History
If you’ve been watching Mercedes’ AMG division over the last few years, you’ve probably noticed that business over in Affalterbach has exploded - they engineers are working their magic better and further than ever before. In this respect, AMG couldn’t resist the temptation to give the world its updated view on how a G-Class should be like.
The Geländewagen’s traditional shell was kept almost intact, but the bonnet now conceals AMG’s latest twin-turbo V8, while the offroader borrowed quite a lot of convenience and safety tricks from its more modern line-up colleagues. In addition to that, the vehicle is now friendlier to the human beings who inhabit it, with the cabin receiving a strong refresh.
The G55 AMG thus became the G63 AMG. This new model has quite a burden placed on its fenders, as its predecessor was the kind of car many automotive aficionados couldn’t build a dream garage without - the G55 AMG accounted for over 40 percent of G-Class sales.
AMG had first touched the Mercedes mammoth for the 2004 model year, with the G55, having the brilliant idea of gifting the car with a supercharged V8. The unconventional and extremely capable G55 AMG quickly became the vehicle of choice for customers ranging from oil tycoons and VIPs, to the aforementioned connoisseurs.
Speaking of the oil business, we have to explain that this is how the G-Class was born - back in the 70s’, the Shan of Iran, who was an important Mercedes shareholder at the time, saw the potential for the company to create a military vehicle. The project received the green light and Mercedes-Benz joined forces with Magna Steyr in Austria in order to make it happen. The Austrian company, which was called Steyr-Puch at the time, was tasked with handling the production of the G-wagen.
One thing lead to another and 1979 saw the vehicle also being offered to civilians. This joint venture also saw the car being sold as a Peugeot and a Puch, but only Mercedes’ model lived on to become the automotive icon it is today.
Over the years, the Mercedes G-Class was constantly upgraded, receiving training just like a soldier. This Mercedes proved to actually be more of a battalion, as it didn’t just serve one purpose. Apart from normal road use, its reach spread from offroad competitions to becoming a Popemobile and even performing on the aftermarket scene with a ridiculous number of horsepower.
Mercedes was planning to axe the G-Class and replace it with the GL-Class, but the manufacturer faced a strong protest from fans and asked Magna Steyr to keep its production line in Graz running.
We wanted to see how much the added technology and luxury could do for a vehicle that’s essentially over 33 years old, so we recently grabbed the keys to a Mercedes G63 AMG.
The Geländewagen’s traditional shell was kept almost intact, but the bonnet now conceals AMG’s latest twin-turbo V8, while the offroader borrowed quite a lot of convenience and safety tricks from its more modern line-up colleagues. In addition to that, the vehicle is now friendlier to the human beings who inhabit it, with the cabin receiving a strong refresh.
The G55 AMG thus became the G63 AMG. This new model has quite a burden placed on its fenders, as its predecessor was the kind of car many automotive aficionados couldn’t build a dream garage without - the G55 AMG accounted for over 40 percent of G-Class sales.
AMG had first touched the Mercedes mammoth for the 2004 model year, with the G55, having the brilliant idea of gifting the car with a supercharged V8. The unconventional and extremely capable G55 AMG quickly became the vehicle of choice for customers ranging from oil tycoons and VIPs, to the aforementioned connoisseurs.
Speaking of the oil business, we have to explain that this is how the G-Class was born - back in the 70s’, the Shan of Iran, who was an important Mercedes shareholder at the time, saw the potential for the company to create a military vehicle. The project received the green light and Mercedes-Benz joined forces with Magna Steyr in Austria in order to make it happen. The Austrian company, which was called Steyr-Puch at the time, was tasked with handling the production of the G-wagen.
One thing lead to another and 1979 saw the vehicle also being offered to civilians. This joint venture also saw the car being sold as a Peugeot and a Puch, but only Mercedes’ model lived on to become the automotive icon it is today.
Over the years, the Mercedes G-Class was constantly upgraded, receiving training just like a soldier. This Mercedes proved to actually be more of a battalion, as it didn’t just serve one purpose. Apart from normal road use, its reach spread from offroad competitions to becoming a Popemobile and even performing on the aftermarket scene with a ridiculous number of horsepower.
Mercedes was planning to axe the G-Class and replace it with the GL-Class, but the manufacturer faced a strong protest from fans and asked Magna Steyr to keep its production line in Graz running.
We wanted to see how much the added technology and luxury could do for a vehicle that’s essentially over 33 years old, so we recently grabbed the keys to a Mercedes G63 AMG.
In order to reach a conclusion, we decided to take the vehicle out
in the desert and throw it at a modern city, among others.
******************
Exterior
The
body of the AMG G-Class was the area of the car that received the least
changes when the vehicle was revamped in 2012, with only a few details
separating it from the previous offering of the brand, the G55 AMG.
The most important new element is the refreshed front apron. This is a feature that has been spied ever since the vehicle was in the development phase and it even tells the story of the revamp.
The bumper now includes three generously-sized air intakes, leaving the truck-like design behind, The mesh grilles used allow one to notice the radiators placed behind them, bringing a technical flavor to the tough appearance of the vehicle.
The new apron doesn’t just offer a trained eye a hint about the upgraded firepower of the vehicle, but also lets you know that the G-Class has received new features - the central air intake includes a large opening that houses the radar for the adaptive cruise control. In addition to that, it holds the front parking sensors, another new feature for the G-Class AMG.
Above the new front apron, we notice Bi-Xenon headlights that now integrate LED daytime running lights in the lower area - a similar design had already been available, but you had to turn to tuners for this.
In between the updated light clusters, we find a fresh twin-blade front grille with four chrome elements that brings the G63 in line with the new AMG family. Our test car was also fitted with a chromed bullbar, an original accessory that is better integrated into the car than before.
The flared wheel arches still dominate the profile of the G-Class AMG. The stainless steel running boards, as well as the double exhaust tips placed underneath have kept their place, but the G63 AMG offers new wheels. The standard car rides on 20x9.5-inch rims finished in Titanium Grey, wrapped in 275/50 R20 rubber.
The G63 AMG we drove was gifted with the optional Matte Black-painted AMG wheels. Regardless of the wheel choice, the design allows you to see the updated brakes, which clearly show that this car means business.
The designers also gifted the G63 AMG with new side mirrors that include turn signals, with a design similar to that of more modern Mercedes-Benz models. The mirror also integrate the visual warnings for the blind spot monitoring received by the SUV.
Once the work for the aforementioned changes for the sides of the G63 AMG was completed, they proudly placed new badges on the fenders. These offer you even more info on the technical revisions received by the car than the aforementioned front bumper: the “V8” is still there, but the “Kompressor” was replaced by “BITURBO” - the king is dead, long live the king!
As far as the rear end of the G63 AMG is concerned, the badges are even more important, as they are the only element that allows us to differentiate the G63 from the G55 AMG.
Lou Cheeka, one of our guest editors, asked us to reserve him some space in this chapter so he can tell us the story of the G-Class’ styling.
Back in the early 70s’ when the original G-Class was created, designers were working with a wooden model. We all know that shaping wood is not all that easy and this may offer a hint of why the styling is so boxy. The vehicle was initially destined for the military sector, so nobody complained anyway.
After the vehicle made it into the civilian side of the market, it followed a similar pathway to that of the Porsche 911 - designers were lazy, but keeping the styling unchanged over multiple decades actually became an asset for the car.
The most important new element is the refreshed front apron. This is a feature that has been spied ever since the vehicle was in the development phase and it even tells the story of the revamp.
The bumper now includes three generously-sized air intakes, leaving the truck-like design behind, The mesh grilles used allow one to notice the radiators placed behind them, bringing a technical flavor to the tough appearance of the vehicle.
The new apron doesn’t just offer a trained eye a hint about the upgraded firepower of the vehicle, but also lets you know that the G-Class has received new features - the central air intake includes a large opening that houses the radar for the adaptive cruise control. In addition to that, it holds the front parking sensors, another new feature for the G-Class AMG.
Above the new front apron, we notice Bi-Xenon headlights that now integrate LED daytime running lights in the lower area - a similar design had already been available, but you had to turn to tuners for this.
In between the updated light clusters, we find a fresh twin-blade front grille with four chrome elements that brings the G63 in line with the new AMG family. Our test car was also fitted with a chromed bullbar, an original accessory that is better integrated into the car than before.
The flared wheel arches still dominate the profile of the G-Class AMG. The stainless steel running boards, as well as the double exhaust tips placed underneath have kept their place, but the G63 AMG offers new wheels. The standard car rides on 20x9.5-inch rims finished in Titanium Grey, wrapped in 275/50 R20 rubber.
The G63 AMG we drove was gifted with the optional Matte Black-painted AMG wheels. Regardless of the wheel choice, the design allows you to see the updated brakes, which clearly show that this car means business.
The designers also gifted the G63 AMG with new side mirrors that include turn signals, with a design similar to that of more modern Mercedes-Benz models. The mirror also integrate the visual warnings for the blind spot monitoring received by the SUV.
Once the work for the aforementioned changes for the sides of the G63 AMG was completed, they proudly placed new badges on the fenders. These offer you even more info on the technical revisions received by the car than the aforementioned front bumper: the “V8” is still there, but the “Kompressor” was replaced by “BITURBO” - the king is dead, long live the king!
As far as the rear end of the G63 AMG is concerned, the badges are even more important, as they are the only element that allows us to differentiate the G63 from the G55 AMG.
Lou Cheeka, one of our guest editors, asked us to reserve him some space in this chapter so he can tell us the story of the G-Class’ styling.
Back in the early 70s’ when the original G-Class was created, designers were working with a wooden model. We all know that shaping wood is not all that easy and this may offer a hint of why the styling is so boxy. The vehicle was initially destined for the military sector, so nobody complained anyway.
After the vehicle made it into the civilian side of the market, it followed a similar pathway to that of the Porsche 911 - designers were lazy, but keeping the styling unchanged over multiple decades actually became an asset for the car.
******************
Interior
When AMG launched its first car built front the ground up, the SLS AMG supercar, it was hard to imagine that its shifter arrangement would make it into a model found at the other generation end of the AMG range, the G-Class. However, this is exactly what happened and the fact that Affalterbach’s logo now sits nicely embossed in the leather of the G63’s shifter is just one of the multiple changes received by the vehicle’s cabin.
As part of the revamp received by the G-Class range in 2012, all the models receive a reworked dashboard. The changes include a new electrically-adjustable, four-spoke multifunctional steering wheel and sportier instruments, while all the occupants can enjoy a 17.8 cm (7-inch) fixed display placed in the upper middle part of the dash.
The entire center console has been redesigned. Thus, below the aforementioned display, the control clusters are nicely grouped. The ergonomics are the first to benefit from this, with the most important update being the fact that the Comand system can now be operated via a controller placed in front of the armrest.
In addition to that, the reworked center console shaves quite some years off the feel of the G-Class cabin. For example, the aluminum buttons found on the new Mercedes models have found their way into the offroad machine.
Mercedes has wisely kept the traditional items in place, so you’ll still find the three buttons for the locking the differentials where you used to. However, the buttons, which are numbered to show you the order for locking the diffs, now have a sportier aluminum appearance. In addition to that, those accustomed to taking shotgun offroad rides in the G-Class will appreciate that the handle on the dash has kept its position.
The G63 AMG obviously receives a special interior treatment. It all starts with a dedicated instrument cluster, which includes a small TFT display that’s used for the AMG main menu and gear display. There are also white-lit AMG door entry sills, as well as the aforementioned AMG gear selector. Alas, the shifter can be a bit tricky to use if you want to switch from drive to neutral, as you can end up hitting reverse. You will be aware that you’ve done this, so there’s not necessarily a real danger, but it’s still unpleasant.
As for the fit and finish area, the G63 AMG spoils us with a designo leather finish that features diamond-pattern leather on the seats and door panels - this came via the designo Exclusive package. Our test vehicle was also fitted with the optional AMG carbon trim.
The part of the interior that brings the strongest contrast between modern and old elements is the luggage compartment. As you open the large door to access the 481 liters (17 cu. ft.) of the boot, this offers the same plush leather panels as on the other doors, but the rudimentary cover for the compartment reminds you of the G-Class’ utilitarian roots.
The G63 AMG has received a moderate amount of cabin upgrades, but these place the interior at a considerable distance from that of the G55 AMG.
As part of the revamp received by the G-Class range in 2012, all the models receive a reworked dashboard. The changes include a new electrically-adjustable, four-spoke multifunctional steering wheel and sportier instruments, while all the occupants can enjoy a 17.8 cm (7-inch) fixed display placed in the upper middle part of the dash.
The entire center console has been redesigned. Thus, below the aforementioned display, the control clusters are nicely grouped. The ergonomics are the first to benefit from this, with the most important update being the fact that the Comand system can now be operated via a controller placed in front of the armrest.
In addition to that, the reworked center console shaves quite some years off the feel of the G-Class cabin. For example, the aluminum buttons found on the new Mercedes models have found their way into the offroad machine.
Mercedes has wisely kept the traditional items in place, so you’ll still find the three buttons for the locking the differentials where you used to. However, the buttons, which are numbered to show you the order for locking the diffs, now have a sportier aluminum appearance. In addition to that, those accustomed to taking shotgun offroad rides in the G-Class will appreciate that the handle on the dash has kept its position.
The G63 AMG obviously receives a special interior treatment. It all starts with a dedicated instrument cluster, which includes a small TFT display that’s used for the AMG main menu and gear display. There are also white-lit AMG door entry sills, as well as the aforementioned AMG gear selector. Alas, the shifter can be a bit tricky to use if you want to switch from drive to neutral, as you can end up hitting reverse. You will be aware that you’ve done this, so there’s not necessarily a real danger, but it’s still unpleasant.
As for the fit and finish area, the G63 AMG spoils us with a designo leather finish that features diamond-pattern leather on the seats and door panels - this came via the designo Exclusive package. Our test vehicle was also fitted with the optional AMG carbon trim.
The part of the interior that brings the strongest contrast between modern and old elements is the luggage compartment. As you open the large door to access the 481 liters (17 cu. ft.) of the boot, this offers the same plush leather panels as on the other doors, but the rudimentary cover for the compartment reminds you of the G-Class’ utilitarian roots.
The G63 AMG has received a moderate amount of cabin upgrades, but these place the interior at a considerable distance from that of the G55 AMG.
In the city
We spent more time driving the Mercedes G63 AMG inside the city than we had initially planed, thanks to the fact the offroader managed to handle the urban areas much better than expected.
The Mercedes G63 AMG proves very maneuverable - using the car to make your way through the complex traffic feels pretty natural. Alas, the 13.6 m (44.6 feet) turning radius is not exactly a joy.
Nevertheless, the SUV offers good front and side visibility. For example, it didn’t even need front parking sensors, as the driving position and the straight shapes of the car allowed the driver to easily judge the maneuvers. However, it has received this feature, with the visual display being placed at the base of the windshield, so you don’t have to move your eyes too far from the obstacles ahead.
Unfortunately, there are some exceptions to the aforementioned maneuverability and visibility. The first is brought by the recirculating ball steering, which is pretty easy to use in the city, but does show a reluctance to return to the neutral point when you’re approaching the full lock position.
As for the visibility, our complain targets the rear one, which comes with a certain blind spot caused by the position of the spare wheel, which is attached to the rear door. You do get a rear view camera, which is placed above the rear window, but this doesn’t entirely solve the problem. Nevertheless, you can’t say that the parking jobs are handled with difficulty.
The vehicle measures 4,681 mm (184.3 in.) in length and this allows you to drive inside the city in a pretty relaxed manner. As for the other two exterior dimensions of the car, these allow it to achieve a surprisingly high wow factor, with the G63 AMG receiving a hefty amount of appreciation from other drivers and pedestrians. Measuring more in height than in width - 1,935 mm (76.2 in.) vs 1,864 mm (73.4 in.), this Mercedes comes with proportions that draw a lot of attention, with the rest of the crowd-pleasing work being done by its unconventionally flamboyant styling.
City driving can include repeated stops that require exiting and entering the car and while the oddly-proportioned doors provide good access, the height of the car requires you to use the side steps and makes the process take longer than normal. As for the luggage compartment, this offers plenty of space and easy access, but you have to pay attention to the height of its floor.
When it comes to the powertrain, this shows excellent flexibility and thus has no problem dealing with city traffic. The 5.5-liter twin-turbo V8, which comes with a start-stop system, is extremely docile if you want it to, but it offers a constant reminder of its capabilities through its exhaust sound.
If you use the Controlled Efficiency mode of the powertrain, the seven-speed gearbox provides smooth shifts at low revs, exactly what you need between the city’s borders.
The mass of the G63 AMG can be felt during swift maneuvers, but the suspension, which is firmer for this model, will make this less noticeable.
The Mercedes G63 AMG proves very maneuverable - using the car to make your way through the complex traffic feels pretty natural. Alas, the 13.6 m (44.6 feet) turning radius is not exactly a joy.
Nevertheless, the SUV offers good front and side visibility. For example, it didn’t even need front parking sensors, as the driving position and the straight shapes of the car allowed the driver to easily judge the maneuvers. However, it has received this feature, with the visual display being placed at the base of the windshield, so you don’t have to move your eyes too far from the obstacles ahead.
Unfortunately, there are some exceptions to the aforementioned maneuverability and visibility. The first is brought by the recirculating ball steering, which is pretty easy to use in the city, but does show a reluctance to return to the neutral point when you’re approaching the full lock position.
As for the visibility, our complain targets the rear one, which comes with a certain blind spot caused by the position of the spare wheel, which is attached to the rear door. You do get a rear view camera, which is placed above the rear window, but this doesn’t entirely solve the problem. Nevertheless, you can’t say that the parking jobs are handled with difficulty.
The vehicle measures 4,681 mm (184.3 in.) in length and this allows you to drive inside the city in a pretty relaxed manner. As for the other two exterior dimensions of the car, these allow it to achieve a surprisingly high wow factor, with the G63 AMG receiving a hefty amount of appreciation from other drivers and pedestrians. Measuring more in height than in width - 1,935 mm (76.2 in.) vs 1,864 mm (73.4 in.), this Mercedes comes with proportions that draw a lot of attention, with the rest of the crowd-pleasing work being done by its unconventionally flamboyant styling.
City driving can include repeated stops that require exiting and entering the car and while the oddly-proportioned doors provide good access, the height of the car requires you to use the side steps and makes the process take longer than normal. As for the luggage compartment, this offers plenty of space and easy access, but you have to pay attention to the height of its floor.
When it comes to the powertrain, this shows excellent flexibility and thus has no problem dealing with city traffic. The 5.5-liter twin-turbo V8, which comes with a start-stop system, is extremely docile if you want it to, but it offers a constant reminder of its capabilities through its exhaust sound.
If you use the Controlled Efficiency mode of the powertrain, the seven-speed gearbox provides smooth shifts at low revs, exactly what you need between the city’s borders.
The mass of the G63 AMG can be felt during swift maneuvers, but the suspension, which is firmer for this model, will make this less noticeable.
******************
Open road
The Mercedes G63 AMG is very enthusiastic about being allowed to show you what it can do out on the open road. Each time the radar of its adaptive cruise control system was able to see that the city has been left behind, it felt as if the car showed a huge smile, also putting one on our faces.
Revving the twin-turbo V8 while stationary causes the gargantuan-sized vehicle to rock from one side to another, giving you the impression that you are in muscle car. Dip into the throttle as you take off and the sound, as well as the acceleration, will convince you that you are in a muscle car.
The engine lets you feel each one of its 760 Nm (561 lb-ft) through its exhaust, which can go from a deep burble at idle speed, through surfing on the wide mid-rage torque wave, to a violent metallic sound at the top of the rev range. As for the transmission, this offers a prompt response, which makes up for some of the inertia induced by the car’s weight.
The throttle and gear shift mapping is not quite as aggressive as that used on other AMG models that feature this engine, such as the SL or the E-Class. Things have been dialed down a bit due to the fact that the suspension and AWD system of the G63 AMG would’ve twisted too much during sudden changes in power delivery.
Nevertheless, the engine and gearbox couple seems to laugh in the face of the car’s mass, which can march towards 3 tons (6,600 lbs) in real world driving conditions. The G63 AMG shows phenomenal pulling power, even at higher speeds, when the brick wall-like 0.53 drag coefficient starts to show its presence.
The car is 0.1 seconds quicker to 100 km/h (62 mph) than the G55 AMG, dealing with the job in 5.4 seconds. The top speed is still limited to 210 km/h (130 mph), but you can reach this before you know it.
And, thanks to the aforementioned exhaust repertoire, you really feel all the aforementioned numbers, with the G63 AMG offering a unique driving experience.
The new powertrain also brings efficiency benefits, with Mercedes telling us that the G63 AMG is 13 percent less thirsty than the G55 AMG. During our test drive, the vehicle returned an efficiency of 19 liters per 100 km (12.4 mpg).
When given control over the G63 AMG, you can choose between three driving settings, with each one bringing distinct advantages. “Controlled Efficiency” allows you to enjoy the character of the car in a more relaxed manner. Since you won’t be going all that fast, you can enjoy the exhaust in a different way - the fact that the tips are on the side and not at the rear, reduces the negative effects of realizing that you’re hearing the exhaust, not the engine itself. This is also the only mode in which the Stop-Start system is active.
You can clearly feel the difference when engaging “Sport” mode and gearbox also works well in the “Manual” mode. The latter asset comes thanks to the fact that the transmission shows obedience to the compact-sized paddles placed on the steering wheel.
AMG has also upgraded the brakes and not only do these manage to handle the weight of the car, but they also offer a pleasant modulation and generous travel that you can use both on and off the road.
However, you shouldn’t label this as a go-fast machine, as doing that means that you’ll be disappointed through the bends. The stiffer road connection of the G63 AMG means that the body roll doesn’t reach terrifying limits, but the only thing you can do in this car during a corner is to wait for the road to straighten up again.
The suspension is not the only problem - you’ll also have to work with the recirculating-ball steering. This has gained electric assistance compared to the hydraulic setup of the previous model, but it’s character hasn’t been changed in terms of handling.
The system favors durability over anything else. It needs 3.1 turns from lock to lock and is very shy when it comes to feedback, so you’ll be disconnected from the road.
The electronics step in at the first sign of trouble and you are discouraged to perform any extreme cornering maneuvers. While in most cars an intrusive ESP that can’t actually be turned off would be unpleasant, in the G63 AMG it’s good to know that you’re protected.
As for the Yokohama rubber, this provides sufficient grip, but it’s not the super sticky type - a move that pays off once you leave the asphalt behind. The tires aren’t as bad as you think over rough terrain and the sidewall is generous enough for moderate sessions. Considering this, the 20-inch AMG wheels aren’t an excuse for not taking this Mercedes G63 off the road.
Driving the G63 in offroad conditions provides an experience that will be offered its own county in the landscape inside your mind. We took the vehicle out in the desert and it’s bewildering to hear the deep sound of the V8 as the wheels are throwing the sand in the air past the roof in their quest to provide traction.
If the G-Class’ body and chassis setup brings it drawbacks for almost all the other chapters, here is where this makes the car shine. You’d expect the G63 AMG to feel solid, but the car does more than that: going over obstacles or plowing through them feels as easy as a parking job on the driveway of an owner’s mansion.
In case things get messy, you’ll be able to lock the differentials - you can only engage the three diffs when you’re in low gear, which you can up to 40 km/h (25 km/h). The locking order, which is shown on their buttons, is the following: center, rear and finally front - the latter seriously alters the steering behavior and you have to adapt to this.
When all three are engaged, the same amount of power is sent to each of the wheels. This means that, for example, if a single wheel has sufficient grip, this can pull you out of trouble alone.
When it comes to ground clearance, the G63 AMG, as well as the V12-powered G65 AMG, offer even more than the standard models - 220 mm (8.7 inches) vs. 210 mm (8.3 inches).
As for the ESP, this can’t be completely turned off, but it allows a certain degree of movement freedom. You can perform oversteering maneuvers, but once the back end steps out too much, the car is calmed down. This kills some of the drama the G63 AMG would be capable of delivering, but it’s efficient.
Knowing all these aspects of the vehicle, it’s a pity that the percentage of owners who take the car out in the wild is a small one.
We’ll return to the road in order to tell you that, in the end, the most pleasant face of the Mercedes G63 AMG is probably that of a long-distance cruiser. If you take this AMG for what it is, you can enjoy occasional throttle dips and you’ll be spoiled by the car’s character in the rest of the time.
Revving the twin-turbo V8 while stationary causes the gargantuan-sized vehicle to rock from one side to another, giving you the impression that you are in muscle car. Dip into the throttle as you take off and the sound, as well as the acceleration, will convince you that you are in a muscle car.
The engine lets you feel each one of its 760 Nm (561 lb-ft) through its exhaust, which can go from a deep burble at idle speed, through surfing on the wide mid-rage torque wave, to a violent metallic sound at the top of the rev range. As for the transmission, this offers a prompt response, which makes up for some of the inertia induced by the car’s weight.
The throttle and gear shift mapping is not quite as aggressive as that used on other AMG models that feature this engine, such as the SL or the E-Class. Things have been dialed down a bit due to the fact that the suspension and AWD system of the G63 AMG would’ve twisted too much during sudden changes in power delivery.
Nevertheless, the engine and gearbox couple seems to laugh in the face of the car’s mass, which can march towards 3 tons (6,600 lbs) in real world driving conditions. The G63 AMG shows phenomenal pulling power, even at higher speeds, when the brick wall-like 0.53 drag coefficient starts to show its presence.
The car is 0.1 seconds quicker to 100 km/h (62 mph) than the G55 AMG, dealing with the job in 5.4 seconds. The top speed is still limited to 210 km/h (130 mph), but you can reach this before you know it.
And, thanks to the aforementioned exhaust repertoire, you really feel all the aforementioned numbers, with the G63 AMG offering a unique driving experience.
The new powertrain also brings efficiency benefits, with Mercedes telling us that the G63 AMG is 13 percent less thirsty than the G55 AMG. During our test drive, the vehicle returned an efficiency of 19 liters per 100 km (12.4 mpg).
When given control over the G63 AMG, you can choose between three driving settings, with each one bringing distinct advantages. “Controlled Efficiency” allows you to enjoy the character of the car in a more relaxed manner. Since you won’t be going all that fast, you can enjoy the exhaust in a different way - the fact that the tips are on the side and not at the rear, reduces the negative effects of realizing that you’re hearing the exhaust, not the engine itself. This is also the only mode in which the Stop-Start system is active.
You can clearly feel the difference when engaging “Sport” mode and gearbox also works well in the “Manual” mode. The latter asset comes thanks to the fact that the transmission shows obedience to the compact-sized paddles placed on the steering wheel.
AMG has also upgraded the brakes and not only do these manage to handle the weight of the car, but they also offer a pleasant modulation and generous travel that you can use both on and off the road.
However, you shouldn’t label this as a go-fast machine, as doing that means that you’ll be disappointed through the bends. The stiffer road connection of the G63 AMG means that the body roll doesn’t reach terrifying limits, but the only thing you can do in this car during a corner is to wait for the road to straighten up again.
The suspension is not the only problem - you’ll also have to work with the recirculating-ball steering. This has gained electric assistance compared to the hydraulic setup of the previous model, but it’s character hasn’t been changed in terms of handling.
The system favors durability over anything else. It needs 3.1 turns from lock to lock and is very shy when it comes to feedback, so you’ll be disconnected from the road.
The electronics step in at the first sign of trouble and you are discouraged to perform any extreme cornering maneuvers. While in most cars an intrusive ESP that can’t actually be turned off would be unpleasant, in the G63 AMG it’s good to know that you’re protected.
As for the Yokohama rubber, this provides sufficient grip, but it’s not the super sticky type - a move that pays off once you leave the asphalt behind. The tires aren’t as bad as you think over rough terrain and the sidewall is generous enough for moderate sessions. Considering this, the 20-inch AMG wheels aren’t an excuse for not taking this Mercedes G63 off the road.
Driving the G63 in offroad conditions provides an experience that will be offered its own county in the landscape inside your mind. We took the vehicle out in the desert and it’s bewildering to hear the deep sound of the V8 as the wheels are throwing the sand in the air past the roof in their quest to provide traction.
If the G-Class’ body and chassis setup brings it drawbacks for almost all the other chapters, here is where this makes the car shine. You’d expect the G63 AMG to feel solid, but the car does more than that: going over obstacles or plowing through them feels as easy as a parking job on the driveway of an owner’s mansion.
In case things get messy, you’ll be able to lock the differentials - you can only engage the three diffs when you’re in low gear, which you can up to 40 km/h (25 km/h). The locking order, which is shown on their buttons, is the following: center, rear and finally front - the latter seriously alters the steering behavior and you have to adapt to this.
When all three are engaged, the same amount of power is sent to each of the wheels. This means that, for example, if a single wheel has sufficient grip, this can pull you out of trouble alone.
When it comes to ground clearance, the G63 AMG, as well as the V12-powered G65 AMG, offer even more than the standard models - 220 mm (8.7 inches) vs. 210 mm (8.3 inches).
As for the ESP, this can’t be completely turned off, but it allows a certain degree of movement freedom. You can perform oversteering maneuvers, but once the back end steps out too much, the car is calmed down. This kills some of the drama the G63 AMG would be capable of delivering, but it’s efficient.
Knowing all these aspects of the vehicle, it’s a pity that the percentage of owners who take the car out in the wild is a small one.
We’ll return to the road in order to tell you that, in the end, the most pleasant face of the Mercedes G63 AMG is probably that of a long-distance cruiser. If you take this AMG for what it is, you can enjoy occasional throttle dips and you’ll be spoiled by the car’s character in the rest of the time.
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Comfort
As far as this chapter is concerned, a car couldn’t be made of worse base ingredients than the Mercedes G63 AMG, which places a big twin-turbocharged V8 inside an offroading package designed more than three decades ago. However, Mercedes knows its way around providing comfort and the company has made sure that the G-Class comes with plenty of this.
It all starts even before you enter the car, as the new model does away with the “tradition” of having to almost slam the unexpectedly light doors in order to close them. You still have to use more force than in the case of other cars, but the problem is far less pronounced than before.
Once you’re inside, you are treated with a definition of the commanding driving position, regardless of how you adjust the seat, as this is mounted high in the tall passenger compartment. In fact, all the seats bring a special experience. Out test car was fitted with the Seat Comfort Package - the front ones are very pleasant to use during long trips and, thanks to adjustable bolsters, they can provide high levels of lateral support if this is what you want.
Even the seat cooling, which most people can’t use for more than a minute, is implemented in a way that makes it more bearable.
The adjustment controls up front are split between the door and the side of the seat. The first allows you to operate the base, backrest and headrest (height), while the latter holds wheels for playing with the bolsters and lumbar support.
The front seats also allow one to notice the level of attention to detail in the G-Class. For example, in the areas where the side bolsters operate, you can find small textile inserts that prevent wear and tear.
As for the three individual seats in the rear, these provide full comfort, with the ones on the sides also offering a heating function. You’ll even find that the drinks placed in the cupholders at the back can be brought to serving temperature using the center console-placed air vents.
You can really define the Mercedes G63 AMG by using the aural experience its cabin provides. For example, a highway cruise at 80 mph (130 km/h) creates the perfect conditions for a conversation. The serious wind noise generated by the car is kept outside the vehicle, but the enchanting voice of the aforementioned V8 is always there, even when cruising - the engine sound has been toned down a bit compared to the G55 AMG in order to provide superior comfort.
As for the suspension, this offers a surprising compromise between ride and handling. The G63 AMG uses a stiffer setup compared to the standard models. Despite this, you don’t get an unpleasant result. The suspension does take a bit longer than expected to recover after encountering a bump or a serious pothole, but you can’t say that it’s bouncy.
There are, of course, also certain aspects about the car that bring drawbacks for this chapter. For example, the doors may be easier to close than before, but their exterior buttons still require a considerable amount of effort to be operated.
The interior space is good, but it could be better - the vehicle doesn’t make full use of its width when it comes to cabin space, since its wheels stand out and are treated with pronounced arches.
And when it comes to storage spaces, the vehicle leaves certain things to be desired. Up front, we have an amusingly small glove box, while the cupholder placed at the side of the transmission tunnel means that the passenger can literally kick the drink.
However, it’s hard to pay attention to these negative aspects when, apart form the aforementioned pleasant features, you’re treated with things like an Alcantara headliner.
It all starts even before you enter the car, as the new model does away with the “tradition” of having to almost slam the unexpectedly light doors in order to close them. You still have to use more force than in the case of other cars, but the problem is far less pronounced than before.
Once you’re inside, you are treated with a definition of the commanding driving position, regardless of how you adjust the seat, as this is mounted high in the tall passenger compartment. In fact, all the seats bring a special experience. Out test car was fitted with the Seat Comfort Package - the front ones are very pleasant to use during long trips and, thanks to adjustable bolsters, they can provide high levels of lateral support if this is what you want.
Even the seat cooling, which most people can’t use for more than a minute, is implemented in a way that makes it more bearable.
The adjustment controls up front are split between the door and the side of the seat. The first allows you to operate the base, backrest and headrest (height), while the latter holds wheels for playing with the bolsters and lumbar support.
The front seats also allow one to notice the level of attention to detail in the G-Class. For example, in the areas where the side bolsters operate, you can find small textile inserts that prevent wear and tear.
As for the three individual seats in the rear, these provide full comfort, with the ones on the sides also offering a heating function. You’ll even find that the drinks placed in the cupholders at the back can be brought to serving temperature using the center console-placed air vents.
You can really define the Mercedes G63 AMG by using the aural experience its cabin provides. For example, a highway cruise at 80 mph (130 km/h) creates the perfect conditions for a conversation. The serious wind noise generated by the car is kept outside the vehicle, but the enchanting voice of the aforementioned V8 is always there, even when cruising - the engine sound has been toned down a bit compared to the G55 AMG in order to provide superior comfort.
As for the suspension, this offers a surprising compromise between ride and handling. The G63 AMG uses a stiffer setup compared to the standard models. Despite this, you don’t get an unpleasant result. The suspension does take a bit longer than expected to recover after encountering a bump or a serious pothole, but you can’t say that it’s bouncy.
There are, of course, also certain aspects about the car that bring drawbacks for this chapter. For example, the doors may be easier to close than before, but their exterior buttons still require a considerable amount of effort to be operated.
The interior space is good, but it could be better - the vehicle doesn’t make full use of its width when it comes to cabin space, since its wheels stand out and are treated with pronounced arches.
And when it comes to storage spaces, the vehicle leaves certain things to be desired. Up front, we have an amusingly small glove box, while the cupholder placed at the side of the transmission tunnel means that the passenger can literally kick the drink.
However, it’s hard to pay attention to these negative aspects when, apart form the aforementioned pleasant features, you’re treated with things like an Alcantara headliner.
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Tech facts
The G-Class uses a ladder chassis, comprised of two longitudinal members displaced in a parallel configuration. Each of these is made of two welded U-shaped half-shells that are also connected by cross tubes.
The body of the car is bolted to the frame in eight points, with this relaying on rubber mounts to reduce noise, harshness and vibration (NVH). The frame, as well as the other exposed parts of the underside are gifted with special protection before being painted. These receive a cathodic dip priming, powder coating, as well as wax injection. In addition to that, the underbody of the car is given an extra plastic coating. All these measures keep the metal safe when you’re hammering the G-Class on rugged terrain.
Powertrain
Like the rest of the non-compact vehicles in the AMG range, the Mercedes G-Class has switched to the new M157 5.5-liter twin-turbo V8 engine. While the aforementioned models dropped the M156 6.2-liter naturally-aspirated V8 in favor of the new, more efficient unit, the G-Class had to part ways with its M113 5.5-liter supercharged powerplant.
The M157 engine, which is based on the 5,461 cc, delivering 544 hp at 5,500 rpm and a peak torque of 761 Nm (561 lb-ft), which is delivered between 2,000 and 5,000 rpm.
The main aim of the unit was to increase efficiency - despite being 37 hp and 60 Nm (44 lb-ft) more potent compared to the engine in the G55 AMG, this is 13 percent more efficient. To be more precise, the G63 AMG returns an official figure of 13.8 liters per 100 km (17 mpg).
The powerplant holds multiple aces up its manifold in order to be able to achieve the aforementioned figures.
The unit mixes technologies such as direct gasoline injection, twin-turbocharging and spray-guided combustion. The conventional blow-off valve is ditched, with the system featuring a wastegate valve that is vacuum-controlled using an electropneumatic converter.
Between the “V” of the cylinder banks, we find an air/water intercooler, with the engineers making efforts to reduce the length of the piping in order to minimize lag.
The 5.5-liter V8 uses a die-cast aluminum crankcase, with the bearing cover for the crankshaft, which is made of grey cast iron, being bolted to the crankcase to increase rigidity. As for the cylinder liners, this used cast-in Silitec for reduced friction.
In addition to that, an alternator management system charges the battery during the engine overrun phase.
The 5.5-liter V8 works with the AMG Speedshift Plus 7G-Tronic seven-speed automatic gearbox. This uses efficiency-boosting solutions, such as a converter that features a centrifugal pendulum, enhanced thermal management for the transmission oil and low-friction bearings.
The transmission offers three modes: Controlled Efficiency, Sport and Manual. The first activates a stop-start system, while using lower rpm when shifting and generally selects second gear for taking off. In this mode, there’s also a softer throttle map. The Sport and Manual modes see the gearbox temporarily interrupting ignition and injection during full-load shifts in order to reduce gear change times.
The power is sent to the road using an all-wheel drive system that features solid axles at both ends. These are comprised of solid longitudinal arms and a transverse control arm.
While the aforementioned hardware allows the G-Class to deal with the roughness of the terrain, the traction comes via three electro-mechanical locking differentials, as well as a low-range transfer case.
The system has a default torque distribution of 50:50, while the 4ETS electronic traction system applies braking pressure to any wheel that spins too much. Thus, the torque is sent to the wheel(s) with the best traction available.
Road Connection
The Mercedes G-Class matches the aforementioned solid axles with coil springs that offer a long travel for offroad use, as well as with anti-roll bars that serve the vehicle well during on-road cornering. For the G63 AMG, the suspension features a firmer setup in order to enhance tarmac handling.
When it comes to steering, the G-Class retains the recirculating ball system that was popular until three decades ago. The principle behind the system includes a ball screw and a nut that perpetually circulates balls through small tubes inside of it, in order to be able to move along the aforementioned screw.
This setup trades in the feedback of more modern rack and pinion systems for superior durability - the steering system takes a lot of stress during off-road use, especially in a vehicle like the G-Class, which tips the scales at 2,550 kg (5,622 lbs) before the passengers step in. We have to mention that the revamp has brought the electric assistance for the system.
Stopping Power
The upgrades found in the engine compartment required superior deceleration capacities. Thus, the G63 AMG was fitted with brake discs measuring 375 x 36 millimeters (14.8 x 1.41 inches) at the front and 330 x 20 millimeters (13 x 0.8 inches) at the rear. Mercedes installed the ML63 AMG’s six-piston fixed-caliper system for the front axle, while at the back the G63 AMG received single-piston floating calipers.
The body of the car is bolted to the frame in eight points, with this relaying on rubber mounts to reduce noise, harshness and vibration (NVH). The frame, as well as the other exposed parts of the underside are gifted with special protection before being painted. These receive a cathodic dip priming, powder coating, as well as wax injection. In addition to that, the underbody of the car is given an extra plastic coating. All these measures keep the metal safe when you’re hammering the G-Class on rugged terrain.
Powertrain
Like the rest of the non-compact vehicles in the AMG range, the Mercedes G-Class has switched to the new M157 5.5-liter twin-turbo V8 engine. While the aforementioned models dropped the M156 6.2-liter naturally-aspirated V8 in favor of the new, more efficient unit, the G-Class had to part ways with its M113 5.5-liter supercharged powerplant.
The M157 engine, which is based on the 5,461 cc, delivering 544 hp at 5,500 rpm and a peak torque of 761 Nm (561 lb-ft), which is delivered between 2,000 and 5,000 rpm.
The main aim of the unit was to increase efficiency - despite being 37 hp and 60 Nm (44 lb-ft) more potent compared to the engine in the G55 AMG, this is 13 percent more efficient. To be more precise, the G63 AMG returns an official figure of 13.8 liters per 100 km (17 mpg).
The powerplant holds multiple aces up its manifold in order to be able to achieve the aforementioned figures.
The unit mixes technologies such as direct gasoline injection, twin-turbocharging and spray-guided combustion. The conventional blow-off valve is ditched, with the system featuring a wastegate valve that is vacuum-controlled using an electropneumatic converter.
Between the “V” of the cylinder banks, we find an air/water intercooler, with the engineers making efforts to reduce the length of the piping in order to minimize lag.
The 5.5-liter V8 uses a die-cast aluminum crankcase, with the bearing cover for the crankshaft, which is made of grey cast iron, being bolted to the crankcase to increase rigidity. As for the cylinder liners, this used cast-in Silitec for reduced friction.
In addition to that, an alternator management system charges the battery during the engine overrun phase.
The 5.5-liter V8 works with the AMG Speedshift Plus 7G-Tronic seven-speed automatic gearbox. This uses efficiency-boosting solutions, such as a converter that features a centrifugal pendulum, enhanced thermal management for the transmission oil and low-friction bearings.
The transmission offers three modes: Controlled Efficiency, Sport and Manual. The first activates a stop-start system, while using lower rpm when shifting and generally selects second gear for taking off. In this mode, there’s also a softer throttle map. The Sport and Manual modes see the gearbox temporarily interrupting ignition and injection during full-load shifts in order to reduce gear change times.
The power is sent to the road using an all-wheel drive system that features solid axles at both ends. These are comprised of solid longitudinal arms and a transverse control arm.
While the aforementioned hardware allows the G-Class to deal with the roughness of the terrain, the traction comes via three electro-mechanical locking differentials, as well as a low-range transfer case.
The system has a default torque distribution of 50:50, while the 4ETS electronic traction system applies braking pressure to any wheel that spins too much. Thus, the torque is sent to the wheel(s) with the best traction available.
Road Connection
The Mercedes G-Class matches the aforementioned solid axles with coil springs that offer a long travel for offroad use, as well as with anti-roll bars that serve the vehicle well during on-road cornering. For the G63 AMG, the suspension features a firmer setup in order to enhance tarmac handling.
When it comes to steering, the G-Class retains the recirculating ball system that was popular until three decades ago. The principle behind the system includes a ball screw and a nut that perpetually circulates balls through small tubes inside of it, in order to be able to move along the aforementioned screw.
This setup trades in the feedback of more modern rack and pinion systems for superior durability - the steering system takes a lot of stress during off-road use, especially in a vehicle like the G-Class, which tips the scales at 2,550 kg (5,622 lbs) before the passengers step in. We have to mention that the revamp has brought the electric assistance for the system.
Stopping Power
The upgrades found in the engine compartment required superior deceleration capacities. Thus, the G63 AMG was fitted with brake discs measuring 375 x 36 millimeters (14.8 x 1.41 inches) at the front and 330 x 20 millimeters (13 x 0.8 inches) at the rear. Mercedes installed the ML63 AMG’s six-piston fixed-caliper system for the front axle, while at the back the G63 AMG received single-piston floating calipers.
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Gadgets
The Mercedes G63 AMG seriously ups the ante on the features front, with the vehicle borrowing a multitude of systems and gadgets from other models in Mercedes’ range.
We’ll start from outside the car - when it comes to choosing an exterior finish, the G63 AMG is one of the most privileged models in the Mercedes line-up. There’s an impressive number of available shades, from both the standard and the designo range.
You can also choose between two types of 20-inch alloy wheels and when it comes to the brake calipers, the standard color is red, but you can opt for silver.
As for the cabin of the G-Class, “designo” is definitely the designation to use. The standard equipment level of the G63 AMG includes single-tone designo leather, with eight colors available. You can also select one of the three designo wood trims available or you can go for the optional carbon fiber AMG trimming.
Our test car was fitted with the aforementioned carbon fiber trim, and, in spite of the irony of using such a material in one a scale-frightening car like the G-Class, it looked interesting.
The G63 AMG we drove was also gifted with the optional designo Exclusive pack, which brings a diamond-pattern upholstery and allows one to choose between six (two-tone) color versions.
In addition to that, AMG models come standard with the Stainless Steel Package that includes the spare wheel cover and the running boards. There’s also a standard chrome interior package, which brings items such as rings for the loudspeakers and AMG-branded door entry sills.
One of the most important new standard features is a TFT display that measures 17.8 cm (7-inch) in diameter. This makes a great pair with the Comand system, which has been upgraded and offers superior ergonomics via a controller placed just ahead of the center armrest.
The Comand online system includes audio, navigation (10 Gb hard drive) , telephone integration, as well as Internet capability - the latter does require a mobile phone Internet connection. The system also offers a DVD drive and Music Register feature, as well as the USB connectivity, Bluetooth and auxiliary in. The list is topped off by an SD memory card slot, Linguatronic voice command and an optional TV receiver.
Comfort comes via standard features such as electrically adjustable front seats with a memory function, a dual-zone climate control system, as well as ambient lighting. The G-Class can also be fitted with an optional auxiliary heater, which features a remote control.
The driver will enjoy the Parktronic front and rear parking sensors, as well as the reversing camera. While the latter uses the generous display of the Comand system, the sensors come with an led strip dome that can be found on top of the dash, just before the windshield.
The heated multifunction steering wheel, as well as the power sunroof complete the list of items that truly spoil the occupants.
There are also features that will bring joy to both the driver and the passengers, such as the optional Seat Comfort Package, which offers front seats that seriously boost ergonomics, as well as lateral support.
Moving on to include all the occupants of the vehicle, we’ll mention the Harman Kardon Logic 7 audio system - this delivers 450 watts using 12 speakers. And if you only want to spoil the passengers in the back, you can order the optional rear seat entertainment system. This will strap two TFT displays the same size of the one in front to the headrests. The feature includes two sets of wireless headphones, a remote control and an auxiliary-in socket.
As we explained in the “Safety” chapter, the G-Class has also received a plethora of safety features, with the vast majority of these targeting active safety. Some of the most important include the Distronic Plus adaptive cruise control, the LED daytime running lights, as well as the Blind Spot Assist.
We’ll start from outside the car - when it comes to choosing an exterior finish, the G63 AMG is one of the most privileged models in the Mercedes line-up. There’s an impressive number of available shades, from both the standard and the designo range.
You can also choose between two types of 20-inch alloy wheels and when it comes to the brake calipers, the standard color is red, but you can opt for silver.
As for the cabin of the G-Class, “designo” is definitely the designation to use. The standard equipment level of the G63 AMG includes single-tone designo leather, with eight colors available. You can also select one of the three designo wood trims available or you can go for the optional carbon fiber AMG trimming.
Our test car was fitted with the aforementioned carbon fiber trim, and, in spite of the irony of using such a material in one a scale-frightening car like the G-Class, it looked interesting.
The G63 AMG we drove was also gifted with the optional designo Exclusive pack, which brings a diamond-pattern upholstery and allows one to choose between six (two-tone) color versions.
In addition to that, AMG models come standard with the Stainless Steel Package that includes the spare wheel cover and the running boards. There’s also a standard chrome interior package, which brings items such as rings for the loudspeakers and AMG-branded door entry sills.
One of the most important new standard features is a TFT display that measures 17.8 cm (7-inch) in diameter. This makes a great pair with the Comand system, which has been upgraded and offers superior ergonomics via a controller placed just ahead of the center armrest.
The Comand online system includes audio, navigation (10 Gb hard drive) , telephone integration, as well as Internet capability - the latter does require a mobile phone Internet connection. The system also offers a DVD drive and Music Register feature, as well as the USB connectivity, Bluetooth and auxiliary in. The list is topped off by an SD memory card slot, Linguatronic voice command and an optional TV receiver.
Comfort comes via standard features such as electrically adjustable front seats with a memory function, a dual-zone climate control system, as well as ambient lighting. The G-Class can also be fitted with an optional auxiliary heater, which features a remote control.
The driver will enjoy the Parktronic front and rear parking sensors, as well as the reversing camera. While the latter uses the generous display of the Comand system, the sensors come with an led strip dome that can be found on top of the dash, just before the windshield.
The heated multifunction steering wheel, as well as the power sunroof complete the list of items that truly spoil the occupants.
There are also features that will bring joy to both the driver and the passengers, such as the optional Seat Comfort Package, which offers front seats that seriously boost ergonomics, as well as lateral support.
Moving on to include all the occupants of the vehicle, we’ll mention the Harman Kardon Logic 7 audio system - this delivers 450 watts using 12 speakers. And if you only want to spoil the passengers in the back, you can order the optional rear seat entertainment system. This will strap two TFT displays the same size of the one in front to the headrests. The feature includes two sets of wireless headphones, a remote control and an auxiliary-in socket.
As we explained in the “Safety” chapter, the G-Class has also received a plethora of safety features, with the vast majority of these targeting active safety. Some of the most important include the Distronic Plus adaptive cruise control, the LED daytime running lights, as well as the Blind Spot Assist.
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Safety
Safety
The Mercedes G-Class was designed in an era when then notion of crumple zones wasn’t part of the daily language as it is now. This, together with the lack of an official crash test, makes it difficult to asses the passive safety offered by the vehicle.
Nevertheless, the latest refresh has seen the G-Class receive more safety features than ever before, with most of these targeting active safety.
The list starts with the Distronic Plus, a radar-based adaptive cruise control system that can adjust speed via acceleration and braking and can bring the car to a complete stop should this be required by the traffic ahead. It incorporates the Pre-Safe Brake system, which automatically applied a certain amount of braking pressure and warns the driver if an impact is imminent and will also apply full braking pressure if this doesn’t show any reaction.
There’s also Brake Assist, which applies maximum braking when the driver suddenly presses the pedal hard. This is joined by Adaptive Braking that offers multiple functions. Should the driver suddenly take his foot off the gas, the brake pads are bought closer to the discs to reduce system reaction time - this which brings the pads close to the rotors from time to time when it’s raining, in order to do away with water build up. This also includes a Hold feature that can spare the driver of having to keep his foot on the brake during traffic jams, as well as Hill Start Assist.
The ESP, which includes a system called 4ETS - Four-wheel Electronic Traction System, has been recalibrated. This allows more freedom off the road an includes features such as a trailer stabilization function, as well as offering a hold function for uphill starts.
In addition to that, Mercedes’ G63 AMG receives Blind Spot Assist and Post-Collision Response, which shuts off the engine, unlocks the doors and turns on the hazard lights after a severe accident.
As far as passive safety is concerned, it’s worth mentioning that the G63 AMG has received Neck Pro active head restraints. In the event of a rear crash, these move forward and upwards to minimize the risk of whiplash injury.
However, when it comes to airbags, the G-Class still doesn’t offer the maximum level available. The vehicle comes six airbags: the list starts with two frontal ones, but only the driver receives a two-stage unit. There are also side curtain airbags that cover both rows of seats, with these only being offered for the long wheelbase models.
Nevertheless, the latest refresh has seen the G-Class receive more safety features than ever before, with most of these targeting active safety.
The list starts with the Distronic Plus, a radar-based adaptive cruise control system that can adjust speed via acceleration and braking and can bring the car to a complete stop should this be required by the traffic ahead. It incorporates the Pre-Safe Brake system, which automatically applied a certain amount of braking pressure and warns the driver if an impact is imminent and will also apply full braking pressure if this doesn’t show any reaction.
There’s also Brake Assist, which applies maximum braking when the driver suddenly presses the pedal hard. This is joined by Adaptive Braking that offers multiple functions. Should the driver suddenly take his foot off the gas, the brake pads are bought closer to the discs to reduce system reaction time - this which brings the pads close to the rotors from time to time when it’s raining, in order to do away with water build up. This also includes a Hold feature that can spare the driver of having to keep his foot on the brake during traffic jams, as well as Hill Start Assist.
The ESP, which includes a system called 4ETS - Four-wheel Electronic Traction System, has been recalibrated. This allows more freedom off the road an includes features such as a trailer stabilization function, as well as offering a hold function for uphill starts.
In addition to that, Mercedes’ G63 AMG receives Blind Spot Assist and Post-Collision Response, which shuts off the engine, unlocks the doors and turns on the hazard lights after a severe accident.
As far as passive safety is concerned, it’s worth mentioning that the G63 AMG has received Neck Pro active head restraints. In the event of a rear crash, these move forward and upwards to minimize the risk of whiplash injury.
However, when it comes to airbags, the G-Class still doesn’t offer the maximum level available. The vehicle comes six airbags: the list starts with two frontal ones, but only the driver receives a two-stage unit. There are also side curtain airbags that cover both rows of seats, with these only being offered for the long wheelbase models.
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Conclusions
While the vast majority of iconic cars have had to wait for decades for a chance to be resurrected, the Mercedes G-Class never got to die. And to be able to tell this to the SLS AMG’s face and laugh about it, it received a G63 AMG version.
When its predecessor, the G55 AMG, was sent to a garage in the sky, it left a void much larger than that generated by its Kompressor sucking air into its eight cylinders. But the last supercharged AMG was replaced by a car that’s just as good at fueling one’s automotive passion and feels light years ahead as a vehicle.
Mercedes mainly advertised the new twin-turbo V8 when it introduced the G63 AMG in 2012, but the model is part of a G-Class revamp that makes the car much more usable.
The level of refinement has clearly gone up and the easiest way to notice this is to open the door. The cabin has been brought in line with AMG’s more modern offerings, both in terms of materials and features. And when you close the aforementioned door, you’ll see what “reduced NVH level” means.
As for the best part of the Mercedes G63 AMG, this lies in its character. This is also the one thing you need to take into account in order to be able to understand and enjoy this four-wheeled creature.
We have to explain that if you’re analyzing this offroader in a rational way, it makes no sense whatsoever. This is the worst part of the G63 AMG - it only justifies its existence as an eccentric automobile.
And the Mercedes G63 AMG doesn’t work as a complete performance vehicle. Three tons of steel on rigid axles can’t be compensated by any technology when you encounter a bend.
However, present it with a straight line and you’ll be treated with an experience that mixes flavors as varied as those coming from German engineering, American muscle cars and British grand tourers - yes, the G63 AMG is a bit of every one, with varying proportions, of course.
Don’t be afraid to take those 20-inch AMG wheels off the road - the Mercedes G-Class was born to tackle road terrain and the G63 AMG isn’t shy about this at all. There’s really nothing like putting its 544 hp to work in the great outdoors.
As for it’s price, if you can afford an S63 AMG, you’ll have no problem in acquiring one of these. The G63 AMG will set you back $134,300 plus a $905 destination charge or €137,504.50 (includes 19% VAT) if you’re reading this in Europe.
And by developing the G63 AMG, Mercedes has done more than just made sure that the G-Class stays on top of its game. This is one of the very few cars in the world that proves dreams can become a reality - there are quite a lot of automotive aficionados out there that would love to see models from the past resume production with an infusion of modern technology. The G63 proves that this is not only possible, but can also lead to success.
Oh, and if the G63 AMG doesn’t make you feel immortal enough, the G-Class has one more ace up its heavy steel sleeve - you can always try the limited edition, V12-powered G65 AMG...
When its predecessor, the G55 AMG, was sent to a garage in the sky, it left a void much larger than that generated by its Kompressor sucking air into its eight cylinders. But the last supercharged AMG was replaced by a car that’s just as good at fueling one’s automotive passion and feels light years ahead as a vehicle.
Mercedes mainly advertised the new twin-turbo V8 when it introduced the G63 AMG in 2012, but the model is part of a G-Class revamp that makes the car much more usable.
The level of refinement has clearly gone up and the easiest way to notice this is to open the door. The cabin has been brought in line with AMG’s more modern offerings, both in terms of materials and features. And when you close the aforementioned door, you’ll see what “reduced NVH level” means.
As for the best part of the Mercedes G63 AMG, this lies in its character. This is also the one thing you need to take into account in order to be able to understand and enjoy this four-wheeled creature.
We have to explain that if you’re analyzing this offroader in a rational way, it makes no sense whatsoever. This is the worst part of the G63 AMG - it only justifies its existence as an eccentric automobile.
And the Mercedes G63 AMG doesn’t work as a complete performance vehicle. Three tons of steel on rigid axles can’t be compensated by any technology when you encounter a bend.
However, present it with a straight line and you’ll be treated with an experience that mixes flavors as varied as those coming from German engineering, American muscle cars and British grand tourers - yes, the G63 AMG is a bit of every one, with varying proportions, of course.
Don’t be afraid to take those 20-inch AMG wheels off the road - the Mercedes G-Class was born to tackle road terrain and the G63 AMG isn’t shy about this at all. There’s really nothing like putting its 544 hp to work in the great outdoors.
As for it’s price, if you can afford an S63 AMG, you’ll have no problem in acquiring one of these. The G63 AMG will set you back $134,300 plus a $905 destination charge or €137,504.50 (includes 19% VAT) if you’re reading this in Europe.
And by developing the G63 AMG, Mercedes has done more than just made sure that the G-Class stays on top of its game. This is one of the very few cars in the world that proves dreams can become a reality - there are quite a lot of automotive aficionados out there that would love to see models from the past resume production with an infusion of modern technology. The G63 proves that this is not only possible, but can also lead to success.
Oh, and if the G63 AMG doesn’t make you feel immortal enough, the G-Class has one more ace up its heavy steel sleeve - you can always try the limited edition, V12-powered G65 AMG...
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