At the request of those who read, I will write a little about the shortcomings of a car of this brand. The most basic thing that you immediately feel when changing to Gelik after a modern sedan or SUV is a stiff suspension with huge unsprung masses of continuous bridges, rolls in corners and buildup on bumps. The suspension of a typical army jeep is not able to cope with the increased speeds and ambitions of the driver - the car shudders on potholes, it throws up on bumps, the interior creaks. At high speeds, the car starts to scour, it’s not comfortable to drive over 140 - it’s hard to keep the car in the dimensions of its lane if there is rutting on the road, the wind whistles around the square body, before each, even smooth turns, you need to slow down, high-speed cornering is contraindicated for Gelend, it’s not enough In addition to being blown to the outside of the road, it’s also possible to roll over as there is nothing to do - a very high center of gravity and a relatively narrow track. In general, on the Gelend road, this is a typical bridge frame jeep of the 70-80s with all the ensuing pluses on the road and minuses on the pavement.
Also, among the shortcomings, one can note the weight of the car, which interferes with the conquest of off-road on soft soils - the curb weight of the G500 is about 2350 kg, despite the fact that the car is only 4.64 m long with a spare wheel, without a spare wheel 4.35 m. The Germans did not spare metal on Gelend - the box-section frame is more powerful than that of the TLC 80 and 105, the body is massive from thick sheet iron - the thickness of the metal of some elements of the bottom and frame reaches 2 mm, and there are many hidden amplifiers in the body, incl. and on the roof. Also, do not forget the mass of the V8, automatic transmission, RK and universal joints (they are the same size as the GAZ-66), the bridge beams are also not light. In general, the car is strong, but heavy - but not every tow truck will lift it)))
More disadvantages:
Less reliable than on older models is the electro-pneumo-hydraulic locking drive, which replaced the simple hydraulic one with lever control, and not with buttons as it is now. I had to simplify something in the electronic part of the interlock drive (I smoked wiring diagrams for three days) - now they turn on at any speed in any order, even with the engine not running.
A relatively weak intermediate CV joint driveshaft, usually by 130-150 thousand kilometers (especially on powerful cars) CV joints require replacement (about 5-7 tr per piece - there are 2 of them). I have this entire shaft (assembled about 50 tr) was replaced by the previous owner half a year before me, which I am frankly glad about.
Although all the electronics are located high, the generator is located quite low and therefore the depth of the ford, according to the factory data, is only 60 cm, although it is more than a meter to the engine air intake, well, at least a sudden water hammer does not threaten it - it will stall itself earlier.
The resource of an automatic transmission before overhaul is usually 200-250 thousand km, then repairs cost from 70 thousand rubles, although some cost the so-called "soft repair kit" and flushing with oil and filter changes, which is much cheaper (about 30 tr) and that allows you to stretch another 80-100 thousand.
Generic disease of engines M112 V6 M113 V8 tendency to appetite for oil after a run of 150-200 thousand km. This, as a rule, is not piston wear, the valve stem seals are simply tanned, and the crankcase ventilation is clogged. All this can be treated fairly quickly and inexpensively. Also, by 250 thousand km, the timing chain with shoes and tensioner usually requires replacement - it is also not difficult to be treated. I haven't seen any signs of wear on mine yet.
Hydraulic lines for brakes, lock drives, automatic transmission cooling systems are laid with galvanized steel tubes - after 20 years of intensive, incl. winter operation may require replacement due to corrosion (if religion allows, you can add our copper ones).
The resource of wheel bearings is not infinite; with discs with abnormal overhang, they may require more frequent replacement and adjustment with lubrication. With normal native wheels, these bearings usually nurse up to 300-400 thousand km.
Also, the crosspieces of the cardan shafts require regular injection, at least once every 5 thousand km, otherwise an expensive repair of the cardan shaft will be required (the crosspieces cost more than 3000 rubles) with subsequent adjustment.
Another of the chronic sores: rusting of the axes of the door hinges without timely lubrication, wear of the axes of the windshield wipers, problems with the sealing of the sunroof and the souring of its drive mechanism, and even with age, some more small jambs creep out ...
The first representative of the G-class with the W460 index was introduced in 1979. The car was developed primarily for military needs. The SUV turned out to be simple, durable and reliable. At first, weak engines and modest equipment were used. The first Gelandewagen did not have a turbocharger, electronics, catalyst or ABS.
Over time, the G-class has changed beyond recognition, despite the fact that it retained its characteristic angular body. The W463 debuted in 1989 and was aimed at more sophisticated customers who wanted a vehicle that underlined their status while still being daring off-road. The main feature is the rich equipment, which includes almost all the possible amenities available in luxury cars (at that time).
Gelendvagen is a very expensive car in the secondary market. For a 25-year-old SUV on the go, they ask for a little less than 600,000 rubles! The restyled versions, which appeared in 2000, are estimated by the owners at almost 1,000,000 rubles! The most expensive copies are exhibited for 5-6 million.
What do they offer in return? Prestige, a sense of security and freedom of movement even on rough terrain. The youngest and most expensive copies will delight you with luxurious modern equipment.
This giant impresses at first sight. The machine is about 4.7 m long and almost 2 m wide and weighs 2.5 tons. A large body is spacious, but maneuvering in a limited space is not an easy task. Moreover, the view back is very limited.
The SUV has a permanent four-wheel drive, gearbox and locks. The body rests on a solid frame to which a simple suspension with rigid axles is attached. A car shod in "field tires" copes well with off-road. But lovers of hard off-road better pay attention to the simpler and spartan versions of the 460 and 461 series (since 1992).
Mercedes G-class - very expensive to maintain. It is necessary to spend a lot of money and time on routine inspections and maintenance (every 10,000 km). And the list of regular procedures is very wide. Eliminating even simple faults is associated with high costs. Parts are not cheap at all, and in services they prefer to wind up price tags. In addition, it is difficult to find an experienced mechanic who is familiar with the peculiarities of the repair and maintenance of the Gelendvagen. But this is very important. For example, neglecting the care of the steering knuckle of the front axle leads subsequently to high costs.
Engines
The range of motors for more than 25 years of history is very diverse. For impressive weight and dimensions, only the most efficient engines are needed. But the first Heliks sometimes lacked power.
The most modest gasoline aspirated M102 (2.0 l / 113 and 2.3 l / 126 hp) is distinguished by short-lived camshafts and a timing chain, which wore out after 100-150 thousand km. And after 100,000 km, due to aged valve stem seals, oil consumption increased.
The 3-liter M103 (R6 / 170 hp) uses a not very reliable single-row chain and a capricious KE-Jetronic injector - few people know how to repair and tune it.
The M104 superseded the M103 in 1994. It is a fairly reliable atmospheric R6 (211 hp), but suffers from oil leaks from under the cylinder head and the oil filter heat exchanger housing. In addition, the engine control wiring dries out with age. Isolated cases of overhaul sometimes occur after 500-600 thousand km.
In 1998, the M104 was replaced by the M112 (V6 / 215 hp). This motor is prone to increased oil consumption due to aging of oil seals, natural wear of the cylinder-piston group and a faulty crankcase ventilation system. The chain nurses more than 200-250 thousand km.
The 5-liter gasoline V8 M113 is the M112 with an additional pair of cylinders. It has similar problems to the M112. The chain resource here is also over 200-250 thousand km. With high mileage, major repairs may be needed - more than 200,000 rubles.
M273 (388 hp) replaced M113 in 2007. It is characterized by wear on the intake manifold and timing drive (chain stretching and gear wear). In addition, sometimes there are seizures in the cylinders.
M137 (V12 / 444 hp) was installed on a limited series of top-end AMGs in 2002-2003. The engine failed. Problems were delivered by the ignition system, the unbalanced cylinder operation control system, the deactivation system for the left row of ZAS cylinders, the current heat exchangers, and the pull-out thread for the cylinder head bolts.
Atmospheric diesel engines OM602 and 603 are real millionaires. The main thing is to monitor the health of the cooling system so as not to overheat the engine - then you will have to change the cylinder head.
The 3.0 TD / 177 hp is also considered quite reliable. (OM 606). After 500,000 km, there are episodes with wear of the connecting rod bearings, in addition, the K40 relay unit regularly fails - soldering is necessary.
The 270 CDI and 400 CDI, while much more dynamic and fuel efficient, will require higher repair and maintenance costs.
In the 5-cylinder turbodiesel 270 CDI (OM612), problems sometimes cause flaps in the intake manifold and cylinder head. The high-pressure fuel pump can also fail - 14,000 rubles for repairs.
4.0 CDI (OM628) - perhaps the most complex and specific. It is demanding on the quality of fuel, and is also prone to overheating (the sleeve or cylinder head may burst). Injectors, injection pump, turbocharger and timing chain may require attention after 200-250 thousand km. To replace faulty equipment, you will have to spend more than 200,000 rubles.
3-liter OM 642 (211-245 hp) is the only diesel in the line since 2006. Up to 200,000 km, a turbodiesel does not cause problems. After that, it may be necessary to replace the turbocharger, injectors or an extended timing chain. Sometimes the exhaust manifold collapses, pieces of which damage the turbine blades.
It is worth noting that in addition to the characteristic problems, many engines have already been affected by time: all kinds of sensors, relays and control units fail, the wiring dries up, attachments wear out, air leaks appear.
Transmission
Manual transmission is found only on the first Heliks with gasoline M102, 103 and diesel OM602, 603.
4 and 5-speed automatics (722.3 and 722.6 respectively) are maintainable and hardy. 722.3 is able to go without intervention up to 500,000 km, and 722.6 - up to 300,000 km. Diseases of age-related automatic transmission are the most common. For repairs, you will need 80-100 thousand rubles.
Since 2006, together with the OM642 turbodiesel, and since 2007, together with the M273 gasoline, they began to install a 7-band automatic 722.9. It is more modern, but less hardy and more expensive to repair, which may be needed after 100,000 km. An electrician and a torque converter are brought in (50-100 thousand rubles).
Loss of oil in the transmission is a common phenomenon. With age, the front axle begins to buzz. The rear axle is much stronger. Almost 200,000 rubles will be asked for the bulkhead of one bridge.
Vibrations in the transmission after 200-250 thousand km, as a rule, are caused by wear of the crosspieces of the front or rear driveshaft. The restoration of one cardan will cost 15-20 thousand rubles. Vibrations can also be caused by worn CV joints of the intermediate cardan shaft. The cost of the original shaft is about 110,000 rubles. Fortunately, specialized services are able to restore them.
After 250-350 thousand km, the transfer case may give up: bearings and gears wear out. For restoration repairs will have to pay more than 40,000 rubles. With age, the pneumatic control of the locks begins to fail.
Chassis
Front knuckles require regular maintenance. By 250-300 thousand km, they will need a bulkhead - about 20,000 rubles.
With age, the steering damper weakens (4-8 thousand rubles), and from old age under heavy load, the thrust of the front axle panhard can collapse (26,000 rubles for the original).
High weight accelerates the wear of the brake system. The front discs will barely last 30,000 km. Moreover, the regular braking system is not effective enough. It is better to install brakes from the top version of AMG.
After 15-20 years, the brake lines rot. For a new set, you will have to pay 15-20 thousand rubles. After a while, it is the turn of the vacuum brake booster and the master brake cylinder. As it turned out, with virtually no modifications, you can install an analogue of the complete unit from the UAZ Patriot worth 9,000 rubles.
Body and interior
Traces of corrosion are found on the body and door hinges after 5-7 years. On older cars, rust attacks the rear welds, sills, windshield frame, and tailgate. After 15-20 years, the body and shock absorber mounting brackets, as well as the rear spring supports, rot and fall off the frame. Attention should also be paid to the metal bands for fastening the fuel tank. Short-lived and iron exhaust system. Gelendvagen requires regular cosmetic repairs.
Often adds problems and the hatch - starts to flow. Drains need to be cleaned periodically.
Many owners complain about the insufficiently efficient heating system. Sometimes an additional pump is to blame for this - about 4,000 rubles. On pre-styling cars, the stove tap often starts to leak - about 9,000 rubles. If, however, the stove motor fails (4,000 rubles), then it will take all day to replace it - the mounts are located in the engine compartment, but it is not easy to get close to them. After restyling, the mounting scheme was changed, and replacement is not very difficult.
Electrician
Often the electrician is junk, and the driver is haunted by error messages. It is especially characteristic for cars of the end of 2000-2002. Pre-styling versions are less problematic in this regard, as they are devoid of complex and capricious electronics. However, with age, wiring inevitably deteriorates, relays burn out, contacts oxidize, and microcracks appear on the tracks of electrical circuit boards.
Conclusion
The Mercedes G-Class is a car for a narrow target audience for a number of reasons. First, it costs a lot and is far from cheap to maintain. Secondly, he loves power. Doors, accelerator pedal and steering require a lot of effort. The SUV is more suitable for those who like to stand out. For these purposes, the AMG version is especially good, which is monstrously expensive.
As you understand, it is not possible to consider all the motors and modifications that have been over the past 35 years, and therefore you will have to limit yourself to the W463 series, starting in 1997. Of course, this time period for a car that has gone through several restylings and many current changes, sometimes very serious ones, is very long. And the accuracy of the description of the design will suffer from this. But I will try to pay attention to the main issues that arise when choosing and operating such a machine.
Body and interior
Like any car of this brand, Gelendvagen is well conceived and well executed. By the standards of 79, of course. The design of this machine has changed little over the years, and all the "bugs" have long become just "features". Therefore, do not be surprised at the simple fact that this is the most “rotting” Mercedes of all, that the outer hinges of the body can leave rust streaks on light paint on a one-year-old car, that the windshield frame often has almost penetrating corrosion by the age of five, that the bottoms doors and the roof groove area by the same age are all in “bubbles” ...
Short-wheelbase cars and convertibles are free from such trouble as body cracking in the rear, but the bulk of cars with a five-door body are at risk. Falling off moldings and seals are the rule rather than the exception. They say that older cars were better protected from corrosion, but it's hard to believe, because there are a lot of cars on the market with holes in the floor and thresholds.
On older machines, the frame can corrode to the point where operation is already contraindicated. This is especially true of a variety of "former military" cars with a W461 body and "Asians" - cars from Saudi Arabia and the United Arab Emirates. It is especially unpleasant that the VIN number is located just on the frame in the area of the front wheel arch, which means that this area will always be humid, hot, and even sandblasting and stone impacts are not uncommon. After the number is damaged, the car can no longer be registered normally.
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In the photo: Salon Mercedes-Benz 230 G Cabrio (W460) "1979–82, saloon Mercedes-Benz Cabrio (W460)" 1979–87, saloon Mercedes-Benz 500 GE (W463) "1993, saloon Mercedes-Benz G 500 LWB (W463)"1998–2002, Mercedes-Benz G 400 CDI Cabrio"2002-2006, Mercedes-Benz G-Klasse (W463)"2015
An even greater “not uncommon” is criminal cars whose number is interrupted, since Gelendvagen is the only place where the number is filled so thoroughly. The numbers on the bridges are not entered into the database, the engine number is also not taken into account now, and the body number is a plate on the casing of the stove air intake under the hood, which will easily fit on a new body if you have to change it. If the corrosion of the frame goes too far, then I'm afraid I'll have to buy a new one, for at least half a million rubles. I repeat once again: this is a licensed part, here you need to understand the seriousness of the situation.
Chassis
However, do not think that the suspension is eternal. The reliability of the machine is based not only on the quality of the design, but also on the regularity of maintenance. And this machine requires regular maintenance. Here, for example, continuous bridges - they are here both in front and behind. According to the majority of owners who do not bother with technical nuances, "there is nothing to break there."
The more serious the shock when it turns out that the oil needed to be changed regularly, the hinges in the front wheel drive should not only be lubricated, but also monitor the integrity of the anthers. Yes, and the bearings of the gearboxes in the axles can fail, and the consequences are the most unpleasant, up to replacing the axle assembly if the seat is damaged. Even the springs here, imagine, are not eternal, especially if all five people often drive in the car, and even with a load. The rear ones often sag already at a mileage of 60 thousand, and even by a hundred, checking the front and rear springs and shock absorbers is almost mandatory. The fifth shock absorber, the steering damper, can add more trouble. Without it, the car loses those crumbs of controllability that the Stuttgart engineers were able to instill in it.
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Suspension position sensors and ABS wiring under the frame also often fail. The reason is generally clear - such fragile parts are completely "disposable" on the road, it is almost impossible to protect them from stone impacts. If you start the suspension, then you will have to change the powerful levers themselves, and even the frame traverses, they can be broken by the “divergent” lever to the point where the new rubber-metal hinges can no longer be saved. However, you need to try to combine a completely negligent attitude towards the car with serious off-road driving. With more or less typical operation, the suspensions are indicatively reliable, not like cars.
Cardan shafts do not tolerate neglect. There are two main ones, and even an intermediate one - from the gearbox to the transfer case. Spiders require regular lubrication and maintenance, and if this is not done, then vibrations and shocks in the transmission will soon begin. And if it is very unfortunate to jump over the stones, then the cardan shafts themselves can be disabled. And if the cost of a set of crosses is not so great, about ten thousand rubles, then each of the two cardans costs more than one hundred thousand. By the way, according to unconfirmed reports, crosses from the Gazelle are suitable here. Yes, among the owners of the legendary jeep there are those who are looking for ways to reduce the cost of operation, try not to wince so obviously now.
Electrician
Here I will limit myself to mentioning that on a five-year-old car you can find broken door wiring. And on a ten-year-old, replacement of entire harnesses is sometimes required. The reasons are different - from initially not the most successful wiring to the operating mode. The engine compartment harness does not like trips through dirty water and sand getting into the corrugations, but the salon harness does not like moisture due to the ever-leaking back door and washing the interior “out of a hose”. In general, a car manufactured after 2000 will most likely require the intervention of an electrician in the near future after purchase, but it is equally likely that the price of the work will be low, because there is absolutely classic wiring without fashionable “optics” and SAM blocks. If something is broken, then you can fix it with a “control” and a head on your shoulders.
transmissions
Probably, Gelendvagen tried on all the automatic transmissions that Mercedes has produced over the past thirty years. The vintage 722.3 and 722.4 were briefly replaced by a five-speed 722.5, which was replaced without regret by an electronically controlled 722.6, and it has long been changed to a more fashionable 722.9. Actually, a lot has already been said about all these automatic transmissions in the reviews, and. Up to 722.5 - these are classic hydraulic machines without unnecessary electronics, very simple and reliable. But to understand the work of the governor and set it up, find a malfunction - this is not for you to read numbers in the scanner. And the last in the 722.5 series suffers from a problem with fifth gear, this is a purely mechanical miscalculation.
With 722.6 it all depends on the year of manufacture. Initially, this is actually a beta version of a new product, and only since 2001–2002 is it already one of the most reliable five-speed automatic transmissions. But 722.9, it seems, will not be brought to a state where the owners’ hair will stop moving from the word “hydroblock”. So it's best for them to just not know about the existence of such a part and enjoy the fact that their cars are equipped with an ultra-modern and durable box. By the way, owners of cars with a box of 722.5 and early 722.6 know such an interesting “glitch” as a freezing automatic transmission. This means that in the cold, and even with a diesel engine, the car will not go anywhere if it does not warm up for half an hour or at least ten minutes. It's just that the lever will not pull off, and 722.4–722.5 will not switch for the first few kilometers. I've never had any problems with manual transmissions. In addition, cars on the "mechanics" are vanishingly few.
Here are the rest of the transmission troubles in the form of razdatka and blocking can spoil a lot of nerves. Vacuum, hydraulic and pneumatic drives have a bad habit of being poorly diagnosed in the hands of modern "masters", which means that the owner will have a hard time. The iron itself is quite strong - you need to try very hard to break it. But for some reason, there are always those who wish, and when faced with expensive repairs, they prefer to sell the car. There are quite a lot of such “problematic” ones: somewhere the system does not work at all, somewhere it does not work partially. It is worth checking the reliability of blocking and unlocking in advance, because driving on blocked bridges around the city is not only unpleasant, it is dangerous and will certainly lead to transmission breakdowns.
Engines
Old school The G-class also got all the main series of Mercedes engines. Moreover, it is noticeable that healthy conservatism was present in the line of units. So, much later than cars, the jeep switched to multi-valve engines and distributed injection, and in general, the engines always turned out to be less forced. Nowadays, it looks a little strange, but in fact the decision is absolutely right - games with maximum power are not so important for a heavy car, but traction and reliability are a priority. Engines produced in 1979-1994 are unlikely to be seen in perfect condition. No matter how reliable the hardware is, it easily fails in the event of a breakdown in the control system, power supply and motor cooling. So the old engines of the Gelendvagens have often been “overhauled” many times due to the accumulating breakdowns of all systems and operating errors. Their description is not here in order to choose the most reliable one, but simply to understand how the design idea went and what you might encounter in the process of selecting a “classic” Mercedes. The first engine with which the car saw the light was the M115 series with a volume of 2.3 liters, an eight-valve carburetor. These can be found in working condition under the hood of some W123, but it did not serve for so long on an SUV. With a power of 80 or 90 hp. and operation on dusty primers, the resource ended by the end of the nineties. It is unlikely that now you will be able to find a car with this engine. More recent 230GEs were equipped with very similar M102 series motors. The power here is slightly higher, 118–122 hp, the K-Jetronic injection system is now considered troublesome and unreliable, but in fact the problem is the lack of specialists and the high cost of the flow meter and some original components. For many decades, these systems have worked properly, and will work just as well if you sort them out with high-quality spare parts. However, many cars have a classic “collective farm” under the hood, either with an injection system based on the “January” controller from a VAZ (by the way, sometimes well tuned), or some alterations of the original system, which are not always successful. Since cars with these engines were produced from 1985 to 1991, there are still a lot of them on the go, you can also find well-preserved specimens, there are also contract units. But everything depends on the presence of direct hands, and even your own or a hired specialist - this is the business of the owner of the car.
Similar problems lie in wait for owners of 280GE releases from 1979 to 1991. The only difference is that the M110 series engine with K-Jetronic has six cylinders and 156 hp. Otherwise, it is as reliable as age allows. By the way, a feature of these engines is the presence of two overhead camshafts, despite the fact that there are still 2 valves per cylinder. This is something like a European Hemi with a combustion chamber shape close to hemispherical. On newer 300GE machines, there is a 3.2-liter M103 series engine. In fact, this is an M102 with an extra pair of cylinders and a power of 170 forces. Same injection system and simpler single camshaft head design as the M102. For the first time on Mercedes, the chain in the timing drive, due to design miscalculations, had a resource of no more than 100-120 thousand kilometers. Otherwise, the motor turned out to be more than simple and reliable. The 4.5-liter M117 series engines on the first G500 are very old. After all, they appeared on representative Mercedes yet - it's scary to say! – in 1969. The simple two-valve-per-cylinder design is phenomenally resistant to poor maintenance, overheating, and rushing. All this sometimes allows them to be in a completely alive state to this day. It is a pity that they produced Gelik with this engine for only a year and a half, from 1993 to 1994. On the nose was the introduction of Euro-2 standards, in which the old engine did not fit in any way, and the demand for such a powerful version was not expected to be large. Power 241 hp does not strike the imagination, the 3.2 M103 motor has only a little less power, but the torque is huge - 405 Nm. Well, the simplicity of the design is phenomenal - almost all engine components are located in front or in the collapse of the block and are easily accessible. No wonder the number of "five-hundredths" increases with age. Many people put such engines in old Gelendvagens, since there are plenty of engines, they can still be found in excellent condition, taken from executive sedans. new era The reforms began with the use of engines with fully electronic injection of the M104 series in 1994. Moreover, progress was in process of release, three injection systems were replaced. Such a motor may well survive to this day without a major overhaul, if it was looked after. It’s not that the older ones didn’t survive, but the chances of a more modern design with more advanced self-diagnosis are higher. And yes, he is younger. The motor is much more successful than the M103. It is more powerful (all 220 forces), more reliable, fewer weak points, more reliable timing, better lubrication system and cooling system. However, it was not produced for a long time, it was replaced by more complex motors of the M112 series. about these motors. Now an old car with such an engine is one of the most successful options in terms of cost and ease of use.
The newer "five hundred", which went after 1997, were already equipped with a modern engine of the M113 series, about which. Good low-end torque of 460 Newtons is great for an SUV, and fuel consumption isn't much better than a V6. The tax is unlikely to upset the owner, because the Gelendvagen, with a normal run around the city, will easily draw an amount three times more than state fees, so the choice is also not bad. Since 2008, the engine has been replaced with a series engine scolded by many, the power has grown to 388 hp, but operation on a heavy SUV is very tough, and the engine is considered one of the few "unsuccessful". Seizures in the cylinders and high oil consumption are the result of operation in dust, higher load and more severe temperature conditions. However, most likely Gelendvagen has nothing to do with it, because on the W221, and on other Mercedes models, this engine also breaks down relatively often. Charged AMG used a series of engines M113, M137, M157 and M275 for their cars. Moreover, the G55 from AMG is both more powerful and more reliable than the naturally aspirated versions of the G500 in the period 2008-2012, despite the high power and extreme thermal package, the engines cope. The V12 M137 engine was produced for an extremely short time, but from the experience of operating other cars with such an engine, one can not expect any particularly unpleasant surprises, except that the cramped engine compartment is not very suitable for it. For any work, the motor must be removed, in any case, as recommended by the manufacturer. But such a problem with the complexity of maintenance is generally characteristic of such "long-playing" structures that are trying to complicate to infinity.
More recent M157 engines can hardly be considered successful, they were marked by problems on many AMG cars. But do you understand who and how goes there? Don't worry, if you have money for a 550-horsepower car, you should pull the repairs. The author of these lines can hardly imagine the amounts necessary for the successful operation of such a car and the needs of the owners, but if suddenly you are one of them, contact me, share. Diesels The diesel engines that were installed on the Gelendvagen are the same ones that were queued for in economical Europe of the 80s. Inline fours of the OM616 series (1979–1987) on 240GD, fives OM617 (1979–1987) and sixes OM 603 (1987–1991) on 300GD and 350GD, OM602 (1987–1991) on 250GD, 290GD ( 1991-1996) and 290GDT (1997 - present) are considered one of the "perpetual" motors. If you search the Web, you can find footage of the launch of such engines that have stood for 30 years in a landfill, and other bullying. With at least some maintenance, the motors can still start and even drive. You just need to remember that a diesel engine without a turbocharger is not at all the locomotive traction that you are used to, and naturally aspirated versions do not have dynamics at all, and the 290GDT also does not differ in particular agility, this is a purely “cargo” option. A more recent engine is the OM606 (1996-2000) already with four valves per cylinder and turbocharging, with a power of 177 hp. and 330 Nm of torque. The dynamics of the Gelendvagen with it is already quite worthy of a passenger car. The design is still prechamber, classic, but the injection pump is still mechanical in-line, simple and reliable, although with electronic injection timing correction from Lucas. By the way, this motor is a close relative of the M104 engines. The chance of being found alive is very high. Newer engines with the CDI prefix in the name are already with Common Rail electronic injection, much more frisky, with more expensive fuel equipment, but finding a problem and fixing it on such engines is much easier. In addition, these engines are newer.
In 1990, at the Frankfurt Motor Show, Mercedes-Benz put the “463rd” series of the G-class on display to the public - the car became better in all respects, from appearance to richness of equipment. It is in this body that the SUV is still on the market, however, numerous updates over the years have helped it achieve such longevity.
The first significant restyling of the 63rd Gelendevagen survived in 1997 - cosmetic changes appeared in appearance, the range of modifications was replenished with a convertible body, and new power units were registered under the hood.
The next stages of improvement took place in 2005 and 2006, but did not exalt any significant changes, and the annual updates from 2007 to 2009 concerned mainly the equipment of the SUV.
Another notable upgrade overtook the G-class in 2012 - the Germans were separated by visible changes in appearance and a completely new interior, which improved in every detail, and the power plants became more powerful and economical.
And finally, the last update happened to the SUV in 2015, which resulted in exterior design adjustments, a number of technical improvements and new functionality.
In the appearance of Gelandewagen, an army bearing is instantly traced, and against the background of modern crossovers and SUVs, it looks somewhat alien and outdated, but this is precisely the uniqueness of the “German”.
Despite all the squareness and roughness of forms, the car is not devoid of charm and elegance, for which it is in demand not only among men, but also among the fair sex. At the same time, the Mercedes-Benz G-class also has a number of modern attributes - bi-xenon projector headlights, LED running lights, small but embossed bumpers and beautiful wheel rims.
The length of the SUV along the outer perimeter does not exceed 4662 mm, taking into account the spare wheel suspended on the tailgate, the width fits into 1760 mm (in 2055 mm with side mirrors), the height is 1951 mm. The front axle is removed from the rear axle at a distance of 2850 mm, and the minimum clearance under the bottom (under the fuel tank) is set at 205 mm.
The interior of the Gelendvagen is devoid of rough and chopped lines, and its design is made in the spirit of the latest models of the brand. The stylish four-spoke multifunctional steering wheel hides a modern instrument panel with two oval wells and a trip computer TFT display between them.
The center of the multimedia system is a large widescreen “TV” placed in the uppermost part of the front panel, under which there is a massive central panel, visually overloaded with controls - the audio and air conditioning panels, as well as many auxiliary buttons.
In the interior decoration of the German SUV, luxurious and expensive finishing materials are used - 11 varieties of premium leather, carbon fiber, 3 types of wood. The assembly level is fully consistent with the premium orientation of the G-class, practically keeping up with the quality of the brand's passenger models.
The front seats in this Mercedes-Benz SUV are equipped with well-shaped seats with well-developed side support, wide ranges of settings and the necessary benefits of civilization (heating, power adjustment, memory), but too hard filler. The stock of space on the back sofa is more than for three adult passengers, which is facilitated by the proportions of the car, in particular the high roof and solid wheelbase.
With five crew members on board, the properly configured luggage compartment is designed to carry 480 liters of luggage. The second row of seats is transformed in a 2/3 ratio, bringing the amount of usable space to an impressive 2250 liters, but it’s impossible to get a flat area.
Specifications. In the vastness of Russia, the Gelendvagen W463 is offered in one diesel and three gasoline versions: “ordinary” SUVs are equipped with a 7-band “automatic”, and the AMG versions are equipped with an AMG SPEEDSHIFT 7G-Tronic sports box with paddles “petals”. Permanent all-wheel drive 4MOTION with a synchronized transfer case, reduction gear, 4ETS electronic torque distribution technology and three differential locks is put to everyone without exception (traction is divided between the wheels “brotherly”).
- Under the hood of the base Mercedes-Benz G350 BlueTEC, a 3.0-liter (2987 cubic centimeters) turbocharged V-shaped “six” is installed. It develops a maximum of 211 horsepower at 3400 rpm and 540 Nm of thrust in the range from 1600 to 2400 rpm, as a result of which the heavy SUV is provided with the development of 100 km / h in 9.1 seconds and 175 km / h “maximum speed”. Fuel consumption - 11.2 liters in mixed driving mode.
- Next up in the hierarchy is the petrol G500, which has a naturally aspirated 5.5-liter V8 that generates 388 horsepower at 6,000 rpm and 530 Nm of peak thrust at 2,800–4,800 rpm. After 6.1 seconds, such a “Gelandewagen” leaves behind the first hundred, the limit of its capabilities is limited to 210 km / h, after every 100 km, an average of 14.9 liters of gasoline is consumed in a combined rhythm.
- The “charged” version of the Mercedes-Benz G63 AMG is equipped with a 5.5-liter bi-turbocharged V8 gasoline engine, from which 544 recoil horsepower at 5500 rpm is “squeezed out” and an impressive 760 Nm of thrust generated in the range from 2000 to 5000 rpm minute. Such an all-terrain vehicle “shoots” from 0 to 100 km / h in only 5.4 seconds, and its available speed is fixed by a “collar” at 210 km / h. In mixed mode, such a Gelik processes 13.8 liters of fuel to overcome 100 km of track.
- The “formidable” G65 AMG settled at the very top, the key feature of which is the presence of a 6.0-liter AMG V12 biturbo engine, which has a herd of 612 “mares” at 4300–5600 rpm and a nominal thrust of 1000 Nm in the range from 2300 to 4300 rpm /minute. The Gelendvagen conquers the 100 km / h mark in 5.3 seconds, stopping speeding at 230 km / h and “eating” an average of 17 liters of high-octane gasoline.
After the “extreme” update, which took place in May 2015, the power range of the car has undergone a noticeable upgrade:
- First of all, the 2015 Gelik received a 4.0-liter bi-turbo engine that produces 422 “horses” and 610 Nm of thrust and provides acceleration to 100 km / h in 5.9 seconds.
- The modification of the G350 BlueTEC has become noticeably more productive, because its power has increased from 211 to 245 forces, and the torque from 540 to 600 Nm, as a result of which acceleration to the first hundred was reduced to 8.9 seconds.
- The potential of the AMG versions of the SUV has also increased - up to 571 horsepower for the G63 AMG and up to 630 horsepower for the G65 AMG.
For more than 35 years of history, the conservative design of the "G-class" has not undergone any changes - a powerful ladder-type frame at the base with dependent spring suspension on trailing arms and Panhard rod "in a circle".
The steering mechanism of the SUV is made according to the type of "screw - ball nut" and is supplemented with a hydraulic booster.
The G350 BlueTEC and G500 versions have ventilated disc and disc brakes on the front and rear wheels, respectively, while the G63 AMG and G65 AMG have perforated discs with circular ventilation.
Options and prices. In the Russian market, Mercedes-Benz G-Wagen in 2015 is offered at a price of 5,400,000 rubles for the diesel G350 BlueTEC and from 6,900,000 rubles for the gasoline G500.
By default, the car “flaunts” power steering, leather interior trim, multi-steering wheel, full power accessories, heated front seats, premium audio system, bi-xenon front optics, multimedia system, “climate” and a host of modern electronic assistants.
For "charged Mercedes" G63 AMG and G65 AMG, respectively, they ask for 9,700,000 and 17,500,000 rubles. The peculiarity of such SUVs is the start / stop function, AMG body styling, a sports exhaust system, 20-inch wheel rims, heated both rows of seats, a powerful brake system and a wide range of other modern equipment.
