The Mercedes-Benz Gelandewagen, often referred to simply as the Mercedes G or G-Wagen, has found it's way into all three major 4WD vehicle sectors: consumer, commercial, and military. This has been key to the G’s continued success as a product of the highest level of quality and performance. The cost of building a vehicle that is 70-percent handmade is staggering. However, by adapting quickly, as the vehicle also does to varied terrain, Mercedes has kept the G-Wagen a valuable tool. Just one year into production, the Gelandewagen was being produced in more than 40 different versions. It has become a legend, whether defending the peace, winning multiple Paris-Dakar trophies or carrying the pope. Countless successful expeditions have earned the Mercedes G it's status as one of the best overland expedition vehicles ever conceived. A strong sense of values, such as an emphasis on safety, quality-of-build using commercial truck components, and an unmatched balance of performance, allows the G to captivate those fortunate enough to have relied on one as a travel companion.
In 1926, Daimler-Benz introduced the G1, which featured rigid axles, leaf springs, and a pressed-steel frame. It was thus a stouter platform from its inception than the 170-based predecessors.
The model designation G originated during the research and development phase, when it was referred to as a “cross-country vehicle,” or “Gelandewagen” translated from German.
The G1 was short-lived, and only six were ever produced. It was used as a prototype for the higher-production G3/G3A, of which more than 2,000 were manufactured between 1929 and 1935, primarily as part of the German war effort. The G3 platform incorporated three axles, one forward and two aft. The G3s, astonishingly, featured locking differentials in both rear axle and half-track versions were also produced. In 1934, Daimler-Benz released the G4 as a larger, longer version of the G3 series, featuring up to 110 horsepower with three body styles. Followed finally by the G5, the series would see it's end once Germany fell to allied forces. The G5, built as a car version with a production of 606 units and a truck version that totaled 4,900 units, offered some interesting technology as well. The engines were tuned for maximum torque just above idle to assist crawling through difficult terrain. The first-gear ratio, a staggering 722:1, yielded an impressive 64-percent climbing ability even when burdened by a full load of cargo. Truly the ultimate vintage 4WD, the G5 became the starting point for the legendary Mercedes L-series AWD trucks, produced until just recently. In the 1950s, the Unimog combined elements of this series with the farming tractors of the day to morph into yet another timeless design. But the G series would not be revived for much longer, and mostly by chance.
The Gelandewagen was reawakened as a design in 1973, conceived as a commercial- and military-grade vehicle that could also be marketed to civilian consumers. The first production code was H2, once Steyr-Daimler-Puch of Graz, Austria became involved with the project. SDP was chosen after careful review of several potential sub-contractors including the large commercial European maker MAN and even General Motors. At the time, the SDP production facilities were busy assembling more than 2,000 bicycles and 1,000 motorcycles every day. Four-wheeled vehicles would become SDP’s mainstay business during the 1980s. (The conglomerate was broken up in 1990, and Steyr’s automotive production division sold to Canada’s Magna Industries; it’s now known as Magna Steyr.) The Steyr end of the business had produced a wide variety of products, from firearms to large commercial trucks. That experience was applied directly to the production of the G.
An advance 20,000-unit order from the Shah of Iran, the largest shareholder of Mercedes-Benz in the 1970s, got the ball rolling toward production of the first Gelandewagens. After the Shah’s sudden overthrow during the Islamic Revolution of 1979, the order was abruptly cancelled, so Mercedes and Steyr-Daimler-Puch looked to establish contracts with the German Border Patrol. Elsewhere, the Argentine Army was preparing to embark on the ill-fated Falklands campaign, leading to a large order. Later, NATO, as well as the Norwegian, Belgian, and Greek militaries, submitted orders too, viewing the G as a step forward in cargo capacity, personnel safety, and ability to be airlifted directly to and from the battlefield. Similar to other military contract spec-based vehicles, the G can be stacked in a jet cargo plane to maximize use of space. These were, and still are, important concerns for military customers, and the clearly defined symmetry of the G body style stands as testament to the engineers under pressure to comply. For the civilian market, the 1979 G-Wagen was launched with three body styles.
The chassis offered were a short-wheelbase (SWB) two-door hardtop, a SWB convertible pickup, and a long-wheelbase (LWB) five-door wagon. The following year, a van version was added, and an open-chassis truck soon after. Many of the driveline components were sourced from the ranks of Mercedes’ own commercial transport product division; other influences came from the recently acquired Hanomag Company. With the engineers from Mercedes, Hanomag, and SDP all cooperatively working on the H2 project, success was hardly a surprise. By the time the wood models had been turned into clay, followed by a series of different test mules, the resulting production G series featured a unique combination of comfort, on-road performance, safety, and off-road prowess. The vehicle was equally at home traveling the Sahara, crossing boulder fields in the Americas, or cruising on the Autobahn.
Stark differences from previous 4WD vehicles could be found on the first of the G production vehicles. Front and rear differential locks, for instance, were not available on other production vehicles, nor was a transfer case capable of shifting between low and high range while moving. The latter feature meant momentum was not lost in critical situations, such as during a soft sand crossing: The more a vehicle loses forward momentum, the more likely it is to sink or exceed possible traction. If the driver has to stop in the middle of a crossing to shift to low range, he may already be beyond hope of extracting the vehicle. Of course, a seasoned driver will shift the vehicle into low range before entering the difficult stretch, but having the ease of selection on the go is certainly an asset, and even experienced drivers can be caught unaware of changing surface conditions. Geometry in frame shape, suspension components, and axles was designed with an emphasis on maximum traction and control, but without a loss of driver feel. The center of gravity on the G was kept low with careful placement of components within the boxed steel frame. This allowed for the boxy, utilitarian bodywork, which to the casual observer might appear top-heavy. It truly works, and Mercedes, in 1979, included a 54-percent side slope diagram in brochures. A wider track than many previous SUV-type vehicles—1425mm (56 inches)—also gave the G very stable underpinnings. Approach and departure angles were 36 and 31 degrees respectively, allowing the G to maneuver over large obstacles. Once on an incline, the G could continue climbing a grade of 80 percent. Many different ring and pinion sets were offered, up to 6.17:1, which yields a 98:1 crawl ratio.