Renault Trafic vs Mercedes-Benz G-Class

What's the difference?

The Renault Trafic Premium LWB makes light work of heavy payloads and offers smart solutions for long internal load carrying and ‘mobile office’ requirements, combined with lengthy service intervals, good fuel economy and long driving range. It’s certainly worthy of cross-shopping with the HiAce and other rivals if you’re in the market for a refined and efficient mid-size commercial van.

As per the 1979 original, the current G-Class is produced by Magna Steyr in Arnie’s home town of Graz in Austria. And many fundamental things haven’t changed since then. But clearly this EV monster’s exotic electric powertrain is a huge departure.

It retains impressive off-road ability and straight-line speed. But will it hit the mark with top-end luxury 4WDers? Short story, this thing is wild, and it will be irresistible for a likely narrow band of tech-focused ‘must have the latest and greatest’ buyers. Nothing like impressing friends and family with a tank turn.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The Trafic is one of the most distinctive mid-size vans in Australia, with its sculptured flanks and ornate upswept headlights adding rare styling flair to a light-commercial vehicle segment traditionally compared with whitegoods. Even so, this overt styling does not detract from its work-focused practicality.

The spacious cabin has a neat and practical appearance with numerous shades of grey enhanced by satin chrome highlights and contrasting white stitching on the fabric-covered seats.

We also like the functional dash layout, particularly Renault’s adherence to a trio of large physical dials to control cabin climate settings in preference to distracting touchscreen prompts.

The Premium LWB has a sizeable 3498mm wheelbase which, combined with its front wheel-drive configuration, results in a large 13.8-metre turning circle. However, its 1967mm height ensures comfortable access to multi-storey carparks and low clearance loading zones.

Okay, so Mercedes-Benz says, with a straight face, that “with the aim of optimising the vehicle’s aerodynamics” classic G-Class elements have been revised, including the reprofiled bonnet, ‘air curtain’ vents in the flares over the rear wheel arches, A-pillar cladding and the small spoiler on the edge of the roof.

At the same time, the 20-inch wheels are also claimed to be "aerodynamically optimised” and underneath, a 26mm underbody casing made from a mix of materials, including carbon-fibre (attached to the ladder frame with more than 50 steel screws), protects the battery from dust, dirt and rocks.

In ticking off the Edition One, car-spotters should look for black rims with blue brake callipers behind them, blue inserts in the exterior protective strips as well as black door handles and a new rectangular design box on the rear door for storing items such as charging cables, tools or snow chains. If you want a spare wheel, choose the standard model.

An optional black-panel radiator grille ($3800) features tinted lighting units as well as an animated LED light band and chrome surround. The light band can be activated as a running light or an animation when locking and unlocking the vehicle.

And it’s worth noting Mercedes-Benz and the car’s contracted manufacturer, Magna Steyr, have invested much time and many Euros in retaining the car’s classic handle and door lock design. G-Wagen owners will recognise its sound from several kilometres away.

Inside the G580 it’s clear this is one area where the G-Class has progressed enormously over the decades. It’s still quite upright in terms of the dash design, but you’re confronted by twin 12.3-inch screens, supporting the Mercedes-Benz user interface. 

All very high-tech, but that’s balanced by an old-school grab-handle for the front passenger to latch onto during off-road work. 

The signature turbine-style air vents are located within squared-off panels, and in the limited Edition One you have a blue fleck running through carbon-fibre inserts on the centre console, door cards and that front grab handle. In the standard car it’s a (very attractive) walnut open-pore wood rather than carbon.

A luxurious interior for sure.

Our test vehicle’s relatively light 1844kg kerb weight and 3070kg GVM results in a substantial 1226kg payload capacity. Its upgraded 2500kg braked tow rating is, like the payload rating, higher than the Toyota HiAce LWB but lower than the Ford Transit Custom LWB.

However, Renault does not publish a GCM figure (how much it can legally carry and tow at the same time) so we don’t know if it can haul its maximum payload while towing its maximum trailer weight.

Access to the cargo bay, which offers a competitive 6.7 cubic metres of load volume, is through solid sliding doors on each side and glazed rear barn doors with forklift friendly 180-degree opening. The standard right-side sliding door can be deleted when ordering and a glazed single tailgate option is also available.

The load floor is 2937mm long and 1662mm wide, with 1268mm between the rear wheel housings, so it can carry up to two standard 1165mm-square Aussie pallets or up to three 800 x 1200 Euro pallets. There’s eight load-anchorage points at floor level and another eight at various heights for carrying taller loads.

Hinged flaps at the base of the front bulkhead and under the front of the passenger seat can also be opened to extend the load floor to an expansive 4150mm, allowing similar lengths of timber, conduit or PVC pipe to be carried.

The two-passenger bench seat has ample legroom for the outer occupant and even someone my height (186cm) can find reasonable comfort in the middle of a crew of three, albeit with knees competing for space with the prominent dash protrusion that houses the gearshift.

Generous cabin storage includes large bins in each door plus cup-holders on each side of the dash, a clamshell-lid compartment ahead of the driver, large open tray in the centre, small bin in the lower dash and a single glovebox.

The centre-seat backrest also folds forward to reveal a clever three-tier workstation, with a clipboard on top that can be detached to use outside the vehicle or mounted vertically in the workstation to face the driver or passenger (see image).

Beneath the clipboard is a hinged work desk, which when opened reveals a shallow felt-lined compartment underneath that’s ideal for hidden storage of phones, tablets, laptops etc.

Folding the bench seat’s front-hinged base cushions forward also reveals a cavernous hidden storage compartment below, which allows long cargo items to pass through when its front and rear metal flaps are open.

For the record, the G63 is just over 4.6m long and a little more than 1.9m wide with a 2890mm wheelbase. So, not huge, but its close to 2.0m height is hard to ignore. 

In the front there’s lots of breathing space, and in terms of storage you have generous bins in the doors with plenty of room for big bottles. Then there’s a centre armrest, which doubles as the top of a deep storage box housing a USB-C port inside. 

A sliding roller cover in the centre console reveals two cupholders, another two USB-C sockets, a 12-volt outlet and a wireless charging pad. Add in a big glove box and you’ve got plenty of options in terms of storage, power and connectivity. 

In the back, sitting behind the driver’s seat set for my 183cm position I’ve got tons of foot and legroom and, no surprise, lots of headroom.

There’s a fair bit of sculpting in the rear seat, which is as nice as it is unusual (makers often avoid bolsters on the rear seat as it makes the backrest harder to fold flat). And in terms of three-abreast accommodation, a smaller adult will be okay in the centre spot for shorter journeys. Three up to mid-teenage kids will be swimming in it.

Then, for practicality you again have generous bins in the doors. And if you need even more capacity, fold down the centre armrest which houses two different size cupholders. 

In the rear of the centre console you’ve got two USB-Cs, a 12-volt power outlet, individual climate control and directional vents.

There are map rockets on the front seatbacks and more air vents in the B-pillar. So, when it comes to comfort, powering up devices and storing ‘things’ you’re well taken care of.

The side-opening tailgate door opens from right to left, which isn’t ideal when parallel parked on the left hand side of the road, but boot volume is over 600 litres (VDA) with all seats upright, expanding to nearly 2000 litres with the 60/40 split-folding rear seat lowered.

There are multiple tie-down hooks, a netted pocket, two lights, a 12-volt outlet as well as a ‘ski-port’ door and sliding cargo cover to enhance practicality and security.

As mentioned earlier, the full-size spare in the standard model, but the Design Box replaces it on the Edition One, although Mercedes-Benz says it’s aiming to make a spare available as an option later in the year.

The new Mercedes-Benz G580 is priced at $249,900 and a more highly-specified limited Edition One version comes in at $299,900, both before on-road costs.

That’s a price territory where the BMW X5 and X6 M Competition ($244,900 & $250,900) as well as the Range Rover Autobiography ($233,961) live. Not to mention competition from the G580’s still available and appreciably pricier twin-turbo V8 Mercedes-AMG G63 stablemate ($365,900).

As you’d expect, the standard features list is substantial and the highlights are Burmester 3D Surround Sound audio (with digital radio), leather upholstery, keyless entry and start, a multi-function steering wheel trimmed in Nappa leather, power front seats with memory function, heated and cooled cupholders, and wireless smartphone charging. 

There’s also dual 12.3-inch driver instrument and central media displays, ambient lighting and adaptive LED headlights as well as Android Auto and Apple CarPlay.

As well as cosmetic changes, covered shortly, the Edition One steps up to ‘Silver Pearl’ and black Nappa leather trim (with blue contrast stitching).

There’s also a range of optional packages bundling up everything from exterior body elements to interior trim and additional multimedia, the latter especially for back-seaters. 

The ‘Night Package’ ($4300) includes black exterior mirror housings, black running boards and wheels as well as darkened exterior lights and a radiator shell that can be illuminated for an impressive profile while driving.

A ‘Superior Line Interior Plus Package’ ($14,500) brings full Nappa leather upholstery, ‘Active Multicontour Seat Package Plus’ and grab handles in leather. Then a ‘Manufaktur Exterior Package’ ($4100) finishes the roof, bumpers and wheel arches in ‘Obsidian Black’. 

But the one that will score you maximum brownie points with the kids is the ‘Interior Comfort Package’ ($8500), featuring a rear seat entertainment system, including two integrated 11.6-inch touch displays.

The 2.0-litre four-cylinder turbo diesel, now with Euro 6 emissions compliance using AdBlue, produces 125kW at 3500rpm and peak torque of 380Nm at 1500rpm.

The new nine-speed torque converter automatic offers a choice of drive modes and sequential manual-shifting using the steering wheel-mounted paddles.

MacPherson strut front suspension is paired with torsion bar rear springing, the latter including a pair of secondary coil springs for hauling heavy loads. It also has rack and pinion steering and four-wheel disc brakes.

The G580 is powered by four permanently excited synchronous motors, each delivering around a CLA200’s worth of power and torque to each wheel for overall outputs in excess of 432kW/1164Nm.

Each motor has its own two-stage transmission and power electronics for almost infinite fine-tuning of the direction and amount of drive sent to individual wheels. Merc calls it ‘individual-wheel drive’.

Renault claims average combined consumption of only 6.2L/100km (lower than HiAce, Staria Load and Transit Custom) and the dash display was showing 6.9 at the completion of our test, during which we travelled 501km across our usual mix of suburban, city and highway driving of which about 100km was hauling a near maximum payload.

So, based on these figures our test vehicle has a vast theoretical driving range of around 1100km from its big 80-litre tank, but even allowing for the usual 2-3L/100km discrepancy between official and real-world consumption, it should do 800-900km between refills.

Housed in a torsion-resistant casing and embedded low down in its ladder-frame chassis, the G580’s 116kWh two-tier, liquid-cooled lithium-ion battery pack delivers a WLTP-rated range of 473km, or 567km on the more lenient NEDC scale.

‘Eco Assistant’ and ‘Range Monitoring’ functions provide continuous information on battery status, energy consumption and estimated range.

Maximum system capacity is 400 volts which enables 200kW DC charging, meaning a 10 to 80 per cent fill in as little as 32 minutes. Maximum AC charging capacity is 11kW.

Claimed energy use is 23.1kWh/100km, and we saw an average of 28.6kWh across urban and highway running on the launch drive program.

Not exactly a ‘green’ EV choice, then, but it’s worth noting a one-year Chargefox subscription is included to off-set the car’s energy appetite.

It has a comfortable driving position with ample steering wheel and seat positioning, the latter including adjustable lumbar. The seat’s firm bolstering provides good thigh and torso support, the latter enhanced by a fold-down inboard armrest.

The only thing missing is a raised left footrest like the one residing in the outer passenger footwell, which is of course the driver’s footwell in LHD models. The centre passenger seat’s headrest also blocks most of the central mirror’s view through the bulkhead window (we removed and stowed it when not required).

It has good unladen ride quality with surefooted handling, nicely weighted steering and strong braking making it responsive and enjoyable to drive.

The engine is at its most energetic when peak torque is tapped at 1500rpm and it continues to pull strongly all the way to maximum power at 3500rpm. The new nine-speed torque converter auto provides near seamless shifting and good all-round response.

Its long-legged gearing is also well suited to highway work, requiring less than 2000rpm to maintain 110km/h. When combined with the bulkhead, which insulates occupants from most cargo bay noise, the Trafic is a comfortable highway hauler even though tyre noise is more intrusive at these speeds.

To test its GVM rating we forklifted 975kg into the cargo bay, which combined with our crew of two equalled a total payload of 1150kg that was less than 100kg under its legal limit. The rear suspension compressed about 50mm but still had enough travel to ensure there was no bottoming-out on our test route.

It handled this big payload easily, with the increase in sprung weight providing an even smoother ride with minimal effect on handling and braking response.

The efficient drivetrain also made light work of our 13 per cent gradient, 2.0km set climb at 60km/h, with the new auto promptly downshifting to fourth gear to easily haul this load to the top.

Engine braking on the way down, in a manually selected second gear, was not as robust as you’d expect for a 2.0-litre engine but the four-wheel disc brakes were more than capable of keeping speeds under control during the descent.

Our only other gripe is the tachometer display, with its 1000rpm increments represented by a horizontal line of small dots with no corresponding numbers displayed. It’s not easy to interpret at a glance and would benefit from a more user-friendly design.

So, with 432kW and around 1160Nm, even though the G580 weighs in at around three tonnes, you’re talking 0-100 km/h in 4.7 seconds. And this car gets up and goes… like a beast.

What you don’t get is that traditional Merc-AMG G63 V8 rumble, because, of course, no engine. 

But you do get what Mercedes calls ‘G-Roar’, essentially a sound bar at the front of the car also using the audio system inside to give it what is not exactly an engine noise but some sense of the car progressing. And you can turn it off for completely silent running.

‘Electric Dynamic Select’ changes the parameters of the motors, transmission, suspension, ESP and steering as required. On-road that means ‘Comfort’, ‘Sport’ and ‘Individual’ modes, with off-road comprising ‘Trail’ and ‘Rock’. In the Comfort setting drive flows primarily to one axle for optimum energy efficiency.

Suspension is by double wishbones at the front and a De Dion-style live (rigid) axle at the rear. You’ve got the same adaptive-type set-up as per other G-Class models, so ‘Comfort’ and ‘Sport’ modes and of the many traditional G-Class traits this car exhibits, ride quality is one of them.

Even in Comfort you’ll find even little bumps and thumps making their way up into the seat of the pants and the cabin. It is after all a body-on-frame, ladder-chassis type vehicle and that’s not unusual.  

In terms of steering, it’s accurate and road feel is good. You’ve got 275-wide Falken Azenis FK520 tyres that are more on- than off-road focused. The car feels stable and nicely planted on the road.

The physical brakes are by ventilated discs front and rear, and the big rotors are the same size (353mm) all around. They work nicely and feel like a conventional set-up.

Regenerative braking kicks in as soon as you lift off the accelerator pedal. The powertrain is harvesting energy as the car decelerates and there are four levels you can adjust with the steering wheel paddles up to a quite aggressive level - not quite, but close to a single-pedal set-up.

Off-road, the G580’s ‘G-Steering’ system allows the wheels to turn at different speeds to induce slight ‘drift-like’ oversteer and tighten the turning circle. It works beautifully and the car’s fording depth is 850mm, a full 150mm more than internal-combustion G-Class models.

A three-speed off-road crawl function is adjustable to speeds as low as 2.0km/h, and the car is claimed to remain stable on sideways slopes up to 35 degrees. 

Torque vectoring is used to create ‘virtual diff locks’ and there’s a ‘low-range’ setting. Switch to the ‘Offroad Cockpit’ and data including gradient, lateral inclination, compass readings, tyre pressures and the selected G-Mode appear.

A ‘Transparent Bonnet’ function creates a virtual view of what’s approaching and passing under the front wheels to help the driver pick their way through steep ascents or declines.

For the record, the G580’s approach angle is 32 degrees, departure is 30.7, breakover is 20.3 and ground-clearance is 250mm.

And of course, with the wheels independently powered, the G580’s signature move is what Mercedes-Benz calls a ‘G-Turn’ but the rest of the world calls a tank turn.

If you encounter an obstacle that makes forward progress impossible, the system spins the left- and right-hand wheels in opposite directions so this brute can turn on the spot like an M1 Abrams. You can’t help but crack up laughing when executing this extreme party trick!

In terms of miscellaneous observations around ergonomics and the car in general, it has a 13.6-metre conventional turning circle. So if you’re not using the G Turn function in the car park be ready for a sizeable turning arc.

Also, those aero tweaks here and there seem to have had an effect. Wind noise, especially for such an upright, squared-off design is surprisingly modest. And overall, from a build point of view, this car feels as though it’s been carved from a solid piece of metal. In every aspect it presents as a quality item.

Although the Mercedes-AMG G63 carries a maximum five-star ANCAP safety assessment from 2018, the pure-electric G580 is unrated. But crash avoidance tech includes active cruise control, ‘Active Steering Assist’, high-speed AEB, traffic sign recognition, lane-keeping assist, blind-spot monitoring, driver fatigue monitoring as well as a 360-degree camera view and ‘Active Parking Assist’.

And if a crash is unavoidable, there are no fewer than 11 airbags on-board, including driver and front passenger front and side, rear side, full-length curtains, driver and passenger knee and a front centre bag.

There are three top-tether points for child seats across the second row, with ISOFIX anchors on the two outer positions.

The Renault Trafic comes with a five-year/unlimited kilometre warranty, which is an improvement on the previous 200,000km limit, plus five years of roadside assistance.

Scheduled servicing is every 12 months/30,000km whichever occurs first. Capped pricing applies to the first five scheduled services up to five years/150,000km, which totals $3555 or an average of $711 per service.

That's slightly more than the HiAce but more convenient given the Trafic's once-a-year servicing requirement. Renault Australia has a national network of more than 50 dealers across most capital cities and many regional areas.

The G580 is covered by Mercedes-Benz Australia’s five-year/unlimited-km warranty, which remains the standard offering in the premium part of the market and an eight-year/160,000km drive battery warranty.

Service intervals are every 12 months or 20,000km with service plan pricing available over three ($2645), four ($3980) and five ($4670) years. In approximate terms, each workshop visit will cost ‘around’ $900. Not exactly cheap, especially for an EV, but this is no ordinary electric vehicle.