Return of diesel power for this iconic off-roader reinforces that it shines brightest in a format feeding from the dark side of the forecourt.

How much: $216,100

Powertrain: 3.0-litre inline six tyrurbodiesel with 48 volt, maximum power 270kW, maximum torque 750Nm; full time four wheel drive; nine speed automatic.

How big: 4825mm long; 1931mm wide; 1969mm tall; 2890mm wheelbase.

We like: Diesel suits overall persona; brilliantly smooth six-cylinder; go-anywhere ability; on-road confidence.

Not so much: Still quite pricey; lacks towing capacity of a one-tonne ute; not a lot of room for passengers, kit; huge turning circle.

GOING out shoes, work shoes, weekend shoes and, back in the day, school shoes.

And within that choice, or perhaps extramural to it, a pair that simply seems to be worn more than the others. Your ‘sensible shoes’. Not necessarily the flashiest, almost certainly not the most expensive. Yet the pair you find yourself favouring for just mooching about in. Because they’re the hardiest, the most comfortable … the most? Well, I’ve already said it.

Mercedes’ G-Class surely needs no introduction. It’s the one that keeps last century Benz styling alive; with the top-mounted indicators, exposed roof gutters and bulky external door hinges that were cost-efficiencies and design pragmatism of a certain period of time that have become cool retro signatures now.

The ‘G’ has been a semi-regular visitor to my territory over the years. Mainly in it’s outrageous G63 format - the one with its bellowing side pipes, blinged-up exterior, petrol-hungry V8 and eye-watering price tag - and once, last year, in the wholly electric, quad motor version that’ll be the last kind still capable of conquering all manner of territories and social terrain when we we’re at point of either being excluded from receiving fossil fuels or have completely drained the Earth of them.

The G63 and battery-wed G580 with EQ Technology are stunning achievements. The latter is a breakthrough product that, quite frankly, ranks as one of the most audacious electric-pure tilts I’ve experienced. But they are both very extrovert, very extravagant, very expensive and very much aimed at the fringe.

The G450d is also all those things. The alphanumeric relates, of course, that it the latest with diesel, a choice that disappeared for a whole in 2025. In look and, to a certain degree, in function, it stands as Mercedes’ equivalent of the Toyota Land Cruiser 70-Series.

When you see the sticker, you realise that if close-ish in ethos they are nonetheless worlds’ apart for expensiveness. A diesel G is way cheaper than the G63, and slightly pricier than the electric in its base format, but it is not a small purchase. One in standard factory-fit out without options heft a price tag that is equivalent to the outlay you’d need to sign up for several examples of Japan’s most enduring off-road vehicle.

But so it goes when you opt for star power. And that’s something the G450d definitely has, in spades.

It’s impossible to set aside massive price gulf between this car and the 70 Series (or an old Land Rover Defender) that in flat windscreen and straight sided appearance and ag and military-aired aptitude and application.

Simply, if you buy the Benz, you have to spend a lot more. Yes, some of the huge difference comes down to the German model bringing in a thicker smothering of luxury, a greater sense of craftsmanship and a heap more technology. But only some. It is, still, an expensive undertaking.

And yet nonetheless still the most cost-effective route to this model and, if you intend to put the car into the practical usages it was designed to achieve, the best value.

Eighteen-inch wheels, locking diffs and diesel torque are not the stuff that helps it get onto a Vogue magazine cover, but remind powerful that here is the best version of a vehicle that was designed to seriously off-road, to seriously tow and to be the best choice for heading to the most remote cabin in the most secluded, hardest-to-reach woods.

That it is, in the performance petrol and wholly electric formats, utterly compromised to undertake either fundamental says much about what ‘fans’ really want these days.

The G63 format will find the off-seal going tough because of its footwear; plus it’s simply too glamorous to risk. The electric has genuine brilliance in the muck, but every adventure that requires reasonable distance will be blighted by ‘what if’ range considerations. As for the second function? Forget it. With the AMG and the EQ, adding a hook to facilitate hooking up just a wheelie bin or a bike rack, let alone a light trailer, is verboten.

With a diesel under the bonnet, however, you have it all to do it all. Agreed, as much as the towing capacity being limited to 3175kg means it is outshone in the market by other SUVs and most one-tonne utes, it is still a highly useful number.

I suspect the limit not being to usual 3500kg standard (or even more) is just an example of Germany being too precautionary; the ladder fame underpinning and the engine being so torquey bodes well for hauling boats and caravans. If only I could have on test. Sadly Mercedes doesn’t fit tow bars to its press units.

So there’s that … plus there’s simply the overwhelming impression, immediately gained and utterly ingrained, that of all the powertrain choices, diesel is the one that fits most naturally.

And not by a small margin. Sure, the electric and the G63 are faster off the line. And, yes, the battery model alone holds Green cred. But, but, but. The G-Class (nee wagen) was never intended to win races. It can never stand naturally as an eco-giant.

It is a tool to be used. And, in that sense, the diesel is the one to have.

It is also brilliantly executed. This engine …. well, as I say, sensible shoes.

By diesel standards, it sets so many compression ignition choices to shame. It feels more muscular than the already impressive on-paper output figures express (270kW and 750Nm is decent for a diesel four-wheel drive), pulling strongly from very low revs to very high. All without fuss; I cannot think of any other that sounds quite as smooth. And even though it expresses a certain level of exhaust nasties, it is cleaner than some.

Thanks for that and for it also having the strongest range is influenced by it now using a 48 volt system. On a full tank - and, yes, it’s a big one - you can confidently expect to clock at least 900 kilometres’ driving. At least.

I put 663kms on this test example, and it still went back with almost half the allocated fill untouched, with the trip computer attesting to 491kms’ further running in waiting. An equation that , I should add, was based on its average burn from a two hour open road run, from which the average had lifted to 9.1 litres per 100km, which betters the maker claim by 0.3L/100km. For most of the time, it drank more heavily, around the 11-12L/100km level, but even that is not bad for a vehicle the shape and weight of a block of flats that can punch from zero to 100kmh in under six seconds.

Even though diesel prices are being pummelled, there’s got to be satisfaction from that. And, beyond, there’s pleasure of sitting being an incredibly refined and well-mannered engine. There’s very little idle clatter and chatter remains quelled however hard it’s pushed; start-up is smooth thanks to the mild-hybrid system. Shove doesn’t match the petrol eight (or the electric), but it’s responsive enough and, also, a perfect partner to the nine-speed automatic transmission.

Go diesel and you go without the higher-end types’ very fancy air suspension. It’s not as useful for daily; for one, you cannot make it kneel for those who are challenged to gain entry due to their height. A situation exacerbated by the diesel lacking running boards unless you spend extra. I heard a lot about this being an issue.

On road, yes, it’s less nimble than the others, but anyone who has experienced those would surely agree they are exceptional for this vehicle type; the G63 can be driven in a way big luggers shouldn’t. To a point, at least. Ultimately, physics still matter.

In isolation, the G450d requires a less ambitious approach, but in its own right it still performs well and can be driven with genuine confidence. Beyond solid reassurance from it having full-time four-wheel-drive system here, it’s not refract of technical ssistance. There’s a range of driving modes that either stiffen up and slacken off the dampers. And it has all the safety assists you would expect; perhaps more. In typically German style, they’re all efficient without being overly intrusive. Because of its size, you will go through a period of learning how best to position it on the road. The smartly tuned lane-keep assistance system helps with that, but without driving you nuts. The rear-cross traffic alert will assist while reversing, along with the quality 360-degree camera system.

But no safety rating? Yeah, but because of any other reason that an administrative issue. ANCAP crash testing was undertaken in 2019; it applies only for the current G63 and discontinued G400d. If it’s any solace, their five star score expired at the end of last year. Plus, the EQ also isn’t rated.

For all the assists it has dedicated to keeping you out of the shrubbery, it has even more to help it clamber around the undergrowth when you purposely head off-seal. There displays showing how much grip is going where, how much lean is occurring, how much the suspension is stretching and contracting, what’s ahead and what’s behind.

More importantly, it has rear, centre and front diff locks. Engage all of those and it is simply stunning; even with just the rear unit activated, it becomes a impressive conquerer.

I have a regular off-roading haunt that, more importantly to me, is owned by very adept off-roading experts. They were stunned by the G450d’s aptitude in making a nonsense of challenges that have humbled many other utes and SUVs. One of those guys has Land Rover experience. He suggested the Brit brand would be green with envy about how the Benz did over some of the day’s terrain.

If you’re among those who buy a G for image, then the 18-inch wheel size and tyre choice will be an issue; agree, it does look a touch under-equipped with those. The rims can be wrapped in either highway-terrain or all-terrain tyres; the tester had the latter yet if anything seemed quieter on seal than the more affluent looking models’ 22-inch hoops.

From the inside looking out, it’s the usual quality environment, with leather on the inside, electric front seat adjustment and heated front seats, electric steering column adjustment, open-pore walnut wood trimming and interior ambient lighting. Front seat ventilation doesn’t arrive in this trim level.

It has the usual twin 12.3-inch infotainment and driver displays on the inside, three-zone climate control, and the Burmester 3D sound system delivers 18 speakers and 760 watts and accepts wireless Apple CarPlay and the other kind. LED headlights also involved, but no sunroof. There's remote connectivity through the in-built sim card and Mercedes Me app.

History defines the styling and, on that side of things, it’s still a brilliant sight. But it also restricts the interior’s utility; the second row seating is fine in itself, but there’s not a lot of legroom when big adults are up front. The squared-off shape also means boot space is so-so. Golf bags will have to stow on their bases. A side-hinged door and rear-mounted spare are all part of the vibe. But the door hinging on the left means it opens to the kerbside, which might be an annoyance in a shopping scenario.

The vibe explains the yesteryear locking knobs on the doors, and their gloriously mechanical and terribly military operation. This is the one Mercedes in which slamming a door shut is both encouraged and, if it’s the last to close, imperative (because it’s well-sealed). Staying old-school is no slight on how it’s built; quality of construction and materials is excellent. while operability is fairly orthodox, it’s not as rudimentary as it looks, either.

For years the G-Class has been far more about its image than day-to-day usability; the test car did nothing to defuse that notion: Nothing says ‘total henchman’ like a G in black on black. It’s a shame such a utilitarian machine has fallen into being thought of as one of the most pretentious, but Benz has very much fed that notion.

If any version stands chance of winning appreciation for being a genuine good sort, it’s got to be the diesel. For years I wondered what a G in that format would be like. Finally having opportunity to have that itch scratched was brilliant; I really didn’t want to say aug wedersehen. Bullshit doesn’t stick to the most honest version of Benz’s most honest vehicle.