The Range Rover SE in the driveway has been answering one question on every trip out. The 2026 SE SWB P400 wears a luxury silhouette that overlaps a Mercedes-Benz G-Class in a parking-lot glance, and the cross-shop question follows from strangers, car-meet acquaintances, and an Instagram DM after every press-fleet photo: how does the Range Rover compare to a G-Wagon.
The comparison is the obvious one for any six-figure luxury SUV. Both sit in the same celebrity-Instagram feed. Both park in the same school-pickup lane at boarding schools and the same valet line in Aspen.
They share almost nothing else.
The 2026 Range Rover is a unibody monocoque with air suspension at all four corners. The 2026 Mercedes-Benz G-Class is a body-on-frame ladder with a solid rear axle and three lockable differentials. The Range Rover is engineered to make 80 mph in a comfort-zone bubble. The G-Class is engineered to climb a 100% grade and crawl an off-camber rock without breaking the structure.
This article works through five questions: who pays what at each price rung, which structural choices define each vehicle, where on-road comfort actually lives, where off-road capability lives, and which buyer DNA each vehicle speaks to. The math, the structure, and the buyer profiles all point at the same conclusion. The two SUVs share a price bracket and almost zero buyer overlap.
The Range Rover side of this comparison is informed by a week with the SE SWB P400 (Belgravia Green, $129,965 as-tested). The G-Class side is informed by Mercedes-Benz USA materials and instrumented testing from Edmunds, Hagerty, and Top Gear. No first-hand G-Class seat time on this loan.
The full driving review of the SE lives in the dedicated 2026 Range Rover review. The trim-walk decision sits in the SE vs Autobiography article. The body-style choice is in the SWB vs LWB guide. The engine fork is in the P400 vs P530 article. This piece is the cross-shop fork.
Key Takeaways
- The G550 is no longer a V8. Mercedes replaced the 4.0-liter biturbo V8 with a 3.0-liter turbocharged inline-six plus 48-volt EQ Boost in 2025. Only the AMG G63 retains a V8. Comparisons online that still describe the G550 as a V8 are out of date.
- The Range Rover SE doesn’t compete with the G550 on price. $113,300 SE vs $153,900 G550 is a $40,600 gap. The genuine cross-shop pair is RR Autobiography P530 ($174,800) vs G550, or RR SV ($219,500+) vs AMG G63 ($195,500).
- The structural fork: unibody monocoque (Range Rover) vs body-on-frame ladder (G-Class). Three lockable diffs (G) vs Terrain Response 2 plus electronic limited-slip (RR). Different philosophical answers to the same off-road problem.
- On-road, the Range Rover wins decisively. 0.74g skidpad (RR LWB SE per Motor Trend) vs 0.61g (G550). Rear-axle steering, air suspension, and drift compensation steering on the Range Rover. None of those on the G-Class. The G-Class buyer is choosing the trade.
- Off-road, the answer splits. G-Class wins on technical slow-speed crawl with three locking differentials and body-on-frame durability. Range Rover wins on speed across mixed terrain with air-suspension articulation and a 35.4-inch wading depth that beats the G550 by 7.8 inches.
- The depreciation twist: the Range Rover SE costs $40,600 less to buy and roughly $62,807 more to own over five years per CarEdge totals. RR five-year depreciation: 64%. G-Class: 39.8%. The more expensive sticker is the more affordable five-year hold.
- Cargo and rear seat go to the Range Rover. SWB 42.9 cu ft behind the second row (vs G-Class 37.4). LWB Autobiography 46.8 inches of rear legroom (vs G-Class 38.2). The blocky G-Class exterior hides a smaller interior than the silhouette implies.
- Buyer DNA divergence: the G-Class is the celebrity-Instagram SUV. The Range Rover is the country-house SUV. The Venn overlap is small. Pick the one you want to drive at 80 mph in five years, not the one you want photographed tomorrow.
What Each One Is
The 2026 Range Rover sits on JLR’s L460 D7u platform, an all-aluminum monocoque introduced in 2022 with a 420-kg (926-lb) weight reduction over its predecessor. Front and rear suspension are independent multi-link with air springs at all four corners and adaptive dampers.
All-Wheel Steering, twin-speed transfer case, and full-time all-wheel drive are standard across the range. The lineup runs across four engines (P400 inline-six, P550e plug-in hybrid, P530 V8, P615 V8 in SV) and four trims, from $113,300 SE SWB to $263,050 SV Black LWB.
The 2026 Mercedes-Benz G-Class is the W465 refresh of the W463, with three trims at three powertrain points. The G550 starts at $153,900 with a 3.0-liter turbocharged inline-six and 48-volt EQ Boost mild hybrid (443 hp plus 20 hp boost; 413 lb-ft plus 184 lb-ft boost).
The G580 with EQ Technology is the new four-motor electric variant at $163,200 (579 hp, 859 lb-ft, 239-mile EPA range). The AMG G63 retains the 4.0-liter biturbo V8 at $195,500 (577 hp, 627 lb-ft).
All three keep three lockable differentials, two-speed transfer case, body-on-frame ladder construction, and a solid rear axle. The G-Class is the longest-running production model in Mercedes’ lineup. The architecture has not changed in spirit since 1979.
The 2025 G550 powertrain change matters to anyone cross-shopping. Mercedes replaced the previous 4.0-liter twin-turbo V8 with the inline-six plus EQ Boost. Horsepower went up by 27 (416 to 443 plus 20 boost). Fuel economy improved by roughly 2 mpg.
The soundtrack is the casualty.
Hagerty called the new inline-six “a major letdown in the noise department” compared with the outgoing V8. Edmunds flagged the same disappointment. The V8 is now a $41,600 step up from the G550 base trim, available only on the AMG G63.
Pricing and the Depreciation Twist
The 2026 Range Rover lineup starts at $113,300 (SE SWB P400) and runs to $263,050 (SV Black LWB P615). The 2026 G-Class lineup starts at $153,900 (G550) and runs to $195,500 (AMG G63). The two ranges overlap at the upper-middle of the Range Rover ladder and the entire G-Class ladder.
| Model | Engine / Powertrain | HP / Torque | Base MSRP |
|---|---|---|---|
| Range Rover SE SWB | 3.0L I6 mild hybrid (P400) | 395 hp / 406 lb-ft | $113,300 |
| Range Rover Autobiography P530 SWB | 4.4L twin-turbo V8 mild hybrid | 523 hp / 553 lb-ft | $174,800 |
| Range Rover Autobiography P550e SWB | 3.0L I6 + 38 kWh PHEV | 543 hp / 590 lb-ft | $159,200 |
| Range Rover SV SWB P615 | 4.4L twin-turbo V8 | 615 hp / 553 lb-ft | $219,500 |
| Mercedes-Benz G550 | 3.0L turbo I6 + 48V EQ Boost (replaced V8 in 2025) | 443 + 20 hp / 413 + 184 lb-ft | $153,900 |
| Mercedes-Benz G580 with EQ Technology | 4 electric motors; 239 mi EPA range | 579 hp / 859 lb-ft | $163,200 |
| Mercedes-AMG G63 | 4.0L twin-turbo V8 (AMG) | 577 hp / 627 lb-ft | $195,500 |
| Source: rangerover.com and mbusa.com, captured 2026-05-02. Base MSRPs exclude destination charges. Verify against official configurators. |
The reframe that matters for honest cross-shopping: the Range Rover SE doesn’t compete with the G550 on price. The G550 sticker is $40,600 above the SE’s. The G-Class lineup as a whole is positioned above where the entry of the Range Rover lineup sits.
The actual head-to-head pairs are:
- G550 ($153,900) vs Range Rover Autobiography P530 ($174,800). Closer on capability and content. RR commands a $20,900 premium for V8 power and interior bespoke material options.
- G580 EQ ($163,200) vs Range Rover Autobiography P550e ($159,200). Within $4,000. Both electrified; G is full EV, RR is PHEV with roughly 50 miles of pure-electric range.
- AMG G63 ($195,500) vs Range Rover SV P615 ($219,500). Top-of-each performance flagship. The G63 is the value play by $24,000. The SV wins on interior space and bespoke material range.
The five-year ownership math inverts the sticker math. Range Rover’s 64% five-year depreciation lands a $113,300 SE at roughly $40,800 after five years. G-Class’s 39.8% depreciation lands a $153,900 G550 at roughly $92,700 in the same window. The Range Rover SE costs $40,600 less to buy and approximately $62,807 more to own over five years per CarEdge totals ($201,635 for the RR SE vs $138,828 for the G550).
If you’re paying cash and holding the vehicle five-plus years, the G550 is the more affordable choice. The expensive sticker is the affordable five-year hold.
âš A caveat on depreciation data: CarEdge averages multiple model years and may not fully reflect the 2022 L460 Range Rover redesign or the 2025 W465 G-Class redesign. The directional finding holds. The specific dollar figures may shift by a few percent once KBB and Edmunds populate full 2026 cost-to-own tables. Verify against current KBB before signing.
Body-on-Frame vs Unibody
The single architectural decision that drives almost every other delta in this comparison.
The G-Class is body-on-frame ladder construction, the same approach US fullsize pickups use. Robust, easily modified for off-road, easy to repair after panel damage, but heavy and inherently noisier on-road.
The Range Rover is all-aluminum monocoque, the same approach modern luxury sedans use. Lighter (by 420 kg over its predecessor), inherently quieter, structurally tied to the suspension in a way that lets the air springs work without fighting frame flex.
The G-Class kept the rigid rear axle. The front went independent in the 2019 W463 redesign; before that the G-Class had solid axles front and rear. Three lockable differentials (front, center, rear) remain standard on every G550 and G63.
Recirculating-ball steering is used on the G550 and G580; the G63 gets rack-and-pinion. The G63 also adds Active Ride Control for 2026 (hydraulic roll stabilization plus adaptive dampers), which materially changes how it corners compared with prior G63s.
The Range Rover uses fully independent multi-link suspension at both ends with air springs and adaptive dampers. The center differential is open with electronic management. Front and rear differentials are open with active electronic limited-slip. No locking diffs anywhere. The substitute is JLR’s Terrain Response 2, which manages individual wheel braking and throttle distribution based on the chosen terrain mode. Wade Mode, All-Terrain Progress Control (off-road cruise control), and All-Wheel Steering round out the off-road hardware.
The drag coefficient tells the on-road story before any driving impressions: the G-Class is roughly 0.50, the Range Rover roughly 0.30.
The G-Class is a brick.
The aerodynamics that come with body-on-frame durability and an upright cabin do not translate to highway efficiency or wind-noise refinement. The Range Rover’s monocoque packaging buys a 40% improvement in drag coefficient, which shows up in fuel economy, in cabin quiet, and in the way the Range Rover settles at 80 mph compared with the way the G-Class works at 80 mph.
Three lockable diffs versus four-corner air suspension is the philosophical fork in the road. Both are correct answers to the question of how a luxury SUV should behave off-road. They are not the same answer.
Off-Road Capability
The headline geometry numbers favor the Range Rover on three of four metrics. The G-Class catches up on the lockers and the durability story that comes with ladder-frame construction.
| Off-Road Spec | Range Rover (Air) | Mercedes-Benz G550 / G63 |
|---|---|---|
| Approach Angle | 34.7° | 30.9° |
| Departure Angle | 29.6° | 29.9° |
| Breakover Angle | 27.7° (SWB) | 25.7° |
| Wading Depth | 35.4 in | 27.6 in (G550/G63); 33.5 in (G580 EQ) |
| Ground Clearance | 11.6 in (air max) | 9.9 in |
| Differential Locks | None (Terrain Response 2 + electronic LSD) | Front, center, rear (3 locking diffs) |
| Low Range | 2-speed transfer case | 2-speed transfer case |
| Source: rangerover.com, mbusa.com, JLR press materials. Range Rover SWB breakover angle from JLR spec sheet for short-wheelbase configuration. |
Hard-core slow-speed crawling (Rubicon-grade, named trails, off-camber rock work) goes to the G-Class. Three locking differentials, body-on-frame strength to take serious panel damage without cracking the structure, a 2-speed transfer case with a real low-range gear, and the same approach off-road off-roaders have used for decades.
The G-Class is the more capable rock-crawl tool. Full stop.
Mixed-terrain at speed (fire roads, washboard, gravel passes, fast desert running) goes to the Range Rover. The air suspension articulation matches solid-axle articulation at slow speed and dominates it at any speed above 25 mph. There is no breakable solid axle to high-center.
Wade Mode reads water depth and adjusts throttle and traction electronically. Terrain Response 2 Auto reads the surface in real time and switches modes faster than a human operator could.
Show-and-tell off-road (light gravel, snowy access road, well-graded dirt) is the territory both vehicles handle without breaking a sweat. The G-Class delivers the dashboard theatre: three diff-lock buttons, a two-speed transfer lever, body-on-frame ride feel. The Range Rover delivers air-suspension comfort and electronic traction management you don’t have to think about.
The G580 EQ adds two electric-vehicle party tricks. G-Turn rotates the vehicle 360 degrees in place by spinning two wheels one way and two the other. G-Steering tightens the turning radius at low speed by braking the inside rear wheel.
Both are unique to the G580 in the current US market. Both are demonstration features more than capability gains. The G580 EQ is also the heaviest G-Class in the lineup at 6,800 pounds, which has consequences on technical trails the gas G-Classes don’t share.
The capability profiles split this way: the G-Class is the better tool if your weekend plans include Moab. The Range Rover is the better tool if your weekend plans include a 400-mile expedition route at speed. Both vehicles are over-capable for typical owner use cases.
On-Road: Where Most Time Lives
The Range Rover side of this comparison comes from a week with the SE SWB P400. The steering is linear and lighter than expected for a 5,400-pound vehicle. Drift compensation steering corrects for crosswind and road crown without the driver noticing.
Rear-axle steering tightens the parking-lot maneuverability of a 197-inch SUV to something closer to a midsize sedan and stabilizes the chassis above 50 mph in lane changes. The air suspension settles immediately after the harshest impacts and reads quiet at every speed I drove. The 13.1-inch Pivi Pro display gets warm on long drives but works.
The G-Class side comes from instrumented testing in publications, with two specific data points worth quoting. Motor Trend measured the G550 at 0.61g of skidpad lateral grip. The Range Rover LWB SE was measured at 0.74g, a meaningful 21% advantage that translates directly into how each vehicle behaves in a freeway emergency lane change.
Edmunds tested the 2025 G550 at 5.1 seconds 0-60. The Range Rover SE SWB P400 hits 5.5 seconds per JLR, slower on paper but indistinguishable in seat-of-pants feel.
The G550’s I6 noise is the consensus disappointment from journalist testing. Hagerty called it “a major letdown in the noise department” compared with the outgoing V8. Edmunds flagged the G550 ride as “jiggly at low speeds.” Top Gear noted on the G63 that despite the AMG performance numbers, the mass and aero never disappear. Body-on-frame brick aerodynamics show up in wind noise above 60 mph in a way the Range Rover’s monocoque does not.
Steering feel differs in a way the spec sheet can’t capture. The G550 and G580 use recirculating-ball steering, the same architecture pickups and military vehicles use. It is accurate in the right hands but vague at on-center compared with rack-and-pinion.
The G63 gets rack-and-pinion steering, which closes the gap with the Range Rover but not entirely. The Range Rover’s variable-ratio rack with rear-axle steering is linear, accurate, and never asks the driver to fight the steering.
The on-road verdict is one-sided. The Range Rover is the more refined, more comfortable, quieter, better-handling daily driver by margins that would matter in any other comparison. The G-Class buyer is choosing different priorities.
Interior and Rear Seat
The G-Class interior bridges military cockpit and modern luxury. Vertical A-pillars, exposed grab handles, visible door hinges, MBUX twin 12.3-inch screens, and Nappa leather as the base material on the G550. The Manufaktur option range stretches to four-figure-priced color combinations and contrast-stitched leather everywhere. The dashboard reads upright and assertive. The driving position is high. Visibility out the windshield is exceptional.
The Range Rover interior commits fully to lounge-on-wheels. Horizontal low-slung dash, panoramic glass roof, semi-aniline leather on the SE, full Windsor leather on the Autobiography, ceramic controls, and a single 13.1-inch Pivi Pro central display with a smaller second display for climate. The dashboard reads horizontal and calm. The driving position is high but the cabin feels lower because the dashboard sits low. Visibility is good but not as commanding as the G-Class’s upright glasshouse.
Materials parity is close at high trims. Both can be ordered with leather, wood, metal, and bespoke material packages. The Range Rover SV trims offer Sustainable Ultrafabrics, illuminated metal accents, and ceramic controls that read contemporary. The AMG G63 and Manufaktur G-Class packages offer carbon fiber, performance buckets, and color combinations that read bespoke. Neither vehicle wants for material range.
Where the Range Rover wins decisively is rear-seat space and cargo volume.
| Spec | Range Rover SWB / LWB | Mercedes-Benz G-Class |
|---|---|---|
| Front Headroom | 39.6 in | 40.7 in |
| Rear Legroom | 39.6 in (SWB) / 46.8 in (LWB Autobiography) | 38.2 in |
| Cargo Behind 2nd Row | 42.9 cu ft (SWB) | 37.4 cu ft |
| Max Cargo (seats folded) | 83.5 cu ft (SWB) | 68.6 cu ft |
| 3rd-Row Available | Yes (LWB) | No |
The G-Class’s blocky exterior hides a smaller interior than the silhouette implies. Heavy door structure, exposed wheel arches that protrude into the cabin, and a spare tire mounted to the rear tailgate eat usable space.
The Range Rover’s longer wheelbase and unibody packaging deliver 5.5 more cubic feet behind the second row and 14.9 more cubic feet with seats folded. The LWB Range Rover Autobiography offers 46.8 inches of rear legroom, which beats the G-Class by 8.6 inches and matches Maybach territory.
For solo drivers and front-passenger luxury, the two interiors are comparable. For families with adults riding in back regularly, the Range Rover (especially LWB) is a different category of vehicle.
Buyer DNA
The two SUVs share a six-figure price band and almost no buyer overlap. The DNA divergence is visible in the sales data, the resale market, and the way each brand is consumed in popular culture.
The G-Class is the celebrity-Instagram SUV. Limited US allocation (roughly 6,000 to 8,000 units per year across all three trims combined) keeps dealer lots empty and used prices high. Long lead times at dealers create artificial scarcity that benefits resale. Brabus G-Wagons routinely command $400,000-plus used.
The 1979 silhouette has been preserved through every redesign, which means the design isn’t going to age out the way other luxury SUV designs will. Kim Kardashian, James Harden, every NFL receiver in their driveway video.
The G-Class is bought to be seen.
The Range Rover is the country-house SUV. Lease-heavy distribution suppresses used prices. The reliability legacy of previous generations (the L322 in particular) hurts resale even though the L460 generation is measurably more reliable.
The horse-trailer crowd, the country-club valet line, the boarding-school carpool. The Range Rover is bought to be comfortable and confident, not to be seen. The old-money versus new-money cliché is overused, but in this specific comparison it fits.
Pick the one you want to drive at 80 mph in five years, not the one you want photographed tomorrow. Three buyer profiles cover most of the cross-shop universe.
The Range Rover buyer. Primary daily driver, 50 to 65 years old, suburban estates and country-club geographies (Greenwich, Aspen, Bend, Charleston, Newport Beach). Cross-shops the Mercedes GLS 580, the BMW X7, the Cadillac Escalade IQ, the Lexus LX 700h, and the Bentley Bentayga at the SV level. Off-road capability is backup insurance for a snowy gravel driveway or a horse trailer, not a planned weekend use case. Buys for comfort, command driving position, and all-weather capability.
The G-Class buyer. Second or third household vehicle, 45 to 55 years old, urban or suburban-luxury markets (Los Angeles, Miami, Houston, Manhattan, Dallas). Cross-shops the Bentley Bentayga, the Lamborghini Urus, the Rolls-Royce Cullinan, and Brabus modifications more than the Range Rover. Off-road capability is theatre. Buys for visual statement, brand identity, and the cultural cachet that the silhouette carries.
The genuine cross-shop buyer. A smaller subset who legitimately considers both. Usually shopping at the Range Rover Autobiography P530 ($174,800) versus G550 ($153,900) price point. Picks based on personality fit, not spec comparison.
The Venn overlap is small. Buyers self-identify before they walk into either showroom.
Verdict
The two SUVs are correct for different buyers. The article’s job is to give the small cross-shop overlap a clear answer and to validate the larger pre-decided audience.
Buy the Range Rover if: you want refined daily-driver luxury, you accept the depreciation hit as the cost of doing business, you have adults riding in back regularly (LWB), and you want air-suspension comfort over locker-driven capability. Best trim: Autobiography P530 SWB at $174,800. If the Bentayga and X7 are also on the list, the Range Rover lands in the middle on price and refinement.
Buy the G-Class if: you want visual statement and brand identity, you treat ride compliance and rear-seat comfort as secondary, you appreciate the body-on-frame durability story, and resale value matters as part of your five-year ownership math.
Best trim: G550 at $153,900 if the I6 powertrain doesn’t bother you, or AMG G63 at $195,500 if you want V8 noise and Active Ride Control. The G580 EQ is the wildcard for buyers who want electric novelty with three party tricks.
If you’re cross-shopping both: the genuine head-to-head is Range Rover Autobiography P530 vs G550. Drive both back-to-back on the same route. The Range Rover will feel more refined. The G-Class will feel more distinctive. Pick based on which feeling matters more over five years of ownership.
If resale is the deciding factor: the G-Class wins on raw numbers. 39.8% five-year depreciation versus 64% for the Range Rover. The G-Class’s distinctive shape and limited allocation function as a financial moat. The Range Rover’s lease-heavy distribution and reliability legacy work against it on the used market.
The two correct answers depend on buyer DNA, not the spec sheet.
Bottom Line
The 2026 Range Rover and the 2026 Mercedes-Benz G-Class are not interchangeable. They share a price band and a place in the luxury SUV conversation, and that is where the similarity ends. The G-Class is the better-resale, more-visible, more-rugged-feeling pick for buyers who want a statement vehicle and accept the on-road trade. The Range Rover is the better-refined, more-comfortable, longer-distance pick for buyers who want a primary daily driver and accept the depreciation curve. Pick the one you want to drive in five years, not the one you want photographed tomorrow.
Frequently Asked Questions
Is the Range Rover better than the G-Wagon?
They are different vehicles for different buyers. The Range Rover is the more refined daily driver, with quieter NVH, better on-road handling, and more rear-seat space. The G-Class is more visually distinctive and a better technical off-road performer with three locking differentials and body-on-frame construction. Buyer fit decides which is “better” for any individual.
What is the price difference between the Range Rover and the G-Class?
The Range Rover SE SWB starts at $113,300; the G550 starts at $153,900, a $40,600 gap. The closer cross-shop pairs the Range Rover Autobiography P530 ($174,800) against the G550, where the Range Rover commands a $20,900 premium. The Range Rover SV ($219,500-plus) crosses against the AMG G63 ($195,500), where the G63 is the $24,000 value play.
Is the G-Wagon more reliable than the Range Rover?
Both have spotty reliability records typical of complex luxury SUVs. The Range Rover’s legacy generations (especially the L322 and L405) had real problems with air suspension, electronics, and infotainment. The L460 generation has improved. The G-Class is mechanically simpler in some respects (body-on-frame, fewer electronic systems on the G550) but the new MBUX twin-screen and the four-motor G580 EQ introduce complexity that wasn’t present in older G-Classes. Neither vehicle is on a Toyota Highlander reliability tier.
Which is better off-road, the Range Rover or the G-Class?
The answer depends on the off-road. The G-Class wins on technical rock-crawl scenarios with three locking differentials and body-on-frame durability. The Range Rover wins on mixed-terrain at speed with air-suspension travel and electronic traction management. The Range Rover also wins on wading depth (35.4 inches versus 27.6 inches on the G550 and G63). Both are more capable than typical owner use cases require.
Does the Range Rover hold its value as well as the G-Wagon?
No. CarEdge data shows 64% five-year depreciation for the Range Rover and 39.8% for the G-Class. The G-Class has historically had one of the strongest resale curves in the luxury SUV segment, with G63 examples holding 65 to 75% of original MSRP at three years. The Range Rover has historically been on the weaker side of the same segment.
What is the least expensive G-Wagon?
The G550 is the entry trim at $153,900 base MSRP. Mercedes only sells the G-Class in upper-luxury configurations. The other two trims are the G580 with EQ Technology at $163,200 and the AMG G63 at $195,500. There is no entry-tier G-Class equivalent to the Range Rover SE.
Is the G-Class electric?
The G580 with EQ Technology is the four-motor electric variant. 579 hp, 859 lb-ft, 239 miles of EPA range, $163,200 base. It includes G-Turn (360-degree pivot in place) and G-Steering (tightened turning radius via inside-wheel braking), neither available on any other production SUV. The Range Rover does not yet offer a fully-electric variant for the US market; the P550e plug-in hybrid is the closest electrified option, with roughly 50 miles of pure-electric range.
Which has more cargo space, the Range Rover or the G-Class?
Range Rover, in every configuration. SE SWB carries 42.9 cu ft behind the second row versus 37.4 cu ft for the G550 and G63. With seats folded, the Range Rover SWB hits 83.5 cu ft versus 68.6 cu ft for the G-Class. The G-Class is smaller inside than the blocky exterior suggests; the heavy door structure, exposed wheel arches, and tailgate-mounted spare tire eat usable space.
Why does the G-Wagon cost more than the Range Rover SE?
Mercedes only sells the G-Class in upper-luxury trims. There is no entry G-Class equivalent to the Range Rover SE. The G550 starts $40,600 above the Range Rover SE in sticker terms but typically costs roughly $62,807 less over five years of ownership per CarEdge totals, because G-Class depreciation runs at 39.8% over five years versus 64% for the Range Rover.
Is the G550 still a V8?
No. Mercedes replaced the G550’s previous 4.0-liter twin-turbo V8 with a 3.0-liter turbocharged inline-six plus 48-volt EQ Boost mild hybrid in 2025, continued for 2026. Combined output is 443 hp plus 20 hp EQ Boost, 413 lb-ft plus 184 lb-ft EQ. Only the AMG G63 retains a V8 (4.0-liter twin-turbo, 577 hp). Comparison articles still claiming the G550 is a V8 are out of date.
Which is faster, the Range Rover SV or the AMG G63?
The Range Rover SV P615 hits 4.3 seconds 0-60 per JLR (615 hp, 4.4-liter twin-turbo V8). The AMG G63 hits 4.2 seconds per Mercedes and 4.1 seconds Edmunds-instrumented (577 hp). The G63 is fractionally quicker on paper and consistently quicker on instrumented tests, with the V8 noise and the AMG performance dynamics making the G63 the more visceral driving experience. Either one is faster than its 6,000-pound curb weight has any right to be.
The Range Rover side of this comparison was informed by a 2026 Range Rover SE SWB P400 press fleet vehicle. Land Rover provided the vehicle for this review with a full tank of gas. Mercedes-Benz G-Class characterization is from mbusa.com configurator data, Mercedes press materials, and instrumented testing from Edmunds, Hagerty, Motor Trend, and Top Gear. No first-hand G-Class seat time on this loan.
Article Last Updated: May 10, 2026.
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Michael Kahn is the publisher of The Weekly Driver, serving as writer, photographer, and content creator. With a keen eye for storytelling and a passion for adventure, he specializes in uncovering the stories and experiences of automobile enthusiasts. Michael’s work is inspired by his love for off-the-beaten-path road trips, global exploration, and the pursuit of exceptional culinary experiences, all captured through the lens of a world traveler and automotive enthusiast.