In February 1979, the presentation of the Mercedes-Benz G models broke completely new ground. Although off-road passenger cars from Mercedes-Benz had existed before 1945, they were primarily used by civilian and non-civilian government institutions. The new generation of off-road vehicles was however designed for rugged everyday use in the industrial or municipal sectors on the one hand, but also as an exclusive means of transport of a recreational nature on the other.
The development work had been carried out in cooperation with Steyr-Daimler-Puch AG, which had expanded and extended the Puch plant in Graz-Thondorf for series production of the G model. Production was initially the responsibility of "Gelände-Fahrzeug GmbH" (GFG), in which both partners each held a 50 % share, within the framework of a cooperation agreement; in August 1981, Daimler-Benz relinquished its share in GFG, and since then the Mercedes-Benz off-road vehicles have been produced by Steyr-Daimler-Puch on a contract basis. In Austria, Switzerland and the then COMECON countries, the otherwise completely identical vehicles were sold under the brand name "Puch".
The original G-series model range comprised four engine variants and five body variants, with chassis of two different frame lengths and wheelbases. In addition to an "open wagon" with a short wheelbase, there was a choice of a station wagon version and a panel van, each on a short or long chassis. For the engines and major assemblies, the company relied on tried-and-tested components within the modular system practised intensively at Daimler-Benz. The models were powered by the 2.4-litre four-cylinder and 3.0-litre five-cylinder diesel engines familiar from the 123 model series, a 2.3-litre four-cylinder petrol engine and a 2.8-litre in-line six-cylinder injection engine.
The compression-ignition engines produced 53 kW/72 hp at 4400 rpm and 59 kW/80 hp at 4000 rpm, respectively, and from September 1979, in parallel with the 123 passenger car model series, the five-cylinder engine received a power boost to 65 kW/88 hp at 4400 rpm. While the 240 GD was only available with a 4-speed manual transmission, a 5-speed manual transmission and a 4-speed automatic were also available as options for the 300 GD. The maximum speeds attainable in road use ranged between 115 and 130 km/h for the diesel-engined models, depending on the version. With vehicle weights between 1900 and 2200 kg, the company claimed an fuel consumption of around 14 litres per 100 km.
Naturally, the petrol-engined versions had more dynamic performance to offer. The four-cylinder M 115 engine in the 230 G was initially available both in a low-compression version with 66 kW/90 hp at 5000 rpm and with higher compression and an output of 75 kW/102 hp at 5250 rpm. A further increase in power came in 1986, when this model – which had not been available in Germany since 1982 – changed over to the modern petrol engine of the M 102 family. This carburettor engine generated 80 kW/109 hp at 5300 rpm. The performance level gradually increased as a result, and reached practicable values for road use with maximum speeds of up to 144 km/h. The top model 280 GE was already powered by a superior 115 kW/156 hp fuel-injected six-cylinder engine. Although the engine, which had a rather sporty configuration with a twin-camshaft cylinder head, was specified with 21 kW/29 hp less in the G model than in the 280 E saloon of the 123 model series, it allowed a top speed of just under 160 km/h when combined with the standard 4-speed manual transmission or alternatively the 5-speed manual transmission or 4-speed automatic – both optionally available. Inherently, the average fuel consumption of the two petrol variants was around 19 and 22 litres per 100 kilometres respectively.
Especially where the first-generation G models were concerned – they were internally assigned to the 460 model series – their outstanding qualities as off-roaders were more decisive than their capabilities in more demanding on-road use. The chassis was a cranked square-tube ladder-type frame carrying a rigid axle at the front and rear, each guided by two trailing arms and a transverse control arm (Panhard rod). These were in turn controlled by long-stroke helical springs, rubber auxiliary springs and hydraulic telescopic shock absorbers, with an additional anti-roll bar at the front axle limiting lateral inclination. Optimum traction off the beaten track was provided by the all-wheel drive consisting of permanent rear-wheel drive and front-wheel drive that could be engaged while on the move. With a drive torque distribution of 50% : 50%, this made the G models true off-roaders that set new standards in their segment. For road use, the all-wheel-drive mode was less suitable for on-road use, as the rigid drive shaft assembly between the two axles led to damaging torsional forces in the drivetrain owing to the lack of a central differential.
While the models of the 460 model series already featured the soon to become iconic bodystyling reflecting the balance between a working tool and a recreational vehicle, the interior design initially only reflected the desire for uncompromising practical utility and maximum robustness. Initially, there were no comfort-oriented equipment features to be found on board, nor in the still relatively sparse list of optional extras.
Moreover, list prices at the market launch of the G models were high owing to the complex production process, the limited production volume compared to the normal passenger car series and the all-wheel-drive concept, which was designed for durability and correspondingly expensive. The entry-level model into the new off-roader world of Mercedes-Benz, the open-top 230 G, cost DM 29,736. At the opposite end of the scale , a 280 GE long-wheelbase station wagon was priced at DM 42,784. By way of comparison, a Mercedes-Benz 230 Saloon in the 123 model series cost DM 21,532, while the price for a 280 E DM was 30,212 at the time.
In the years that followed, further development stages of the G models were marked by continuous model upgrades,focussing mainly on the interior features, which were adapted to meet increasingly demanding customer expectations. In addition, the range of optional equipment was steadily expanded. The engine portfolio also underwent a number of changes over time. In April 1982, for example, the 230 GE powered by the 2.3-litre M 102 fuel-injected engine was introduced as the successor to the 230 G in the German market. From 1986, this engine was also available with a closed-loop three-way catalytic converter on request. In this case, the engine output was reduced from 92 kW/125 hp at 5000 rpm to 90 kW/122 hp at 5100 rpm. The introduction of the modern four-cylinder engine was accompanied by a reduction in fuel consumption by around 10%, to an average of 17.0 litres per 100 km. Especially for the Italian export market with its special tax legislation, a 2.0-litre variant of the M 102 was also produced from 1986 onwards and used to power the 200 GE available exclusively in Italy. In conjunction with a Bosch KE-Jetronic manifold injection system, the engine delivered 90 kW/122 hp at 5100 rpm without catalytic converter and 87 kW/118 hp at 5200 rpm with catalytic converter.
The entry-level diesel model also benefited from a major update to its drive technology in October 1987. The 240 GD with its four-cylinder OM 616 – a power unit whose design roots could be traced back to the 1950s – was replaced by the 250 GD. This was equipped with a 2.5-litre five-cylinder OM 602 diesel engine, which had made its debut two years earlier in the 190 D 2.5 compact saloon (201 model series) and in the mid-size four-door 250 D (124 model series). In the off-roader, the diesel engine had a rated output of 62 kW/84 hp at 4600 rpm, which above all led to improved performance: the top speed was now just under 130 km/h, depending on the version.
The first special model in the history of the German Mercedes-Benz passenger car range attracted particular attention at the International Motor Show (IAA) held in Frankfurt/Main in September 1989. This honour was bestowed on the 230 GE Classic, which was produced as an edition of 300 vehicles to mark the 10-year production anniversary of the off-road model series. Only available as a station wagon with a short wheelbase and a four-cylinder petrol engine, the edition model came with a range of equipment that was a far cry from the previous, rather sparse, practically oriented interior of the G models, with an exterior appearance that left more scope for decorative features and thus became a forerunner of future developments.
The Classic version, available exclusively with blue-black metallic paintwork, featured tinted glass all-round, Recaro seats upholstered in grey fabric, a dashboard fully trimmed with burr walnut veneer, fabric-covered interior door panels and an edition badge with an individual production number. Exterior features included a fold-down stainless steel crash bar, lamp guards, chrome trim strips, "Classic" badges at the level of the exterior mirrors, flared wings with light-alloy wheels and 255/75 R 15 wide-base tyres, and a headlamp cleaning system. Additional utility was provided by a reinforced trailer coupling with integrated power socket.
A new chapter in the history of the G model began in September 1989, when a fundamentally revised model range internally designated the 463 model series was presented. For professional users, however, all the body variants of the 460 remained in the sales programme until 1992. The entry into a completely new vehicle segment had proved to be a resounding success for Mercedes-Benz: in total, almost 52,000 G models of the 460 model series produced for the civilian sector had left the Graz production lines when production ceased. The 300 GD was the bestseller by a wide margin. Across all the available body and wheelbase variants, this model alone accounted for more than 20,000 units delivered to civilian customers. The list price for the most expensive version, the 300 GD station wagon with long wheelbase, was DM 72,219 when production ended.
