The second-generation Mercedes-Benz G-Class is the first complete redesign in its 40-year history. It鈥檚 still remarkable to think that the Mercedes-Benz G-Class went on sale nearly 40 years ago, in 1979. Back then, it was steeped in rugged, capable military roots. Since then it鈥檚 gotten way more luxurious and powerful, culminating in monsters like the AMG G65, with its massive V12 engine. Under the hood, both the G550 and G63 AMG pack a 4.0-liter twin-turbocharged V8. The version in the standard model makes 416 horsepower and 450 lb-ft of torque. Step up to the AMG model, on sale next year, makes 577 horsepower and a monstrous 627 lb-ft of torque. Both engines mate up to a nine-speed automatic transmission. The new model may not have a massive V12 at the top of its range, but you have to admit, the V8 still sounds pretty good. Not only is the 2019 Mercedes-Benz G-Class more powerful, but it鈥 檚 physically larger as well. The new model is two inches longer and five inches wider than the outgoing G-Class. Despite the increased size, don鈥檛 think the G-Class has lost a shred of its off-road ability.

The second-generation Mercedes-Benz G-Class is the first complete redesign in its 40-year history. It鈥檚 still remarkable to think that the Mercedes-Benz G-Class went on sale nearly 40 years ago, in 1979. Back then, it was steeped in rugged, capable military roots. Since then it鈥檚 gotten way more luxurious and powerful, culminating in monsters like the AMG G65, with its massive V12 engine. Under the hood, both the G550 and G63 AMG pack a 4.0-liter twin-turbocharged V8. The version in the standard model makes 416 horsepower and 450 lb-ft of torque. Step up to the AMG model, on sale next year, makes 577 horsepower and a monstrous 627 lb-ft of torque. Both engines mate up to a nine-speed automatic transmission. The new model may not have a massive V12 at the top of its range, but you have to admit, the V8 still sounds pretty good. Not only is the 2019 Mercedes-Benz G-Class more powerful, but it鈥檚 physically larger as well. The new model is two inches longer and five inches wider than the outgoing G-Class. Despite the increased size, don鈥檛 think the G-Class has lost a shred of its off-road ability.

Remember, this is still an off-roader under all the luxurious trim. That means you still get three locking differentials (front, center and rear), as well as 9.5 inches of ground clearance. The 2019 Mercedes-Benz G-Class can ford water up to 27.5 inches deep, and it has approach, breakover and departure angles of 31 degrees, 26 degrees and 30 degrees respectively. Mind you, the G63 AMG still has those side-exit exhaust pipes. They may look cool, but watch out when you take it off-road. Even though the 2019 Mercedes-Benz G-Class is still a serious off-roader, as Roman finds out in the California desert, but it鈥檚 also, at heart, a Mercedes. You still get all the same sort of luxury you鈥檇 find in other high-end cars across the brand. Two 12.3-inch displays prominently comprise the car鈥檚 instrument cluster and infotainment system (although the gauge cluster screen is an option), while a 16-speaker Burmester premium audio system is optional. The 2019 Mercedes-Benz G550 is available at dealers now. 995 destination), it鈥檚 easy to take that into the stratosphere with options. 3,470 AMG Line package adds 20-inch wheels, AMG styling, and sport exhaust, as well as an AMG sport steering wheel, floor mats and red seat belts. 5,370 Night Package (which also includes the AMG Line bits) adds a black brush guard and gloss black trim. 23,000 more than the G550.

Canada may not be known for the best weather, but the Mercedes-Benz star shines just a little bit brighter in the Great White North compared to the United States. The outgoing Mercedes CLA250 four-door sedan carried the German company鈥檚 entry-level torch in the U.S. 2013 on, while the all-new 2019 A220 sedan will fill that role moving forward. Power is down but the rest of the package looks to trump the old CLA. Highlights include a more upscale interior with the latest tech, as well as a welcome bump in passenger space. But I鈥檇 prefer if Mercedes-Benz USA offered Canada鈥檚 new A250 hatchback instead. I think it has better proportions that the sedan鈥攊t鈥檚 hard to make a small sedan not look stubby鈥攁nd the hatch version offers significantly more cargo space and versatility despite being five-inches shorter. Then there鈥檚 the engine. Speaking of wagons, both Canadians and Americans are able to march into their Mercedes dealers and purchase the more practical version of the E-class鈥攊ncluding the wicked cool, 603-hp AMG version.

But those lucky bums up in Canada also get the smaller C-class longroof, and they鈥檙e offered not one but two versions鈥攖he C300 and the Mercedes-AMG C43. Now before you get too excited, that鈥檚 not the full-bore AMG C-class wagon. This dulls my Canadian envy slightly as the C63 is one of my ultimate dream cars. But it鈥檚 rear-wheel drive, making for a rather poor fit for most buyers in snowy climes. Yes, the Audi A4 Allroad is offered in both the U.S. Canada, but I stubbornly refuse to count that lifted, plastic-clad, wannabe SUV as a true wagon鈥攊f it can鈥檛 be proud of what it really is, it鈥檚 dead to me. While this particular item isn鈥檛 as awesome as the A250 hatch or C-class wagon, it is a small but significant way Canadian Benzes are better than ours鈥攁t least to aesthetes like me. The ugly front brush bar that curses the G-class as standard equipment in the U.S. Canada. I don鈥檛 know why anyone would want the eyesore (it鈥檚 not offered in Europe), but Canadians are at least given the choice. As such, they鈥檙e able to add the 360-degree camera if they smartly pass on the automotive equivalent of orthodontic headgear. In the States, we only get a rear camera on the G550 as the brush bar blocks the front camera view. Interestingly, you can spec the 360-degree camera on the U.S. 400, due to its lower-mounted (and equally distasteful) standard brush bar. I鈥檓 no fan of the AMG-fettled G-class but at least it has that going for it, which is nice.

From a logical standpoint, the 2012 Mercedes-Benz G550 is a vehicle that should not exist. Surely there isn't a large enough supply of people willing to pay six-figure sums for an SUV with a platform history not all that different from Ford's derelict Panther platform, and with fewer curves than the Bauhaus Dessau. Yet, around 1000 people in the U.S. Gelandewagen every year, as well as several thousand abroad. They pay for the experience of driving one of the world's greatest anachronisms. Let's start with the barely-updated-since-1990 exterior. Given the G-Class' military roots, it's hardly surprising that function black-bagged form. Its unique, time-honed angularity is actually a huge part of the SUV's appeal, especially today, when just about every SUV this side of a Wrangler or Land Rover Defender has rounded and aerodynamic styling. The ride of the G550 is decidedly truck-like. It's shaky on rough roads, often feels like rollover is imminent while cornering, and its steering is loose and imprecise. Given its body-on-frame construction, 5603-lb curb weight, solid front and rear axles, three locking differentials, and recirculating-ball steering, that's to be expected.