2025 Mercedes-Benz G580 With EQ Technology Review: Pricey and Portly, But Plenty Potent
Is the 2025 Mercedes-Benz G580 With EQ Technology a Good Luxury SUV?
- Almost indistinguishable from the gas-powered G-Class SUV from a design perspective, the G580 With EQ Technology delivers all the luxury, exclusivity and quirkiness of the G-Wagen lineup, plus a sneaky dose of 21st century electric-vehicle technology.
How Does the 2025 Mercedes-Benz G580 With EQ Technology Compare With Other Luxury SUVs?
- The Rivian R1S Quad-Motor is the only other four-motor, super-expensive luxury SUV on the market, and it easily bests the Mercedes-Benz G580 in interior space, usable tech, driving range, power and pricing, but the Benz offers better interior materials quality, customization and cachet.
In general, we remain unconvinced about the wisdom of fully electric off-road trucks and SUVs. At least as of this writing, there’s nowhere to plug your car in when you’re out in the boondocks, overlanding from one spot to another. It’s good, then, that the new 2025 Mercedes-Benz G580 With EQ Technology (yes, that whole title is its official name) will almost certainly never venture any farther off pavement than the local polo fields; the only rodeo it’s likely to visit is Rodeo Drive.
2025 Mercedes-Benz G580 with EQ Technology | Cars.com photo by Aaron Bragman
Yes, the electric G580 has technology that would make it formidable out in the backcountry — but it also has technology that makes it unsuitable for venturing there. Rather, it’s a six-figure style statement, a cachet-loaded monster truck that will be perfect for a handful of buyers around the world: people who want to arrive in style and silence, who never venture too far from home and who like to have neat toys that can do remarkable things. In that role, the 2025 G580 With EQ Technology shines.
Related: 2025 Mercedes-Benz G580 With EQ Technology Up Close: G-reat
1 / 142025 Mercedes-Benz G580 with EQ Technology | Cars.com photo by Aaron Bragman
How Much Does a 2025 G580 With EQ Technology Cost?
The G580 is one of three trims of the G-Class SUV sold in the U.S. Sometimes called the G-Wagen — derived from the German Gelandewagen (roughly meaning “all-terrain vehicle”) — its lineup includes the G550 and AMG G63 gas-powered versions, along with the G580 With EQ Technology all-electric model. It was originally planned to be called the EQG, in keeping with Mercedes’ “EQ” sub-brand naming convention for its electric vehicles, but it came to market instead as the G580 With EQ Technology after Mercedes-Benz decided to drop its whole EQ nomenclature. I’m not sure this is a better option. Its prices are listed below, including a surprisingly reasonable $1,150 destination fee.
- G550: $149,400
- G580 With EQ Technology: $162,650
- AMG G63: $187,250
The biggest difference between the variants is what’s under the hood. The base G550 comes with a standard turbocharged 3.0-liter inline-six-cylinder engine making 443 horsepower. Next priciest is the all-electric G580 With EQ Technology, which features four electric motors (one for each wheel) and a huge 116-kilowatt-hour battery pack, good for a robust 579 hp and a whopping 859 pounds-feet of torque. The priciest, top-of-the-line G-Wagen is the AMG G63, which features a 577-hp, twin-turbo 4.0-liter V-8 and special AMG tuning and styling.
Your Standard G-Wagen Inside and Out
Historically, the G-Wagen has been known for a few things. There’s its styling, for one, which has looked largely the same since it was introduced in 1979, right down to its fender-top corner lights, super-upright windshield and boxy overall shape. It was significantly redesigned for the 2019 model year, getting slightly smoothed out styling for improved aerodynamics, increased overall length and width, and a redone interior that fully updated the classic SUV with modern amenities.
Styling hasn’t changed much with this latest version, but the electric model does have some differences, including an available smooth-panel grille and unique wheels. Many of the same styling options available on the gas-powered G550 are available on the G580, including the blacked-out Night Package that my test vehicle came with. Other than that panel grille and the very small, subtle EQ badges on the lower front fenders, though, there’s very little to give away that this is the fully electric model instead of one of the gas-powered versions. The door locks still have that mechanical rifle-bolt clack, the doors still close with a tank-like clunk, and the G580 still uses push-button handles to open them up — just like God intended when the G-Wagen was created.
1 / 72025 Mercedes-Benz G580 with EQ Technology | Cars.com photo by Aaron Bragman
Climbing up into the cabin (it’s a bit of a step up) reveals the interior isn’t any different from a conventionally powered model, either, aside from a couple of extra menus in the multimedia system and a few buttons that have been relabeled for unique functions. It’s a commanding driving position — almost like a Jeep Wrangler’s, but with a shorter, more sloped hood. The traditional corner marker lights are clearly visible at each front corner, and the boxy hood joins in for a truly retro feel. Twin 12.3-inch screens in front of you aren’t, however, retro at all; they’re fully modern. The gauge cluster is digital and reconfigurable to several variations, and the center touchscreen runs the MBUX software, which is the last generation of the company’s system. (Mercedes has since moved on to a newer, more simplified version in its latest sedans and SUVs.) The G580 also has Mercedes’ touch-sensitive steering-wheel controls, which we’ve come to despise and which the brand has put on just about everything in its showrooms.
The front seats are comfortable, and there’s plenty of headroom, but there’s not a lot of legroom in either the front or rear seats; taller drivers may find that the seat doesn’t go back far enough for them to be properly comfortable, and anyone over 5-foot-10 will be uncomfortable in the backseat, which isn’t adjustable. Rear headroom, however, is plentiful thanks to the G580’s tall roof and upright side windows. So even though it’s not overly commodious for stretching out, it doesn’t feel terribly cramped thanks to that airy greenhouse. Cargo room in the back is adequate, and folding the backseats down to open up even more space can be done in a 60/40 split — though you’ll have to move the front seats forward a bit in order to fully lower the rear seatbacks.
The G580’s packaging reveals its old-school origins as a true SUV, not a car-based crossover. Its overall size inside and out isn’t that different from a four-door Wrangler. It’s positively dwarfed by Mercedes’ big three-row SUV, the GLS-Class, but the G-Wagen has never really been about feeling good; it’s always been much more about looking good, at least in the communities that buy these things as daily drivers. And in terms of style and presence, it still turns heads and impresses passengers with its design.
Opting for the Electric Version
Not surprisingly, the biggest difference between the electric G580 and the gas-powered versions is the powertrain experience. There’s no snorty gas engine underhood, no side-exit AMG exhaust, no rumble or roar at all (unless you activate Mercedes’ “G-Roar” sounds, which I did for precisely 3 minutes before switching it off and never touching it again). There’s no transfer case and no mechanically locking differentials, just four motors mounted to the chassis in special housings and connected to the wheels by half shafts. The front suspension is double-wishbone independent, and the rear uses a solid axle that’s unique to the G580. The electric motors — which each independently produce 145 hp but collectively are rated at 579 hp and 859 pounds-feet of torque — each have a small geared low-range transmission integrated into their housing, allowing for a 2:1 reduction for off-road duty at speeds up to 53 mph. What all this means is that the G580 With EQ Technology is just as capable in the dirt as its gas-powered siblings — maybe even more so. According to Mercedes, it can climb a 100% grade and has 9.8 inches of ground clearance, a 32-degree approach angle, a 30.7-degree departure angle and a 20.3-degree breakover. It can ford water up to 33.5 inches — 5.9 inches more than its gas-powered siblings.
1 / 172025 Mercedes-Benz G580 with EQ Technology | Cars.com photo by Aaron Bragman
The uniqueness of its powertrain also enables the G580 to do things no gas-powered off-roader can do. It uses “virtual differential locks” and computer-controlled torque vectoring for maximum off-road traction, and it can individually and minutely control power at each wheel for maximum traction. It can also do things like a “G-Turn,” which, when activated, spins the left-side wheels in the opposite direction of the right-side wheels, causing the G580 to spin in place like a tank. There’s also a G-Steering mode that can dramatically reduce the SUV’s turning circle off-road. Both systems should only be used on low-friction surfaces, like dirt, mud, sand and ice, to avoid damaging tires and components. But they actually work best as show-off party tricks rather than useful off-road tools — but man, they do show off well.
2026 Hyundai Palisade Review: Growing Gains
By Conner Golden
August 5, 2025
2026 Hyundai Palisade Calligraphy, front | Cars.com photo by Conner Golden
Is the 2026 Hyundai Palisade a Good SUV?
Yes! In fact, it’s one of the better three-row SUVs available on the market from a utility, comfort and space perspective. Look to the XRT Pro for off-road capability and the Calligraphy trim for a “Genesis lite” experience.
What does the 2026 Hyundai Palisade Compete With?
As before, the Hyundai Palisade’s primary competition are the Ford Explorer, Honda Pilot, Kia Telluride, Nissan Pathfinder, Subaru Ascent, Toyota Grand Highlander and Volkswagen Atlas.
We like quite a few cars and SUVs here at Cars.com, but with the Hyundai Palisade, our admiration is quantifiable. We heaped awards and comparison wins onto the first generation of Hyundai’s largest three-row, naming it our standout Best of 2020, the same year it took home a comparison test win against the segment’s hottest. Later updates for 2024 nabbed it another overall comparison win, shortly before being named Cars.com’s Best Family Car for 2025.
Related: How Much Is the Redesigned 2026 Hyundai Palisade?
Yup, we really liked the old Palisade — and I expect we (and Hyundai’s customer base) will like the new second gen just as much or if not more than the first. That’s hardly a surprise, as early previews of this new Palisade revealed Hyundai took everything we liked about the prior SUV and polished it to a fine shine. At the same time, however, it left some things we were either neutral or critical of intact, while also taking the nameplate in a slightly different dynamic direction.
To see if the new Palisade is as improved as it appears to be, I headed to Calistoga, Calif., to drive it and find out (per Cars.com’s ethics policy, we pay for all travel and lodging at such manufacturer-sponsored events).
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Does the 2026 Hyundai Palisade Look Different Than Before?
We’ll start with some brief appreciation for the new Palisade’s clear stylistic honing that pushes it a smidge upmarket (if not in price). Kitted out with the top-shelf Calligraphy trim, it’s a handsome and modestly elegant SUV with ritzy touches like new 21-inch wheels and matte-silver trim that contrasts well against any color.
It’s boxier and clearly more “SUV” in profile, taking measured inspiration from Hyundai’s upright, truckish Santa Fe while still retaining a soft-edge appearance more in line with the competitive field. It’s all cohesive in person, and the Calligraphy looks just evolved enough to attract existing Palisade owners and cross-shoppers alike.
The biggest news of this updated Palisade is the long-awaited addition of a hybrid drivetrain, but you’ll have to wait for our on-hands take on that later in 2025. Hyundai’s kicking things off with the standard mass-market powertrain, a new naturally aspirated 3.5-liter V-6 shared with the Kia Carnival minivan and a number of Hyundai and Kia models abroad — so, new for the Palisade but not the market, and not really an upgrade over the outgoing 3.8-liter V-6.
What Engine Does the 2026 Hyundai Palisade Have?
The 3.5-liter’s 287 horsepower and 260 pounds-feet of torque trail the old engine by a speck, down 4 hp and 2 pounds-feet, respectively. All of this is routed through an eight-speed automatic transmission and your choice of either front- or all-wheel drive, with a standard (and unchanged) tow rating of 5,000 pounds. Outside the latter, these are not strong figures, especially since I found the prior Palisade’s poky performance to be one of its biggest flaws.
2026 Hyundai Palisade Calligraphy, rear angle | Cars.com photo by Conner Golden
Unfortunately, it’s the same thing here. The new V-6 is smooth, reasonably quiet and not overly harsh in any meaningful way, but late-breaking peaky power leads to straight-line acceleration that’s meandering at best — and that’s with just two adult men in tow. Those quick to dismiss any lackluster performance here in the context of this being a three-row family hauler and not a Porsche 911 must be reminded that if it’s sluggish when empty, you’re going to feel every ounce of ballast as the seats and stowage fills up.
During merging and attempted passing maneuvers, the AWD Palisade Calligraphy felt rather sluggish when compared to some of the competition. A weight penalty of up to 366 pounds (depending on configuration) between generations is the clear antagonist here, made particularly frustrating when you take stock of Hyundai’s greater powertrain portfolio.
Hyundai’s established turbocharged 2.5-liter four-cylinder family trails the updated Palisade’s V-6 at 277 hp, but its 311 pounds-feet means turbo Santa Fes are more comfortable and at ease hauling a full house than the larger Palisade. The question of whether this four-cylinder would fit isn’t even up for debate: The 2.5T serves as the core gas-powered portion of the new Palisade Hybrid.
How Does the 2026 Hyundai Palisade Drive?
Dynamically, it’s a similar story — but the ending is markedly different. Compared to the first gen, the new Palisade feels heavy and drives “larger” than the modest 2.7-inch wheelbase stretch and 2.5-inch overall gain in length can account for. Driver inputs are muted, with a marshmallowy brake feel, soupy steering and pillowy ride making for a driving experience notably softer than the more neutral feel of the last Palisade.
2026 Hyundai Palisade Calligraphy, front row | Cars.com photo by Conner Golden
That’s not a bad thing. Outside of the engine’s peaky power delivery, the 2026 Palisade carries an air of distinct refinement and comfort that makes it one of the more isolating and generally comfortable SUVs in the class. This is especially true in the luxe Calligraphy trim, where interior appointments could almost pass for something wearing the Genesis badge. Quilted Nappa leather, microsuede trim, thoughtfully textured plastics, damped controls and convincing faux-wood trim compose an environment that’s easily one of the best among rivals and punches significantly above what some might expect from the brand.
Again, I can’t speak for the cockpit of lower trims outside of some brief time spent in the new XRT Pro, but the handsome and rounded interior space is modelwide, as is the isolated driving experience and lovely controls.
Is the 2026 Hyundai Palisade Well Equipped?
The tech and features are great, too. You’ll find twin 12.3-inch screens for the driver display and infotainment functions along with standard wireless Apple CarPlay and Android Auto and wireless device charging on every trim save the base SE. Six 100-watt USB-C chargeports pepper the cabin with two in each row, along with available heated and ventilated seating surfaces for the first two rows and three-mode heated seats for the third row maintaining toasty bums.
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Hyundai is a South Korean make with a range of high-quality, award-winning gas, hybrid and electric vehicles that perform well in comparison tests.
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All of the expected creature comforts are here on the $58,000 AWD Calligraphy, including a head-up display, surround-view cameras, Bose premium sound system, power-folding second and third row, heated leather-wrapped steering wheel and third-row intercom. It’s an exceedingly plush space to wick a commute away, especially if you’d rather not pony up for the smaller and far, far more expensive Genesis GV80.
The third row was particularly impressive, with my, ah, full-framed 5-foot-11 self plenty comfortable behind an adjusted second-row seat. Compared to other third rows best left for kids or emergency use, I’d not be too upset if the ride to dinner stretched beyond the half-hour mark, especially with access to my own air-conditioning vents, heated seats and USB-C port.
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2026 Hyundai Palisade XRT Pro, off-road rear | Cars.com photo by Conner Golden
2026 Hyundai Palisade XRT Pro
Go Calligraphy for max cush and the new XRT Pro for max capability. Whereas Hyundai’s prior XRT trims are best considered as no more than vaguely rugged appearance packages, the “Pro” appendage is the real deal when it comes to pointing your Palisade off-piste. From a mechanical perspective, the AWD-only XRT Pro adds an exclusive electronic limited-slip rear differential, an extra inch of ground clearance, improved angles of approach, departure and breakover, genuine all-terrain tires, off-road info display page and functional exposed tow hooks. And though the XRT Pro’s hardware is a significant leg up on the regular SUV, the new Mud, Sand and Snow terrain modes are standard on all AWD Palisades, as is hill descent control.
I put this new rough-‘n’-ready trim to the test on an off-road trail with special sections set up to demonstrate the XRT Pro’s ground clearance, rear-differential and suspension articulation. Other than some very tight passes on a hillside trail, it was generally easy going with zero apparent clearance or traction issues. While I have no doubt the XRT Pro will handle any moderate-difficulty fire road or desert two-track with little issue, the illusion of difficulty of Hyundai’s curated course was shattered when a Calligraphy unexpectedly emerged from the forest stage while I was out taking photos, the driver having accidentally taken a wrong turn. Having handled the tight ridge road, sharp descent section and silty uphill charge, the driver smartly bypassed the articulation and ground-clearance trials while returning to base camp.
1 / 142026 Hyundai Palisade XRT Pro | Cars.com photo by Conner Golden
Within the context of these two trims, the 2026 Hyundai Palisade is roundly impressive and immediately a clear class standout, picking up and quickly charging ahead from where the prior generation left off. More in-depth testing is needed regarding full-passenger capacity and comfort, child-seat functionality and perhaps finding our own limits of the XRT Pro, but Hyundai’s already got a winner on its hands. Next stop: the Palisade Hybrid.
Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.
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2025 Tesla Cybertruck Review: Wedge Issues
By Damon Bell
August 1, 2025
2025 Tesla Cybertruck | Cars.com photo by Jonathan Earley
Is the Tesla Cybertruck a Good Electric Pickup?
- That depends on your definition of “good.” The Cybertruck is super quick, loaded with high-tech features and turns heads like nothing else. As a get-things-done pickup and daily driver, however, its functionality takes a backseat to its outlandish, wedge-shaped form.
How Does the Tesla Cybertruck Compare With Other Electric Pickups?
- The GMC Hummer EV Pickup is probably the Cybertruck’s closest competitor; the two trucks are similar in terms of unusual features, quick acceleration and general styling outlandishness. The Chevrolet Silverado EV, Ford F-150 Lightning, GMC Sierra EV and Rivian R1T are rival electric pickup trucks that stick to a more conventional approach. Lower trim levels of the Chevy and Ford are at least $10,000 cheaper than a comparable Cybertruck.
When Tesla CEO Elon Musk appeared with President Donald Trump on the White House lawn this past March, he briefly explained some of the company’s thinking behind the Cybertruck: “We want the future to look like the future. … What kind of truck would Blade Runner drive? That was the design idea.” Well … mission accomplished, I guess. I’ll point out that the classic 1982 sci-fi film “Blade Runner” was set in a dystopian Los Angeles, but the U.S. in 2025 can feel awfully dystopian at times, too, so maybe the Cybertruck is an appropriate symbol of our times?
One thing is certain: It’s nigh impossible to not have an opinion on the Cybertruck. It’s a vehicle designed to polarize. Some people think it’s the most exciting, futuristic vehicle to come along in years, some think it looks like a stainless-steel dumpster on wheels. At Cars.com, we do our best to focus on functionality over styling, but with the Cybertruck, the two are especially hard to separate.
1 / 162025 Tesla Cybertruck | Cars.com photo by Jonathan Earley
The Cybertruck launched as a 2024 model with a dual-electric-motor, 600-horsepower, all-wheel-drive powertrain in the base model and a tri-motor Cyberbeast version with 845 hp. For 2025, the lineup gains a new entry-level, rear-wheel-drive version. For this review, we tested a 2025 Cybertruck All-Wheel Drive equipped with 20-inch Cyber wheels with 35-inch tires (a $3,500 option) that had a sticker price of $85,485, including a $1,995 destination fee. We didn’t do any off-roading, towing or hauling; we simply used the Cybertruck as an everyday vehicle. Here’s what we found.
What Is the 2025 Tesla Cybertruck’s Interior Like?
The Cybertruck’s cabin is more about futuristic minimalism than luxury trimmings. It’s decently put together but not particularly posh — especially considering its $80,000-plus price tag. Front-seat space is good, and headroom is quite generous because the roofline peaks over the front-seat occupants’ heads. Backseat space, however, is a bit disappointing for a large pickup truck. The sloping roofline will cut into headroom for taller passengers, and legroom won’t be expansive for those same folks when the front seats are set far back. Average-sized adults should be fine, but every other full-size crew-cab pickup has better backseat space. On the plus side, backseat passengers get a nice color touchscreen to control climate and audio functions, and it includes a few video games and other digital toys, too.
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I am not a fan of the Cybertruck’s expansive glass roof, in no small part because my time with the vehicle was during a summer heat wave in Chicago, with temps in the high 80s and low 90s. Even though it’s tinted, the fixed glass lets in more heat on hot, sunny days than a solid roof would. Tesla sells a $115 mesh-fabric sunshade that I’m sure helps, but our test vehicle didn’t come equipped with one.
Small-items storage is OK, but it pales in comparison with the thoughtful stash spaces that most full-size domestic-brand pickups offer. Dual wireless chargers and dual cupholders sit at the leading edge of the center console, and there’s a large, shallow cubby between the front seats that’s sized for a big purse or maybe a grocery bag or two.
How Are the 2025 Tesla Cybertruck’s Cargo Areas?
I highly doubt many traditional pickup truck buyers will be swayed by the Cybertruck, and I’m guessing most Cybertruck owners don’t do a lot of heavy hauling with their vehicles. The Cybertruck’s bed is respectably large (my tall-guy mountain bike fit without hassle), and it includes a handy under-bed trunk similar to the one in the Honda Ridgeline mid-size pickup.
The angled body shape that gives the Cybertruck its one-of-a-kind profile, however, also makes it more difficult to access the bed — particularly the front of it, where the body sides are tallest. The power-retractable tonneau cover is a clever touch, but it makes a bad visibility situation worse (see below). The Cybertruck does have a useful frunk under its hood, but due to the truck’s stubby nose, that frunk is notably smaller than the ones in every other electric pickup.
1 / 92025 Tesla Cybertruck | Cars.com photo by Jonathan Earley
How Is the 2025 Tesla Cybertruck’s Visibility?
The Cybertruck’s gigantic windshield provides a broad view forward, and its cab-forward shape and minimal front overhang mean the angled hood is all but invisible from the driver’s seat. The sharply raked windshield pillars can block your view to the left, but triangular windows below them help. I experienced some minor sun-glare issues caused by the extreme angle of the windshield when the sun was low in the sky, but nothing worrisome. I acclimated to the unconventional windshield and nose well enough, but some of our editors found the layout disorienting.
The Cybertruck uses a single windshield wiper, and it’s huge. It swoops down from the driver’s side of the windshield, and though we didn’t get to test it in heavy rain, it worked pretty well in a light drizzle or with the windshield washer. A replacement blade is pricey, however; it’s listed at $75 on Tesla’s website.
While the Cybertruck’s forward view is unconventional but mostly unobjectionable, its rear visibility is terrible. The viewable area of the rear window is barely 7 inches tall by my tape measure, and it looks mail-slot slim when viewed through the also-too-small rearview mirror. The retractable, motorized tonneau cover powers over the cargo bed from the base of the rear window, and when it’s deployed, it completely blocks the rear window. A rearview camera display automatically comes up on the touchscreen when the tonneau cover is in use, but it’s a poor substitute for being able to actually see out the rear window.
