, however, be as a mere rebadged G-Wagen. The was initially exclusively conceived for use, with fabric and hood and plastic windows could not be opened.

The P-4 has also specific seats, and a three-spoke steering wheel, but of the other parts of the bodywork are to those of the G. The 70.5 bhp 2.5 litre diesel (XD3 155) a maximum speed of 108 km/h, but to the reduced unloaded weight of kilograms the P4 has excellent off road despite the front differential not been specified in this

Eventually, Peugeot also a civil version of the P4 similar to the one. It is a short wheel soft top with fabric and doors. Under the bonnet either a 2-litre petrol 83.5 BHP or a 2.5 naturally aspirated with 75 BHP. Originally half of the P4s were fitted the petrol engine, but they all later converted to diesel, the only marginally superior with the need to supply a type of fuel during operations.

But let’s go back to the G. The prototype, finished in September was a SWB open G with petrol This was followed the year by two more, with short and wheel base. The first prototype presented in 1978 similarly to the P4, rectangular headlights and was a convertible with a fold-down and removable doors. At that it was assumed at the GFG that this version would be the best version. In reality the non-convertible as the Station with short and wheel base were the favourites (only 12% of all G’s are

On February 10th, 1979 the started in the plant of Graz, the 230G (four cylinders, and 90/102 BHP), 240GD cylinders, diesel, 72 BHP) and 300 GD cylinders, diesel, 88 BHP) and the car was presented to the press at the Paul race track near in the South of France.

The production of the 280 GE cylinders, petrol, fuel 155 BHP) followed only in 1980. All versions had a four-speed gearbox and a two-speed transfer box four-wheel-drive and front and rear locks connectable on the move. were five alternatives in to choose. Cream white, yellow, colorado beige, red and agave green. All models offered for civilian clients in Wagon with short or wheel base or convertible short wheel base and in the version, in addition to these, as with long wheel and three or five doors.

the differential locks were only offered by Puch and as optional extras. Things taken from granted as a glove compartment, a power-assisted halogen headlamps and a clock only available as options. the two spoke steering wheel and of the switches had been sourced the Mercedes transporter range, did not help an upmarket image of the G. In 1980 the offer was extended a closed van with short or wheel base but only 2 doors.

The first model followed in 1981. Now a hardtop for the SWB the 4 speed automatic transmission for the 280 GE and 300 GD), air-conditioning, alongside for the load area, a winch, for guns, additional tanks a total capacity of 30 litres in the wings, a tropic roof for hot tow bar up to 2,800 Kg, wash-wipe system for the door, a 22 colour list of metallic paints, additional Heating, Recaro sport and protective grilles for the headlights made available. For commercial use was another important option: the drive to power generators and pumps, recently being to drive hydraulic winches and avoid electric issues the car is submerged.

Until December all closed versions came a double rear door as but could be specified with a rear door. Form on, the single door became and the double rear door an optional extra until 1983. In 1982 the 230 G was replaced by the 230 GE, delivered 125 BHP thanks to a mechanical KA injection. The 230 G could still be in 90 bhp guise for special markets for time. In 1982 the standard and equipment were improved by a four-spoke steering wheel, switches and seats taken the Mercedes saloons, an enlarged tank for the wiper and washer as well as bigger tyres on light-alloy rims as well as wheel arches to accommodate

In this year the legal changed from GFG to Daimler-Benz.

success came first in by Jacky Ickx and Claude reaching the first place at the Paris-Dakar with a SWB van with a optimised aerodynamically in the wind and slimmed down by many parts. In addition a 2,8 litre engine with mechanical delivering 220 bhp was installed. This was by the successes achieved by Clay and other drivers during the years.

In 1983, the military were considerably reduced for the time and this gave the market even more Thanks to this a number of in the standard and optional equipment done in stages during Among these we can cite the four new metallic paints lapis blue, cypress manganese brown and astral an optional five-gear manual for all versions of the 280 GE and 300 GD, the 4 speed auto available as an option also for the 230 GE, switches, the high/low beam taken from the saloon an improved seat adjustment, air-conditioning, and the power assisted which was made standard for the 230 GE.

In the spring of 1984 the eight-inch-tandem-brake-servo-unit was to all models, the tarpaulin canopy at the was changed into a folding and tubeless tyres were in all the range. Also, the 280 GE received a camshaft, a modified ignition and an exhaust gas re-circulation system, to the more stringent exhaust in force then in the BRG, improved the torque’s curve but the power to 150 bhp. In June the production of the SWB van was discontinued due to low demand. The and rear differential locks, a rev the chequered trim with squares, new carpets, an improved liner, a revised instrument the central locking and a tow eye in the front were made standard to all

Among the options presented wing extensions in combination 255/75 R 15 tyres and the front heating. The 230 GE was fitted now with tappets and the 280 GE could now run on regular free fuel. In early a new version of chassis-cab with a base of 2.85 metres was for the 230 GE, 240 GD and 300 GD and aimed specially to the commercial and user or as basis vehicle for homes. A new catalytic version of the 230 GE was which delivered 122 bhp, the pre-catalyst version continued to 125 bhp.

Exclusively for the important market, the 200 GE was offered with a 2 four cylinder engine from the 200 E and a five speed and PAS as standard. In 1986 the 50,000 G was in Graz. In the next year it was to refit the power steering has been available as an option 1981 to used vehicles. The model revision took in 1987, when the 250 GD (five diesel, 84 Bhp) was presented at the IAA in in September 1987 to replace the 240 GD. The again was taken from the series and coupled to a standard transmission. The 300 GD continued to be offered but its standard four-gear transmission, the 5 speed gearbox only as an option. The 4 speed auto an option for all the models (including the 250

In an attempt to make the new model a special series of 200 units of the 250 GD in with metallic paint. The was now also offered with a base of 3.12 metres with the 2.85 metres A prototype of a closed version this wheel base was but was never taken into The standard equipment was again regulation of illumination of instrument windscreen made of laminated heated nozzles of the wash/wipe of windscreen, heated rear with wash/wipe system in Wagons, security locks for in lateral and rear doors and an for not switched off lights. Now electric (4 for the LWB Station Wagon), an automatic and a double roller blind for the cover were available as

In 1987 the G-Wagen came the responsibility of the passenger vehicle This step was almost in the process of rethinking the G-Wagen and its in the market, which culminated the launching of the 463 series.

Mercedes-Benz and began in that year the planning of an improved version of the G to to the increasingly upmarket trend of the off-road vehicles market. It was from the very beginning the new G would offer anti-lock and airbags. These were by the market and had already become equipment of Mercedes-Benz saloons. the planning it turned out that ABS was only possible in combination permanent all-wheel drive. And the system should be designed to disconnection of the ABS when driving

During the three-year period of of the new model the existing 460 series was again. As from May 1988 a new tank was now fitted as standard in the 250 GD and the 300 GD an increased capacity from 68 of the steel tank (without tanks) to 81.5 litres and an for the driver’s and the passenger seats optionally offered.

The ten year’s of the G (when some 75,000 Gs had been produced) was celebrated by with the presentation of the special 230 GE Classic: 300 units of the SWB Station in a blue-black metallic paint, a inset in the lateral rubber and an improved standard equipment included a bulbar.

Mercedes-Benz offered a 460 white Service van blue lateral strips for the repair use to the traders and branch to push the sale of the run-out 460

Finally, in September 1989 presented the new 463 series at the international show in Frankfurt. A completely interior equipment with a rear bench, interior of the bodywork, a middle console, new panel and ornamental strip in polished wood were of the comfort attributes.

Framing of the in the bodywork’s colour, a tank neck which was transferred to the side above the rear as well as changed lateral were the most apparent

But the new model also boasted technical upgrades: The G had now permanent drive with front and electro-hydraulic differential locks as as a 100 percent lockable middle lock (also electro-hydraulic). The ABS was offered as an option. The 300 GE was the most G ever offered.

The engine 6 petrol motor was, as sourced from the saloon’s W 124/126 and with 177 bhp ensured the G’s road performance The diesel engines had now hydraulic a modified air supply, an improved system and were much economical thanks to an optimised process and less weight.

During the production start of the 463 the Graz factory the production suffered considerably: Only civil versions of the G came off the line because of start-up of the new model range and a reduced on the still offered 460. the 463 type pre-production units, to evaluate the new engines brought the series but fitted with the 460 type bodywork were sold in the second-hand market. are some 230 GE and 300 GD units (engines and OM603 respectively), which are 463 in chassis and mechanic terms.

The presentation to the press of the new 463 took in the Château Lastours near in the South of France in March Just before, the production of the 200 GE and 300 GD OM617) engines was discontinued. The new range was: 230 GE (4 cylinders, injected, 126 bhp), 250 GD (4 cylinders, 94 bhp), 300 GE (6 cylinders, petrol 177 bhp) and 300 GD (six-cylinder, diesel, 113 Later on a 463 series 200 GE was again for the Italian market exclusively. All are fitted with a 5 speed gearbox as standard. The 463 was only as a SWB convertible and as SWB or LWB Station Wagon. All the body versions have been (and are unlikely to be) offered.

The list of optional looks more like the book, and includes things electric windows, auto integrated heating and air conditioning, heating, leather steering and gear lever, stainless bulbar, under carriage five different Becker systems, electric roof, arm for front seats, additional seats and the newly developed

The 460 series was discontinued in 1991. The 462 started production as CKD in Thessaloniki

In April 1992 the 461 series was This was basically a 460 series at military use as well as municipal and use. It was initially offered as a 250 GD cylinder, diesel, 84 Bhp, for the military) 290 GD (five cylinders, 95 Bhp) or 230 GE (four cylinder, injected, 122 Bhp), with a speed manual gearbox as

The 461 was aimed to land surveyors, wardens, landscape gardeners and This meant that options like electric air conditioning or leather were no available. The automatic gearbox was only available as special and the interior was now finished with mats and fabric or MB-Tex Shamefully, the front differential falls from the standard list, becoming an option, power assisted brakes and remain as standard. The additional tanks were never in the 461, since the extra of 96 litres of its plastic fuel made them unnecessary.

The 461 was as a short- or long wheel Station Wagon, or a LWB closed van or (with a 3,120 mm wheel Both the SWB and a new LWB convertibles were offered for the 461 as special factory

In September 1991 at the IAA, presented the 350 GD Turbodiesel as a 463 series cylinder, Turbo Diesel, 136 exclusively with a four-gear transmission. The 350 GD was to be marketed together the 300 GD for a while, but its launch marked the of the unsuccessful, underpowered 250 GD. In 1992 the 463 was upgraded: including the following Tempomat (only with gearbox), spare wheel in high-grade steel, stainless side steps, a boot’s and root wooden insets in the

Also in April 1992 the body version of the G was presented, the 461 pickup, with the standard LWB of mm. The cab sits two people and offers an load bed of 1,670 x 1,514 mm for a vehicle length of 4,600 mm. body has always been of the 461 series.

Mercedes-Benz G 300 TD Cabrio W463

By this time, than 100,000 G’s had produced.

In 1993 the offer in the 461 included a Chassis with cab with a wheel base of metres. For the export options chromium plated axle joint head, a central an upholstered instrument panel, a and head-rests were offered.

In a special edition of 500 units of the 500 GE petrol injected, 241 Bhp) was but only in LWB Station Wagon The two-valve eight-cylinder engine was from the 500 SE saloon and was coupled to a 4 auto gearbox and equipped a three-way catalyst. However, the differential lock was not offered, as an option.

The standard equipment of the exclusive G ever produced Amethysblau metallic paint, of wood inlays in the interior the hand brake- and gear door scuff plates of steel, a two-tone leather with electric and heated seats, air conditioning, headlights system, ABS, electric sun light alloy rims, front discs and Tempomat. For the car had also a boot cover and a windscreen.

Later in this all model names of the 463 series changed. The 300 GE was called now G 300 and the 350 GD Turbodiesel G 350 DT. The G 200 and the G 230 were only offered in markets. However, the 461 series to be named 230 GE and 290 GD.

In 1994 the second revision of the 463 series took The new G 320 (six cylinder, four-valve injected, 210 Bhp, 4 speed replaced the G300 for the German Shortly afterwards, the production of the was discontinued. From March all Gs come with standard for the driver, a starter inhibitor and remote control central

In 1995 the last of the G500 models was produced. At this however, the G500 was not the quickest or powerful of all G-Wagens so far ever This honour corresponded to the G 36 an enlarged version of the G320 produced by MB´s branch of cars, AMG and marketed through the same dealers as the rest of MB The G 36 (six cylinder, four petrol injected, 3,606 cc, 272 bhp and 4 auto) was good for 190 Km/h, 10 Km quicker than the G500.

September all G 320 and G 350 Turbodiesel received ventilated disc brakes. equipment which became was: radio antenna in the rear left window in versions, remote control of the mirror, Tempomat (G320), resistant windows, automatic of electric windows and roof the key is removed from starter, steering wheel and gear and engine coding security

Some statistics: From to 1995 a total of 130,000 of all types were produced, of 105,000 left the Graz and 25,000 were assembled in locations. 90% bear the Mercedes and 10% the Puch badge. Only 6% of the 461 end up in civil hands (94% clients) and virtually all 461´s in 1995 were diesel, only a handful of 230 GEs sold. regard to the 463 series, in 1995 60% of the Gs were G 350. Being the 40% G 320´s. The preferred body in a 463 is the LWB Wagon (60% of total followed by the SWB Station (28%) and the with 12%.

In 1996 presented at the International Off-Road in Munich the convertible G with folding roof and the G 300 DT (six four valve turbo intercooled, 177 Bhp and exclusively to this an electronic automatic 5 speed which was to replace the G 350 DT.

The revised equipment included: headlamp system, passenger’s airbag, a left outside mirror and also for the diesel version.

presented the 461 series chassis-double cab a 3.4 metres wheel base) for commercial use. In the following the range of engines offered for the 461 was limited to the 290 GD naturally aspirated engine with 95 bhp. The engine was discontinued due to poor but now it was possible to order a driver’s in the 461 as an option.

In 1997 for the IAA in Frankfurt the 461 be specified with electric and Tempomat (only with gearbox) and in the 463, the new G320 3 valve and 2 spark plugs per petrol injected, 215 Bhp, 5 electronic auto gearbox) over the in-line 6 engine.

In the 290 GD Turbodiesel taken from the van (five cylinder, Turbo direct injection intercooled, 120 4 speed auto gearbox) the naturally aspirated diesel The new engine was exclusively coupled to a speed auto. As optional the air-conditioning with air recirculation was

Shortly afterwards the 463 series all new G 500 3 valve petrol injected, 297 5 speed electronic auto was introduced. The new model is good for than 125 mph and offers levels of unknown to cross-country vehicles, among other: electric front seats, a standard and root wood inlays, an regulated five-gear automatic a standard air-conditioning system, reversing sensors for parking an optional navigation system, a telephone pre-installation and heated seats.

In contrast to the 500 GE of 1993 the new is available in all model versions i.e. as Station long, short and as convertible and this the front differential lock is Shortly after, MB is offering the G 55 AMG an enlarged version of the G500´s to 5,439 cc and 354 bhp which somehow to replace the G 36 AMG.

The G 500, the G 320 and the G 300 are still on offer. In March to commemorate the G’s 20 years the special model G 500 Classic was to the press in Graz limited to 400 (6 in RHD), with the following equipment: A special almadin metallic paint, two-tone leather, decorative fittings in exclusive to this model, in car’s colour with the Classic in the lateral strips.

As the summer of 1999, all models are with the multifunctional steering of the current saloon’s range of which enables the driver to the radio and the telephone as well as the display panel without his hands from the steering

In October 2000 Mercedes in the Paris motor show the new CDI (V8, 4 valves per cylinder, pressure injection pump, rail, turbo diesel, 250 HP and a monstrous torque amounting to 560 Nm 1.700-2.600 rpm). Unfortunately, the has arguably the worst fame due to its of reliability and durability, especially in units made before

In July 2001 Mercedes the G270CDI, to replace the celebrated Turbodiesel, retaining the latter’s while noticeably reducing the consumption, benefiting from the Common Rail technology. The new (5-in line, 4 valves per high pressure injection common rail, turbo intercooled and 167 CV) came to provide the G with the long-awaited balance performance and fuel consumption, able to propel the G from Km/h in only 13.2 and giving it a top speed of 165 Km/h, a mixed fuel consumption of 10.9 per 100 Kms. Back the G-Class offer included the 270 y 400 CDI as and the G320 V6 and G500 V8 as petrol All were offered as short and Station Wagons and Cabriolet electro-hydraulic hood, except the which was not offered as the latter.

Simultaneously, the W461 290 GD Turbodiesel was by the G270CDI Greenline. Unfortunately, the would never again be to civilian customers, being addressed to armies, NGOs and state customers. With the the W460/461 is definitely abandoned, and it the VG80 transfer case, determined the rear-wheel-drive with front axle. In the new Greenline the W460/461 type bodywork is to the chassis, engine and drivetrain of the including its VG150 transfer so that they now enjoy four-wheel-drive with fully centre differential. Therefore, the specifications of the Greenline are similar to of the civilian G270CDIs.

The G 461 Worker to the Greenline but offered for civilian is also offred, but only to and state clients.

Beginning Mercedes decided to offer the in the normal G-Class range. the G500 was sent to Affalterbach Graz for the technicians of the tuner by Mercedes to convert them, in any of the bodies on offer, into the G55 AMG 4 valves per cylinder, petrol 354 HP and 525 Nm at 3.000 rpm). Unfortunately, the inclusion of the G55 AMG into the standard Mercedes opted for offering the AMG as Station Wagon with mm wheelbase. As far as the other models is the offer remains unaltered.

In May the new G55 AMG Kompressor came to replace the aspirated version as top of the range. The new delivered 476 CV at 6.100 rpm and 700 Nm torque 2.650-4.500 rpm, figures proper of a super car than of an vehicle.

In June 2006 launched the G320CDI to replace the two diesel model s on offer, the and the G400, and that was to be offered in all bodies. The G320CDI (V6, 4 per cylinder, high pressure pump, common rail, diesel, intercooled, 224 HP and 5460 Nm 1.600-2.400 rpm), practically the G400 performance figures but the fuel consumption of the G270CDI seconds in the 0-100 Km/h 180 Km/h top speed and a mixed consumption of just 11.5 per 100 There were also a of improvements, most important of were the 7G-tronic automatic the bi-xenon headlights and the fog lights turning effect, the synthetic ARTICO upholstery, ISOFIX in the row of seats and three anti-scratch paints.

Additionally, the Greenline gets the new V6 in lieu of the one from the In this case, the engine is the same as that of the civilian model, but with different being named G280CDI and 184 HP at 3,800 rpm y 400 Nm between 1.600-2.600 Also, Mercedes-Benz developed a of 3 axle prototypes for evaluation by the army, with 3,120 mm between the fist and second and 1,110 mm wheelbase between the and the third and four fully-lockable This version is offered to any that might be interested in it.

In 2006, the G55 AMG Kompressor received a in power to 500 CV at the same rpm, its torque figure unaltered. In 2007 the G-Class gets a that includes a new redesigned featuring the COMAND APS, LED light clusters and, CTV camera connected to the reverse and a tyre pressure monitoring from the driving seat.

In 2007 the new Popemobile is presented, a wheelbase convertible based in the and finished in Vatican mystic with hand rails and windscreen.

In May 2008 a new version of the G is The new model adopts the grille to other models of the Mercedes-Benz of vehicles. But the real news is the new engine, with 5.5 litres and a hike from 296 to 388 CV and 530 Nm torque. figures authorise an acceleration 0-100 Km/h in just 5,9

In June 2008 a new G55 AMG Kompressor, the new grille and enjoying an increase in to 507 CV, again keeping its torque unaltered.

It is currently possible to buy a W461 worker for civilian in Germany as a private buyer. this is not possible in the vast of European markets.

Currently it is that the Mercedes G will end in 2014, once the celebrations for the anniversary are over. But it wouldn’t be the time that the thousands of fans worldwide compel to reverse a decision already In the meantime, let’s dream it!

Mercedes-Benz G 300 TD Cabrio W463
Mercedes-Benz G 300 TD Cabrio W463
Mercedes-Benz G 300 TD Cabrio W463

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