2025 Mercedes-AMG G 63

As far as conspicuous consumption goes, it’s hard to top the AMG G 63. Big, bold and loud, it’s the off-road machine socialites love to bomb around the city in. While the G-Class is a legit 4×4 designed to tackle the toughest terrain, once AMG has had its way with it, it’s a different beast altogether. Well not entirely. It still retains its full chassis and big rear axle, along with the three lockable diffs. But the suspension, brakes and wheels are road optimised and devised to cope with the injection of power the 4.0-litre twin-turbo V8 delivers. 

Recently, AMG fettled its G, the 430kW/850Nm V8 now with a dose of electrification in the form of a 48-volt electrical system and an Integrated Starter Generator. This can (briefly) add 15kW and 200Nm to help get things underway. It facilitates a more seamless idle/stop function, though owners can switch this off. They probably like the sound of that V8 rumbling away while they are at the lights.

Mercedes-AMG has added a few more standard bits to the G 63, which now starts at $343,900 (but at least they throw in the ORCs). Adaptive, adjustable suspension is one while another is smart key access, with new touchpads on the handles. Merc makes a thing about the G-Class doors and locks. You have to give the door a decent slam to get it to shut properly, all part of its indestructible off-road heritage. And when it unlocks, it does so with a ker-chunk, like you’ve opened a bank vault. You only need a soft touch on the new unlocking sensors however.

Inside, the infotainment has been upgraded with the MBUX multimedia system, which adds things like advanced sat nav. Using the cameras, it displays the actual intersection you’re approaching while overlaying the image with directions to make sure you know exactly where to go.

They’ve added a charge pad and temperature-controlled cup holders too. The styling has not been messed with, the changes being oh-so subtle, while they’ve given the buyers what they want; bigger 22-inch forged rims, painted matt black. And all the chrome detailing is now noir as well.

While most owners will likely stick with the Obsidian black paintwork, Mercedes offers other hues as no-cost options. But this olive green job is from the Manufaktur range of custom paints and is $9200 extra. There are a few in the palate that cost $17,300. In fact, tick a few of the bigger options and you’ll have a $400k G 63. And why not? You’ve earned it.

That bags you a fairly opulent carriage, the interior awash with leather and a solidly made feel. Given the limitations of the older architecture, the screen is modest by modern Merc standards, not a bad thing. There’s just enough tech to keep everyone happy, all being relatively straightforward to master. Expect the usual lashings of safety features too, the active assistants working well without overstepping.

The new steering wheel adopts Merc’s touch-sensitive buttons that are fiddly in operation, while slung off the bottom of the spokes are the AMG mode selectors. There are the usual multiple levels of configurations, tuning the dampers, AMG Dynamics (effective brake nipping and torque control to help it stay the course in the curves) and powertrain response.

Given the berries, the V8 builds torque quickly, a heap of it flowing from 2500rpm to get the big G
squatting on its rears. And then the power starts pumping from 4000rpm, as the V8 keeps surging (and slurping), winding its way to 7000rpm. It makes a heck of a noise and yee gawds, does it suck back the gas. It was averaging 20L/100km during commuting duties and nudged its way past 25L/100km after just a quick strop.

There are paddles for the nine-speed auto but it’s onto it, holding gears when you need it to and banging down a cog when you’re hard on the brakes. The steering is nicely assisted, though a dash of extra mid-corner feedback never goes astray in something this big. The all-wheel drive goes without variable distribution, so there is some power-on torque steer at times. AMG Dynamics help keep this online not that you feel the intervention; it just goes to work taming the understeer. There’s negligible roll really for something so high, so heavy and so fast. It’s an amusing drive. It shouldn’t go quite as well as it does but it’s not something you really engage with.

The ride quality is quite accomplished over a variety of surfaces and speeds, considering its big chassis and oversized alloys. But a monocoque, air-sprung luxo SUV rides with more dignity.

In the everyday Comfort mode, the steering is light while the turning circle is okay as it’s not actually that long in the wheelbase. And so there’s only adequate rear seat stretch room. The boot is large on this five-seat SUV but the side hinged door can be a pain to open.

So it’s much the same as it ever was, the big G; fast and furious for those who like the high life.  

Mercedes-AMG G 63
$343,900  /  17.1L/100km  /  391g/km
0-100 km/h 4.4s
Engine 3982cc / V8 / TT
Max power  430kW@6000rpm
Max torque  850Nm@2500
Transmission 9-speed auto, AWD
Weight (claimed)  2599kg