Mercedes-Benz has a problem, and it is shaped like a refrigerator. It is called the G-Class. In 2026, when every new electric crossover looks like a smoothed-over bar of soap, the G 550 still arrives with the aerodynamic profile of a filing cabinet and the social presence of a movie star. Some love it. Some despise it. Everybody respects it. That is not a bad business model.

The tester in question was a 2020 Mercedes-Benz G 550, finished in an electrifying deep blue metallic that made parking valets stand a little straighter. A few model years have passed since this particular review, but the formula has not changed. The G-Class remains the automotive equivalent of wearing sunglasses indoors: unnecessary, slightly obnoxious, and undeniably effective.

A Face Only a Paratrooper Could Love

When Mercedes redesigned the G-Class for 2019, it did not hire a stylist to soften the edges. It hired a mason. The body panels, lighting elements, and trim were new from front to back, but the silhouette stayed proudly blocky. Those in the know can spot the differences instantly. Everyone else just sees a G-Wagen and instinctively checks whether a celebrity is about to step out.

The exterior redesign was subtle enough to require a side-by-side comparison. The interior update was not subtle at all. Mercedes shoved its trademark all-in-one digital gauge cluster and infotainment display into the shallow instrument panel, and the cabin suddenly felt like it had traveled forward a decade. Older G-Classes were instantly relegated to yesteryear status, where they belong, presumably parked next to a tanning bed and a flip phone.

Knurled Metal, BlackBerry Nostalgia, and Burmester Sound

The widescreen monitor is actually two 12.3-inch displays pretending to be one. The driver controls the left side through steering wheel switchgear. The right side is a touchscreen, but it can also be commanded by steering wheel buttons, a knurled aluminum rotating dial, a touch-sensitive palm rest, quick-access buttons, and a scrolling volume cylinder. It is one of the better infotainment systems in the industry, which is a polite way of saying it does not make grown adults weep with confusion.

The steering wheel includes two tiny touch-sensitive controllers that feel like Mercedes struck a deal for BlackBerry’s leftover TrackPads. Unlike the cursed TrackBall, these little pads actually work. Mercedes also sprinkled knurled aluminum across the drive-mode rocker, transfer-case controls, differential locking switchgear, and HVAC toggles. Satin-finished switchgear appears on the steering wheel and door-mounted seat controls. The drilled Burmester speaker grilles are the crowning glory, assuming your definition of glory involves excellent jazz and zero restraint.

Rich open-pore hardwood wraps the instrument binnacle, lower console, and door panels. The leatherwork is superb. The soft composite surfaces are above par. The G 550 interior is among the best in its class, even if the lower console sides include a few reminders that Mercedes is not running a charity. Compared with a pre-facelift Bentley Bentayga, it feels easily superior. Compared with a full-size Range Rover Autobiography, it has real competition. In 2026, that competition has only gotten fiercer, but the G-Class still swings a heavy, square-shaped handbag.

Seats, Space, and the Art of Being Narrow on Purpose

Mercedes finished the tester’s seats and door panels in ultra-supple milk chocolate brown leather. The driver’s perch was one of the most comfortable seats of the year, with superb side bolstering and excellent adjustability. An extendable thigh support would have helped taller drivers, but the four-way powered lumbar support fit the small of the back perfectly. The tilt and telescopic steering column allowed a lengthy rearward reach, so even a long-legged, short-torso frame could find a good driving position.

The rear seating area is amply roomy and extremely comfortable for two adults. Three abreast might require a group hug. The G-Class is purposely narrower than most full-size SUVs because it was designed to negotiate tight 4x4 trails, slice between trees, tiptoe around rock abutments, and generally act like a military vehicle that accidentally learned valet parking. It still gets used for military purposes in many countries. In Canada, too, which is either impressive or terrifying depending on the weather.

Mud, Creeks, and Performance Tires That Prefer Pavement

The G 550 is pricey. It started at $130,900 in the U.S. and $147,900 CAD in Canada. For that sum, buyers get one of the best 4x4s money can buy. Over the years, G-Class testers have slung mud, forded creeks, crawled up loose dirt and rock grades, and done all the things that make suburban neighbors clutch their mailboxes. This particular tester wore 20-inch alloys and 275/50 Pirelli Scorpion Zero performance rubber, so the usual swamp holes were avoided. Pretty rims have feelings, too.

Despite looking like a wild beast that should ride like a covered wagon, the G 550 is surprisingly civilized. It soaks up deep potholes, frost heaves, bridge expansion gaps, and uneven pavement. The ride quality is among the best in any SUV class. It can also tow up to 7,000 pounds, which means it can drag your problems behind it while you enjoy Burmester audio.

On a winding road, the tall, narrow box is surprisingly agile. It takes corners with speed and composure while providing excellent braking. AMG variants are even more stable at high speeds, and one has been driven on California’s Laguna Seca and adjacent roads. But the G 550’s combination of performance, comfort, and price suits a broader range of personal styles more agreeably.

V8 Power, Cargo Quirks, and 2026 Relevance

The G 550’s 4.0-liter twin-turbo V8 produces 416 horsepower and 450 lb-ft of torque. Zero to 60 mph takes just 5.4 seconds, and top speed is 130 mph. The eight-speed automatic sends twist to both axles smoothly and effortlessly, unless the driver gets hard on the throttle from a standstill in Sport mode, at which point it lurches a bit too much for delicate necks. Eco mode is easier on the spine and still plenty quick. The AMG G 63 needs 0.9 seconds less to hit 60 mph, but it also costs $156,900 and drinks fuel like a frat boy at a free buffet.

Cargo space behind the rear seats is 38.1 cubic feet, which is 6.3 cubic feet more than a comparable full-size Range Rover. Both can haul 68.6 cubic feet with the second row lowered. The load floor is not flat, and the rear door swings sideways instead of upward because a full-size spare tire hangs on the outside. These are compromises. They are also part of the charm, like a dog that steals socks but looks adorable doing it.

In 2026, the G-Class remains a class act. It is a luxury bunker, a celebrity disguise, and a mud-plugging relic that refuses to become a silent electric pod. The new G 550 has fewer negatives than any past model. It is worthy of its high price tag, especially for those who actually test its mettle off-road. That the driver shows up at a remote campsite looking like a celebrity is merely a bonus. Some love it. Some despise it. All respect it. And that is how a refrigerator on wheels keeps winning.