► V8 now with mild-hybrid assistance
► Range-topper for revised 4×4 icon
► Prices peak at more than £200k
What’s the world coming to? The G-Class world is available as an EV, following the launch of the G580 reviewed separately on CAR. It’s a huge leap for the Mercedes 4×4, and drags it into the 21-century at least powertrain-wise. In fact, that’s a bit unfair because the ICE G-Class is also evolving all the time too. The model you see here gets a raft of tweaks both inside and outside, proving Stuttgart is still looking after its ICE customers.
With that in mind, the G-Class range has been refreshed, with the AMG-tuned G63 sitting at the summit. That’s a familiar name and there’s much about the new version that is unchanged, but also plenty that’s new. Keep reading our full review to find out if Mercedes has updated enough without losing the big G’s character.
Should I buy a Mercedes-AMG G63? Yes. It’s never made sense but that’s part of the fun isn’t it? Combine the interior of an S-Class, with the engine of the AMG and the exterior of a tower block, and there you have it.
At a glance
Pros: Highly capable on and off road, good quality throughout the interior – and lots of tech too.
Cons Incredibly inefficient, not much room for rear passengers
What’s new?
The new G gains new infotainment software, extra sound insulation, standard-fit LED headlights, adaptive adjustable damping as standard and a greener engine line-up.
There are also modest aerodynamic tweaks to the exterior – there’s a tiny lip at the front of the roof and a small vent in the rear wheelarch, both aimed at the smoother flow of air. You can also specify on any new G-Class the aerodynamically optimised wheels designed principally for the electric G580.
The G63’s proven 4.0-litre V8 twin-turbo petrol engine has gained a mild-hybrid system too. That involves 48-volt electronics, with a starter-generator and extra battery, the aim being to capture some of the surplus energy from braking and redeploy it to help ease the burden on the engine. That means smoothing out any tiny dips in the torque curve, and adding 20bhp and 148lb ft in short bursts.
That’s on top of the regular peak outputs of 577bhp and 627lb ft. So even though this is a heavy car with crude aerodynamics, it’s never short of overtaking ability.
The G63 now comes as standard with AMG’s Active Ride Control suspension. This is an active, adaptive system with hydraulic roll stabilisation, aimed at offering on-road comfort, with a firmer ride for faster driving, and the off-road capability that’s vital to any G-Class, even the AMG-tuned variant.
The other combustion G-Class models, both 3.0-litre inline-sixes, are also now assisted by mild-hybrid technology: the petrol G500 makes 443bhp and 413lb ft of torque and the G450d diesel peaks at 362bhp and 553lb ft. Like the G63, they both have nine-speed transmissions with three mechanical differential locks to help get the power where it’s most needed in difficult off-road conditions.
All versions look much the same as before inside, but the infotainment software has been updated.
What are the specs?
The AMG G63, which has launch control for very rapid starts, can get to 62mph in 4.3 seconds – that’s actually quicker than the non-707 version of the rather slicker Aston Martin DBX. It’s a mighty engine that does a very good job of overcoming the inherent limitations of weight and aerodynamics. Top speed is capped at 137mph.
The price you pay is the thirst: an official combined consumption figure of 17.9-19.2mpg, and 335-358g/km CO2 emissions. A reminder that when AMG goes mild hybrid, its aim is as much to plug the gaps in the power delivery as to reduce consumption.
The diesel G450d’s 362bhp and 553lb ft of torque help it to 62mph in a pretty lively 5.8 seconds, and a top speed of 130mph. Peak torque comes in very low, at 1350rpm – emphasising that this retains the classic diesel virtue of low-down grunt, making it so popular among load-luggers and off-roaders. The G450d has official WLTP consumption figures of 28.2-32.5mpg. Not great; a reflection of the car’s heft and slabby aerodynamics. Its CO2 rating is 227-261g/km.
The entry-level petrol G-Class, the G500, with its 443bhp and 413lb ft of torque, has the same top speed as the diesel but a quicker 0-62mph time, 5.4 seconds. Its consumption figures are, again, not great: 22.9-25.9mpg and 248-281g/km CO2.
All versions are five-seaters, with boot capacity for the combustion models of 640 litres with the rear seats up, 2010 litres with them down.
How does it drive?
The G-Class in all its forms is surprisingly easy to trundle around town in, with no protests from any of the engines, and easy to park, thanks to its straight-edged design (and its extensive array of cameras and sensors). On the open road it’s best when treated as a smooth, reasonably rapid cruiser.
The 63 would ideally want to be unleashed every so often – otherwise why pay so much for all that extra power? – but in reality the opportunities are few and far between.
The G63 has different suspension from the other combustion models, with adaptive adjustable damping. Electronically controlled, it’s constantly adjusting the settings for each wheel to maximise control and comfort.
The AMG also has extra modes that can make it feel very lively on the road, but can also pipe in fake ‘sporty’ sounds. It’s an AMG thing and isn’t to everyone’s liking. What’s less predictable is how good the G63 is off-road. Like any other G-Class it relishes the challenges of steep climbs, alarming descents and uneven surfaces – just so long as it’s fitted with decent dual-purpose tyres. It’s superbly capable for such a big, heavy vehicle. The fundamentals are well sorted, and various electronic aids are there to help if required.
The 450d is a delight – one of the best diesel engines ever, making light work of shifting this big car, it’s responsive and engaging. The 500 seems bland by comparison with the diesel and the fire-breathing 63, while being perfectly okay.
What about the interior?
The interior of the G-Class has acquired iconic status all of its own. It’s actually evolved quite a lot from the early days, which were all about big-diameter steering wheels with thin rims, ashtrays front and rear, and lots of painted metal.
Now you get distinctive air vents, two 12.3-inch displays, plenty of cupholders and charging ports, as well as the familiar chunky grab handles.
Although they’re the same size as those in the 2018-on G-Class that these cars replace, the digital driver’s display and central touchscreen are running the newer, sharper MBUX software.
It’s not lavish like a Rolls-Royce Cullinan in here, but it’s a long way removed from the hose-down interior of the first models. A modern G-Class is comfortable like any of the more road-orientated Merc SUVs, if not lavish like an S-Class, and comes with all manner of creature comforts like heated seats front and rear, and a big suite of safety tech.
They’re all so well equipped in the UK as standard that there’s not much of substance left on the options list, although you’ll find various opportunites to carry bikes or roof boxes. But if you really want to splash out and make your G truly unique, there are many possible combinations of colour, fabric and lighting to be had.
Before you buy
The G-Class has a peculiar mix of jobs to do. Over its 45-year life it has expanded its customer base from farmers, adventurers and aid agencies to also include urban posers, school-run parents and those who want an utterly dependable and rather stylish workhorse.
It’s never been cheap, and now it’s out-and-out expensive. The UK gets the G450d and G500 petrol in AMG Line Premium Plus trim only, for £136,690 and £146,095 respectively, while the hot AMG 63 is offered in four different editions, starting at £184,595 and peaking at a giddy £203,595. (The electric 580, which must have cost a fortune to develop, seems almost reasonable in this context at £180,860.)
If you have a notion in the back of your mind that the G-Class is a bit agricultural, like a previous-generation Land Rover Defender, or current Jeep Wrangler or Ineos Grenadier, forget it. It’s transitioned well beyond old Defender and is now much more akin to the current Defender, or indeed the Discovery. But its appeal is all its own – a mix of architectural sturdiness, artfully evolved traditional engineering, and cleverly integrated new technology.
Verdict
Much like the Monaco Grand Prix, the G-Class (particularly in AMG-form) is a car that makes little sense on paper, but exudes magic when you’re behind the wheel. An AMG powertrain shouldn’t really combine with a luxury interior and the dimensions of a large shed, but that’s what Mercedes has done – with enthralling results.
Aim at the horizon, unleash an unreasonable amount of horsepower and then dare the air to adapt to it all. It’s good on off-road too, but that’s almost beside the point. We’d wager the average G-Class encounters mud as often as an Omega Speedmaster leaves the Earth’s orbit.
So the AMG is wacky, as it’s always been, but what else is there? The G500, based on a brief road-only drive, doesn’t stand out. The electric G580, reviewed separately, is superb. So too is the diesel G450d. It may not grab so many headlines, and doesn’t do party tricks, but it’s ultra-functional, highly capable, and feels like it will serve you to the end of time (or until diesel is banned, whichever comes sooner).