Mercedes-AMG G63 review: an AMG GT in platform shoes

No need to ask what that is…

Nope. The new Mercedes G-Class is about as unmistakable as it gets, and the AMG G63 - with its 22in forged alloys, side exhausts and much AMG decoration - even more distinctive again.

Two reasons for that. One, what else looks like it? The new Toyota Land Cruiser perhaps, but its proportions aren’t as distinctly square as the G’s; the Defender adopted its mainstream-appeasing look long ago, and the Ineos Grenadier is still the new kid on the block.

And two, time. The G-Wagen recipe has been slow-cooked over almost half a century, beginning with 1979’s W460 and followed up by the W463 that ran for nearly 30 years until Mercedes decided it was time for a new generation in 2018.

Which makes the new W465 the… third generation? Fourth? Answers on a postcard, please.

The old G63 was bonkers. Is this?

Absolutely. Mercedes has stuck with the fire-breathing 4.0-litre twin-turbo V8 that made the 2018 car such a lunatic, choosing instead to spend its tokens improving the handling and dynamics. We’ll come to that in a tick.

So as before it hammers out 577bhp and 627lb ft, enough to propel its 2,640kg (!) of mass to 62mph from rest in just 4.4 seconds. Heavens above. The top speed is electronically limited to 137mph, although you can lift that to 149mph with an optional pack. 48v tech and an integrated starter generator provides an extra 20bhp and 148lb ft of torque in short bursts.

Bury the throttle and the nose veers up, and a beat later comes ungodly acceleration, heightened by the hot-vee soundtrack and a vague sense that slingshotting forwards in something this large and this heavy at this rate of knots isn’t entirely wise. It’s an animal. A wild, untamed animal.

All that shove is sent through AMG’s 9spd auto transmission, with a low-range ‘box and three mechanical diff locks for off-roadin’. 4WD is of the permanent variety, of course.

Has it moved on from the old ladder chassis?

Er, no. In keeping with tradition Mercedes has stuck to the body-on-frame approach that has underpinned the G-Wagen’s existence so far, even for the electric G580 version.

As with all Gs, you get independent double wishbone suspension at the front and a rigid axle at the rear. Ground clearance of 241mm, wading depth of 700mm, approach and departure angles of 31 and 30 degrees respectively.

What’s it like off the beaten track?

Everything we know about the G63 off-road we’ve gleaned from our first go earlier in the year: the AMG Traction Pro (with rock and sand driving modes) and AMG Active Balance Control will have to wait for another time. But think double decker bus combined with a rally car and you won’t be far off. What you really want to know is what it’s like on the beaten track.

Okay, tell me.

It’s like no other G63 we’ve ever driven. In fact, it’s like no other two-and-a-half-tonne-plus monster we’ve ever driven. As I mentioned earlier, for this new one AMG has invested its time and efforts fine-tuning the way the G handles, in a bid to dial out the understeer and almost comical body movement of the old one.

Its solution for this is an entirely new hydraulic system - AMG Active Ride Control - to replace the mechanical torsion-bar transverse stabilisers. The adaptive shocks get two hydraulic connections (one apiece for compression and rebound) while the damper chambers themselves are connected via hydraulic lines.

With AMG’s technical cap on, this means three things: a wide spring-rate spread, rolling movement significantly reduced, and higher camber stiffness. For us, it means… the G63 is gobsmackingly good in corners.

Usually you can’t feel the extremes in a car like this. You get to the apex of a turn and your feel for the grip and weight ebbs away, at which point clever electronics and self-preservation kick in to stop the horizon doing a succession of crunching 180s. Here the G63 provides you with a tangible edge. Oh, the limit is there!

The steering is quicker than on the regular G, there’s a hint of rear bias and the throttle response - more receptive here than on other more focused Mercs of late, which is pretty damning - adds up to make the most capable G-Class ever; an AMG GT on stilts. AMG, you are forgiven for talking about ‘optimum turn-in’ at the launch.

AMG also claims the active hydraulics also benefit the ride and comfort of bumps and uneven surfaces. Generally the G63 is firm but pliant, although potholes will still shatter through the cabin. Not much sidewall happening on those 275/50R20 Goodyears.

Is the interior brash and offensive?

No, but don’t go expecting Bentley or Rolls-Royce levels of craft in here. On the dash you’ve got a pair of 12.3in displays, running Merc’s MBUX infotainment system for the first time.

I’ve raged against Mercedes’ baffling approach to technology countless times lately and there’s no point doing so again in great detail. So let’s skip to the summary: the haptic buttons on the steering wheel are a nightmare, the screens have too much going on, the seat controls are in an awkward place, and the overall look is gaudy. Mercedes gets away with that on the G63 more so than any other car it makes, but the heavy use of chrome already looks dated.

The seats are comfy though. Liked those.

How much for a G63 these days?

Ah, about that. When it was new the old one started at £143k, but six years have passed and the landscape has changed massively. Which is sugar-coating what comes next: the new G63 costs from £184,595.

What?!

Ha, I’m not finished either. That’s just for the ‘standard’ car with no options on it. The AMG Performance Package adds a lap-time tracker and telemetry (why, just why?), red brake calipers and the 149mph top speed for £1,445. An AMG Night Package goes heavy on the black for £2,250. I could go on, but time and your boredom decree that I shan’t.

Included are keyless entry, a wireless phone charger, Burmester 3D surround sound, a sliding sunroof, ambient lighting, a nappa leather steering wheel, heated steering wheel and windscreen, plus LED headlights with adaptive high beam assistance, an integrated dash cam and 360-degree camera, plus all manner of safety gizmos and abundance of badges that scream AMG at every angle.

There are three other editions above the base car, topping out at the Mango Edition for £203,595.

Why so expensive? You can’t help but suspect Mercedes doesn’t want these to sell in droves, for fear of what 338g/km would do to its fleet emissions. And the G63 is a luxury proposition, so why not charge through the nose for the ones it does shift?

That reminds me: the G63 scores 19.1mpg WLTP, and when you’re using the V8 to its full potential that number will fall below 16mpg and keep on tumbling. Well over £100 per tank, then.

So it’ll torpedo the bank you keep your money in and then ransack your wallet once you’ve bought it. Still… small price to pay for the most capable G63 yet.