It looks like a glitch in a video game. You’re watching a four-ton luxury SUV sitting on a patch of dirt, and suddenly, it starts spinning like a top. Not drifting. Not sliding. It’s rotating perfectly on its own axis. This is the G-Turn, the party trick that turned the automotive world upside down when Mercedes-Benz first teased the all-electric G-Class (officially known as the G 580 with EQ Technology). Honestly, it’s the kind of thing that makes you wonder if we’ve finally reached the peak of "because we can" engineering.
The G-Wagon has always been an anomaly. Originally a military vehicle, it somehow morphed into the ultimate status symbol for Beverly Hills. But as the world shifts toward electrification, Mercedes had a problem: how do you make a heavy, boxy EV feel as "alpha" as a V8-powered G 63? The answer was torque. Specifically, a lot of it, controlled with surgical precision across four independent motors.
The Mechanical Magic Behind the G-Turn
Most cars have one engine. Some EVs have two. High-performance ones have three. The electric G-Wagon has four. Each wheel has its own dedicated motor. This is the "secret sauce" that allows for the G-Turn.
By spinning the wheels on the left side in one direction and the wheels on the right side in the opposite direction, the vehicle creates a yaw moment around its center. It’s a tank turn. Literally. Tanks have been doing this for a century because they use tracks, but doing it with tires on a luxury SUV requires a terrifying amount of computing power. You aren't just spinning wheels; you’re managing the friction, the weight distribution, and the heat generated by four motors pushing against the earth’s resistance.
It feels weird. I’ve spoken to engineers who describe the sensation as "disorienting" because your inner ear expects forward momentum, but your body is just rotating. Mercedes limits the feature to two full 360-degree rotations. Why? Because any more than that and the driver might actually get motion sick, or the tires might literally dig themselves into a hole they can't get out of.
Is the G-Turn Actually Useful or Just for Show?
Let's be real. Nobody is using a $180,000 electric SUV to do 720-degree spins in the middle of a narrow trail just to get back to the highway. Or maybe they are. Mercedes-Benz CEO Ola Källenius has often pointed out that while it's a "wow" feature, it demonstrates the ultimate capability of the 4-motor drivetrain.
If a car can spin on a dime, it can also calculate exactly how much grip each individual tire needs when climbing a 45-degree rock face in the Alps. The G-Turn is the extreme manifestation of torque vectoring.
There are actual off-road scenarios where a partial turn—what Mercedes calls the "G-Steering" function—is genuinely helpful. Imagine a tight hair-pin turn on a mountain trail where a traditional G-Wagon would need a five-point turn to clear the corner. By dragging the inside rear wheel or applying counter-rotation, the electric G-Class shrinks its turning circle to almost nothing. It makes a massive SUV handle like a much smaller vehicle. It's basically a cheat code for overlanding.
The Technical Specs You Should Care About
- Motors: 4 independent electric motors (one per wheel).
- Total Output: 579 horsepower and a staggering 859 lb-ft of torque.
- Safety: The feature only activates on loose surfaces (dirt, gravel, snow). If you try this on dry asphalt, you’ll probably snap an axle or peel the rubber off your rims.
- Activation: You have to engage "Rock" mode, pull the paddles on the steering wheel, and then floor the accelerator. The car takes care of the rest.
Why Other Brands Aren't Doing This (Yet)
Rivian was actually the first to show off a "Tank Turn" years ago. Then they pulled it. They were worried about trail damage. If everyone goes out into the wilderness and starts spinning their 7,000-pound trucks, they’re going to tear up the environment, create deep ruts, and get off-roading banned in sensitive areas.
Mercedes decided to go for it anyway, but with guardrails. You can’t just do a G-Turn anywhere. The software checks the surface resistance. It checks the tilt. It’s a highly regulated bit of fun.
The complexity of a quad-motor setup is also a massive barrier. Most manufacturers prefer a dual-motor setup because it’s cheaper and more efficient. But the G-Wagon has never been about "cheap" or "sensible." It’s about being the most capable thing on the road, even if that capability is something you only use to impress your neighbors on a Saturday morning.
The Reality of Owning a G 580 with EQ Technology
The electric G-Wagon isn't just a one-trick pony with a spinning feature. It actually out-performs the gas-powered G 63 in several off-road metrics. Because the battery pack is sealed in a waterproof casing (reinforced with carbon fiber to protect against rock strikes), the electric G has a higher wading depth than the internal combustion version. We're talking 33.5 inches compared to the 27.6 inches in the standard G 550.
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The center of gravity is also much lower because the batteries are tucked into the ladder frame. This makes it less "tippy" on side slopes. For a vehicle known for being a bit top-heavy, this is a massive engineering win.
Actionable Insights for Future Owners
If you’re planning on putting a deposit down for a G 580 to try the G-Turn, keep these points in mind:
- Find the Right Surface: Do not try this on your driveway. You need loose gravel, deep sand, or wet grass. The system is designed to detect surface "slip"—without it, the strain on the CV joints is immense.
- Mind the Battery: Performing high-torque maneuvers like the G-Turn drains the battery significantly faster than cruising. It’s an intensive power draw.
- Learn the Paddles: The activation sequence isn't just a button. It involves selecting the right off-road gear (low range is simulated via the motors) and using the steering wheel paddles to dictate the direction of the spin.
- Check Local Regulations: If you’re at an off-road park, check if "stationary pivots" are allowed. Some trails have strict rules against "roosting" or spinning tires because it leads to erosion.
The G-Turn is a testament to how far electric propulsion has come. It’s silly, it’s loud (well, mechanically loud), and it’s completely unnecessary for 99% of drivers. But it’s also the most G-Wagon thing Mercedes could have possibly done. It proves that the future of the brand isn't just about saving fuel; it's about doing things that gas engines simply can't do.
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When you're behind the wheel and you feel that massive machine start to rotate under you, it’s hard not to laugh. It feels like the future, even if that future is just spinning in circles in the dirt.