2019 Mercedes G550 – Four-Door, Five Passenger SUV. 2019 Mercedes-Benz G550 – Drive, Interior and Exterior. Subscribe.
2019 Mercedes G550 Technical Data:
Steering Type: Hydraulic assist recirculating ball
Front: Rigid Axle with longitudinal and transverse links, coil spring, shock absorber and torsion bar
Rear: Rigid Axle with longitudinal and transverse links, coil spring and shock absorber
Engine: Type 4.0L V8 biturbo
Engine Material: Aluminum-Alloy
Valvetrain / Arrangement: DOHC, 4-valves per cylinder
Displacement (cc): 3,982
Horsepower @ rpm: 416 @ 5,250 – 5,500
Torque @ rpm: 450 @ 2,250 – 4,750
Redline (rpm): 6,300
Transmission Type: 7G-TRONIC 7-speed automatic transmission
Shift Controls: Wheel-mounted shift paddles
0-60 mph (sec): 5.9
Top Speed (mph): 130 (electronically limited)
In the new G 550 a high-performance 4.0-liter V8 gasoline engine ensures powerful propulsion. The new biturbo produces an output of 416 hp and a maximum torque of 450 lb-ft at 2,000 to 4,750 rpm, which is carried over from the previous model.
For the transfer of power, the 9G-TRONIC automatic transmission with torque converter was specifically adapted to meet the needs of the off-road icon. The developers have managed to reduce the shift and response times of the 9-speed transmission by means of a dedicated software application. The wide transmission ratio not only makes driving quieter and more comfortable especially at low engine speeds, it simultaneously also contributes to reducing fuel consumption.
As standard the G-Class is now fitted with electromechanical rack-and-pinion steering, which now allows driving assistance systems such as Parking Assist to be implemented. In addition, the electromechanical steering uses less energy than a hydraulically assisted steering system. Depending on the driving mode, one of three sets of steering characteristic lines, namely Comfort, Sport and Off-road, comes into effect. This ensures a comfortable or sporty steering feel on the road, but also straightforward and precise feedback in unpaved and demanding terrain – always paired with sufficient steering power assistance. In a nutshell: as direct as possible, as indirect as necessary.
The primary goal of development was to redefine the quality of handling both on and off the road. This goal has been achieved: the new G-Class performs even better off-road, while on the road it is significantly more agile, dynamic and comfortable than its predecessor. Thanks to its standard ladder-type frame, the three 100-percent differential locks and LOW RANGE off-road gear reduction, the G remains a true G.
The new suspension emerged from the collaboration between Mercedes-Benz GmbH and Mercedes-AMG GmbH. The result is an independent suspension with double-wishbone front axle in combination with a rigid rear axle. As part of their work, the engineers had the task of fighting for every inch and millimeter, because off-road capability requires maximum ground clearance. The raising of the axles makes a decisive contribution in this respect, while requiring a strut tower brace in the engine compartment to achieve the ruggedness objectives.
The components of the double-wishbone front axle are directly mounted to the ladder-type frame without a subframe. The lower wishbone’s attachment points on the frame in Z-axis are positioned as high up as possible. This arrangement ensures good drivability beyond the asphalt. Specifically for the G-Class, the new front axle is designed in such a robust way that the off-road performance and off-road capabilities of its predecessor are improved.
Equipped in this way and with a ground clearance of 10.6-in to the front axle gear, the G-Class provides plenty of potential for maximum assertiveness and driving pleasure in harsh terrain. The figures speak for themselves (below figures vs. previous gen):
– Slope climbing ability of up to 100% on suitable surfaces
– Ground clearance between axles now 9.5 inches (+ 6 mm)
– Maximum fording depth now 27.6 inches when driving through water and mud (+3.9 inches)
– Breakover angle of 26°, (+ 1°)
– Angle of departure: 30°, angle of approach: 31° (+ 1°)
– Thanks to the independent suspension, it was possible to improve the rigidity of the body’s front end. A strut tower brace, known as a suspension bridge, now connects the front strut towers, which increases the torsional rigidity of the ladder-type frame.
At the rear, in contrast to the predecessor, the new rigid axle is controlled by four trailing arms on each side and a Panhard rod. This makes normal driving on the road even more comfortable. In terrain, the rear spring jounce of 3.2-in and rebound of 5.6-in plus the ground clearance of 9.5-in to the rear axle gear help to ensure a safe ride even in extreme situations.