2025 Mercedes-AMG G63 Tested: Still the One

View exterior photosMichael Simari|Car and DriverBehold, today’s most recognizable Mercedes-Benz. The G-class is unmistakable, thanks to a decades-long model run for the first-generation G-wagen, followed by a redesign for 2019 that painstakingly preserved the G’s unique look. Although the G-class survived that transition with its character intact, change continues to swirl around M-B’s steadfast moneymaker. This year saw the G550 swap its twin-turbocharged V-8 for a boosted inline-six bolstered by a 48-volt hybrid system. It also marked the debut of an all-electric variant, the G580. At the top of the lineup, however, the true-baller Mercedes-AMG G63 retains its full-throated V-8.The G63 theater starts when you reach for the door handle. As many have mentioned, the door latches (one of the only parts carried over from the previous-generation G) open and close with a satisfyingly mechanical old-school click. Neat. The door sill, however, is high up off the ground, and the fixed running boards are too narrow to provide much of a perch—yet they’re wide enough to be an obstacle to step over. view exterior photosMichael Simari|Car and DriverNo matter. Once inside, the G feels unlike any other SUV. It’s almost like you’re the captain on the bridge of a ship, sitting behind the flat, upright windshield and looking down on the hood. With a lower hoodline than other blocky SUVs, and those chunky turn-signal lights defining the front corners, the G is easy to place on the road, which inspires driver confidence. For off-roaders, a new camera mode mimics an invisible hood to show the ground immediately ahead of and underneath the front of the vehicle. HIGHS: Looks like money, built like an anvil, feels like nothing else.The seating position is upright, and the high-back chairs are comfortable—special shout-out to the coved, pillow-padded headrests that cradle your noggin. On the other hand, the optional active multicontour front seats, whose side bolsters push in from one side or the other in a delayed response to every curve in the road, seem like a silly gimmick. They’re included with any of the various interior upgrade packages. Our G63 had the Manufaktur Interior Package Plus ($8250), which also includes massaging and ventilated front seats, and nappa leather splashed about the cabin, among other items. So equipped, there’s essentially no plastic to be seen in this interior, which also has a microsuede headliner, open-pore wood trim (one of several available materials), and a generous helping of satin-finish metal.view interior PhotosMichael Simari|Car and DriverThe 12.3-inch central touchscreen merges with a same-sized digital instrument display under a single piece of glass, and the bright screens reflect in the upright side windows at night. The driver’s screen offers multiple display options and is manipulated (with some awkwardness) via a tiny, pea-size touchpad on the steering-wheel spokes. Another little guy controls the infotainment system—but you can also use the large touchpad on the center console or just reach out and operate the display as a touchscreen. The latest MBUX operating system is dizzying in its capabilities, and there are numerous ways to access what you want. Fortunately, several operations—including choosing the drive mode and selecting individual elements thereof—can be done via physical switchgear.view interior PhotosMichael Simari|Car and DriverProminent on the dashboard are the buttons to engage each of the three locking differentials, central elements to the G’s arsenal of off-road hardware. Interestingly, that does not include height-adjustable air springs—the G sticks with long-lived steel coils. There is newfound suspension sophistication this year, however, though its benefits are most evident on pavement.LOWS: Climbing into it, putting gas in it, writing the check for it.This tall and relatively narrow vehicle at first does not goad the driver into pushing hard through corners. But ramp up your speed, and you may be surprised at the G63’s composure. Credit the new AMG Active Ride Control, an option that is exclusive to the G63. It replaces anti-roll bars with a cross-linked hydraulic system to squelch lean, and it’s highly effective. Combine that with steering that’s shockingly direct and well weighted for a 4×4, and you have an off-roader with impressive on-road manners. Another surprise may be the G63’s ride, given its live rear axle and the available 22-inch wheels ours wore. The suspension effectively muffles broken pavement, only suffering minor head toss over some bumps. And given the G63’s 5907-pound curb weight (almost exactly 1000 pounds less than its battery-powered sibling), the 170-foot stop from 70 mph is also commendable.view exterior photosMichael Simari|Car and Driverview exterior photosMichael Simari|Car and DriverIf you really want to go against type, take your G63 out for a track day. That will afford you the opportunity to use the Track Pace program, which can coach you on any number of stored circuits. Or try out the Race Start function to get your best time in a straight line. Ours was a 12.3-second quarter-mile at 111 mph and a 60-mph sprint of 3.7 seconds.
Those numbers not only shade the six-cylinder G550’s (a 13.6-second quarter at 101 mph, 5.0 seconds to 60) but also the EV version’s (12.6 seconds and 108 mph in the quarter-mile, 4.1 seconds to 60 mph). You might be wondering, “What about fuel economy?” Just looking at the G63 ought to tell you it’s not a priority. We averaged 15 mpg—spot on with the EPA combined figure. With the G550, our observed fuel economy skyrocketed to 16 mpg. So, yeah, what about it?view exterior photosMichael Simari|Car and DriverStonking performance is not the only reason to choose the G63 over its siblings. There’s also the V-8’s rumble, which is so much a part of the modern G-wagen’s persona. It’s understated, not shouty, but is undeniably present—both inside and outside the vehicle, the latter thanks in part to the side-exiting dual exhausts that peek out from under the running board. And yet there’s no tiresome engine droning on the highway, where we recorded just 67 decibels cruising at 70 mph.VERDICT: For the full-fat G-wagen experience, look no further.Unexpected polish is a theme with the G63. So, too, is peacocking. To that end, Mercedes invites owners to make their own personal statement with a choice of 12 standard colors, plus 24 Manufaktur hues. There are also numerous upholstery choices, including multiple two-tone options. Though it’s a highly identifiable fashion statement, there’s also tremendous substance here. The G63 over-delivers in performance, in off-road capability, and in perceived build quality. These elements are what put the G63 on a pedestal, where it sits just that much higher than its stablemates.view interior PhotosMichael Simari|Car and DriverSpecificationsSpecifications
2025 Mercedes-AMG G63

Vehicle Type: front-engine, 4-wheel-drive, 5-passenger, 4-door wagon
PRICE

Base/As Tested: $187,250/$232,800
Options: full leather interior, $16,000; Interior Plus package, $8250; Copper Orange Magno paint, $6500; 22-inch matte black forged monoblock wheels, $4650; AMG Performance package, $4400; Dark Chrome package, $3500; natural grain gray oak wood trim, $1300; leather grab handles, $550; exclusive two-tone nappa leather trim, $400
ENGINE

twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection
Displacement: 243 in3, 3982 cm3
Power: 577 hp @ 6000 rpm
Torque: 627 lb-ft @ 2500 rpm
TRANSMISSION

9-speed automatic
CHASSIS

Suspension, F/R: multilink/live axle
Brakes, F/R: 15.7-in vented, cross-drilled disc/14.6-in vented, cross-drilled disc
Tires: Goodyear Eagle F1 SUV

295/40R-22 112W MO1
DIMENSIONS

Wheelbase: 113.8 in
Length: 191.9 in
Width: 78.1 in

Height: 77.4 in
Passenger Volume, F/R: 54/53 ft3

Cargo Volume, Behind F/R: 69/37 ft3

Curb Weight: 5907 lb
C/D TEST RESULTS

60 mph: 3.7 sec
100 mph: 9.6 sec
1/4-Mile: 12.3 sec @ 111 mph
130 mph: 18.4 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 5.3 sec
Top Gear, 30–50 mph: 3.0 sec
Top Gear, 50–70 mph: 3.5 sec
Top Speed (mfr claim): 149 mph

Braking, 70–0 mph: 170 ft
Braking, 100–0 mph: 352 ft
Roadholding, 300-ft Skidpad: 0.79 g
C/D FUEL ECONOMY

Observed: 15 mpg