2026 Mercedes-Benz G 450d First Drive Review: Oh, What Could've Been

In which I explore the charms of Mercedes' diesel-powered G-wagen Down Under

written by Steven Ewing
edited by Kirk Bell
5/16/2026
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What's new: In other countries, Mercedes-Benz offers the G-Class with a six-cylinder diesel engine.
Why it matters: The diesel offers smooth, effortless power delivery, with similar performance to America's gas-fed G 550.
Edmunds says: Will the diesel G be sold in America? Fat chance. But hey, it's nice to dream.

— Sydney, NSW, Australia

Just for a sec, let's pretend the infamous Volkswagen Dieselgate scandal never happened. Let's pretend sales of diesel-powered U.S.-spec passenger vehicles didn't fall off a cliff in the late 2010s. And let's pretend carmakers continued to integrate efficient and powerful diesel engines into their lineups. VW/Audi executives like Rupert Stadler and Martin Winterkorn could be enjoying retirement in the German Rhineland without being widely regarded as criminals, and vehicles like this diesel-fed Mercedes-Benz G 450d might've actually had a chance in America. You know, in theory.

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What's a G 450d?

In places like Australia and Europe, the 450d variant joined the G-Class lineup last year. It uses a new 3.0-liter turbodiesel inline-six engine producing 362 horsepower and 553 lb-ft of torque. To put that into perspective, the six-cylinder G 550 we get in the U.S. makes 413 hp and 443 lb-ft. In our testing, a G 550 accelerated to 60 mph in a respectable 5.1 seconds, beating Merc's own 5.3-second estimate. We obviously haven't been able to run the G 450d through the same ringer — forgive me for not bringing one of our Racelogic Vbox data recorders on my holiday to Sydney — but Mercedes-Benz quotes a 0-to-62-mph time of 5.8 seconds. TL;DR: The diesel G is a little slower, but not by much.

The upshot is incredible fuel economy. Diesel engines are notoriously more efficient than their gas-fed counterparts, and the G 450d is proof. Where the U.S.-spec G 550 maxes out at 18 mpg combined, the G 450d is rated at the equivalent of 27 mpg, and it's easy to see more than 30 mpg on the highway. Over the course of two weeks in and around Sydney that involved a lot of driving, I only used three-quarters of a tank of fuel. That's rad.

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Does it drive like a proper G-Class?

Everything else about the G 450d is familiar. This SUV's handling is expectedly roly-poly and vague, with lots of lean in corners and some jiggling over broken pavement. The steering — while light-years better than the older Gs with their archaic recirculating-ball setups — is light but leaves a lot to be desired in terms of feedback and immediate response. These aren't shortcomings, mind you; the G-Class delivers a particular driving experience that a lot of people (myself included) absolutely love. It's not perfect, but that's part of the charm. Combine that with the easygoing torque delivery of the 3.0-liter turbodiesel engine and the G 450d is super nice to drive.

In and around Sydney, the G's diesel engine is a champ. The power is easy to modulate and the transmission behaves nicely, so there are never jerky shifts during sudden speed changes in traffic. It certainly doesn't feel sluggish; that 553 lb-ft of low-end diesel grunt feels like getting rear-ended by a semi truck when you stomp on the G 450d's throttle. This G-wagen accelerates with authority, delivering a smooth rush of torque as you move through the automatic transmission's nine gears. On the highway, the torque is great for passing.

The diesel engine even works well when you get the G out on a winding road, like the many tree-lined two-lane backroads in Australia's Hunter Valley, the wine country north of Sydney. The nose dives slightly as you brake for a turn, but then you can roll onto the throttle midcorner to enjoy that easy wave of torque pushing you through and out of the bend. In all on-road scenarios, the diesel-fed G is a peach. It's not as exciting as an AMG, of course, but I vastly prefer this engine to the somewhat milquetoast and uninspired 3.0-liter turbo inline-six that's found in the North American G 550.

Perhaps the weirdest part about the experience is the sound, or lack thereof. I'm extremely accustomed to the rumbling growl of a V8-powered Mercedes-AMG G 63, and even the six-cylinder G 550 doesn't sound too bad. But the diesel G is quiet, just sort of chugging along. It's not as weird as the fully electric G 580 EV, but it's nevertheless an uncharacteristic experience for an American G-wagen driver.

What about off-road?

I only managed to take the G 450d down a few dusty trails during my time in Australia, so I can't speak to its trail-traversing prowess. But don't forget: Off-roading is a hallmark of all G-Class models, regardless of powertrain. I have to imagine that the diesel G acts a lot like the fully electric one off-road; having the brunt of the engine's torque available low in the rev range means you don't have to use heavy throttle application to get up and over tough obstacles. The G 450d's approach, departure and breakover angles — the geometry that helps you scale steep inclines and rocks — are the same as with other G-Class models. And yes, you can still individually lock the front, center and rear differentials via satisfying-to-touch metal buttons on the center stack.

Would the G 450d work in America?

I mean, sure, in another life. Does it drive as well as any other G-Class? Yes. Can it off-road with the best of 'em? I imagine so. Can you option it in any color with an array of interior options? You bet. And does it make that awesome bank-vault click when you lock and unlock the doors? Oh heck yes.

Considering the G 550 only accounts for a small percentage of G-Class sales in the U.S. (the AMG is the volume leader, go figure), I could see the G 450d having niche appeal for fans of diesel power or people who are legitimately planning to take their G off-roading. But at this point, it's never gonna happen. Outside of heavy-duty trucks, diesel is all but dead in the U.S., and our current fuel crisis only compounds its irrelevance. But oh, what could've been.

Photos by Jake Williams

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by Steven Ewing

Steven Ewing is Edmunds' director of editorial content. An automotive journalist for more than half of his life, Ewing's been on staff at Winding Road magazine, Autoblog, Motor1.com, CNET, and he was the U.S. correspondent for Top Gear magazine. He's also contributed to publications like Automobile magazine, Car and Driver, The Drive, Jalopnik, Porsche Panorama, and more. Ewing has worked in the automotive industry since 2003. From testing prototype cars in the Arctic Circle to spilling a beer on a Formula 1 driver at the 24 Hours of Le Mans (oops), he's always got an interesting story to tell.

edited by Kirk Bell

Cars have been an important part of his life since Kirk learned to identify them by their headlights as a toddler. He grew up helping pit crew for his dad’s highly unsuccessful drag racing escapades, and he turned his knowledge of the car culture into a career when he became an editor at Scale Auto Enthusiast magazine starting in college. Kirk has been writing about full-scale cars for more than 20 years and was named to the North American Car and Truck of the Year jury in 2014. He was most recently senior editor at Motor Authority, where he specialized in luxury and performance cars. Kirk also authored and edited several car books, including the award-winning Hot Rod & Custom Chronicle and NASCAR Chronicle when was managing editor at Consumer Guide Automotive. Kirk enjoys nothing more than a track day, but he’s also a Wisconsin sport fan and he enjoys spirited drives in his 2006 Porsche 911 Carrera S.

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