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Feann Torr8 Dec 2018
REVIEW

Mercedes-AMG G 63 2019 Review

The AMG G 63 is like a bawdy uncle who wears socks and sandals – old fashioned but hugely entertaining
Model Tested
Mercedes-AMG G 63
Review Type
Local Launch
Review Location
Otway Ranges, Victoria

The Mercedes-Benz G-Wagen is a cult icon. Born in 1979, the big rig was designed for heavy-duty off-roading. Over the years the AMG hot shop sunk its claws in, which gave the agricultural tractor the ability to do four-wheel burnouts in sumptuous luxury. Its boxy, retro design saw it become a hit with A-list celebrities. The new-generation Mercedes-AMG G 63 looks eerily similar but is essentially all-new and significantly smoother to drive now. It’s still popular too .. the $247,700 machine is sold out until 2020!

Why is the Mercedes-AMG G 63 so desirable?

If you want to buy the most expensive SUV in Mercedes-Benz garage -- the $247,700 AMG G 63 on test here -- you'll have to wait at least a year, because it's completely sold out for 2019 due to global demand.

It may look like a box on wheels, but the go-anywhere, 430kW twin-turbo V8-powered Mercedes-AMG G 63 will turn more heads than many exotic sports cars.

Why? Well, just look at it! Like the long-running original, the new Mercedes-Benz G-Class is big, boxy and – at least in range-topping G 63 AMG form, which arrives first this time – loud.

Aided by the fact it’s popular with notorious gangsta-rappers and deviant celebrities, the AMG G 63 broadcasts a simple but powerful message: 'I don't care'.

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The slab-sided, 2.5-tonne five-door ‘SUV’ is the antithesis of the Mercedes-AMG ONE hypercar, and its rorty V8 a slap in the face to the three-pointed star’s budding EQ electric vehicle range.

All this, plus average ride comfort, plenty of wind noise, compromised rear-seat space and atrocious fuel economy, yet the AMG G 63 will still be more popular than K-pop super-group BTS.

But while the flared wheel-arches and severe external angles speak of a utilitarian past, step inside and the interior is top-shelf; sophisticated and sumptuous.

Proudly adorned by an oversized Mercedes badge on its grille, it's the kind of car you might cruise through the city centre in while locked into first gear and blasting Denis Leary's 1994 chart-topping song ‘Asshole’ with the windows down. That's kind of the vibe it engenders.

The G-Class is completely unnecessary in today's world but deep down, in the cockles of your heart, perhaps in the sub-cockle region, it feels damn good to drive one.

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So how does the Mercedes-AMG G 63 drive?

The AMG version of the Gelandewagen (German for cross-country vehicle) is a take-no-prisoners celebration of a bygone era. It even has side-pipes like an AC Cobra. Why? Who cares!

It looks angry, and that's the idea. Nobody buys a G 63 to go off-roading. It exists because there are still customers out there – wealthy customers – who want something different; a car that communicates they're rebellious.

It's irrelevant but addictive, thanks to an ability to perform not like an overweight boxer but like an agile ballet dancer… with a neck tatt.

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But off-road it will go. Underpinned by a new ladder-frame chassis and double-wishbone front suspension, it can also tow up to 3500kg and wade through 700mm deep bodies of water.

It has a central locking differential and a low-range gearbox that works at up to 40km/h for traversing rough or slippery stuff.

But this particular AMG model is unlikely to tackle a demanding, rocky ascent. Midnight city cruising is more likely, so thankfully its on-road manners take a big leap forward.

Ride comfort isn't anything special – our test vehicle was rolling on optional ballin' 22-inch alloys ($3700) – but on the Great Ocean Road and through the hills surrounding the iconic coastal drive it was an absolute lark!

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It generates impressive grip and together with the AMG-tuned suspension it tracks through corners with remarkable composure for something so big and heavy.

There's a bit of body roll in corners and it pitches forward under heavy braking, but I could still confidently focus my vision on the next apex and let my steering inputs follow my eyes.

The best part is rifling out of corners at full noise. Granted, the tyres begin to protest – loudly – but the big-rig hangs on in corners with remarkably determination.

The four-wheel drive system defaults to a 40/60 front/rear split, which gives the G 63 a rear-drive feel but still makes the nose more determined to turn into corners than something this bulky has any right to.

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Given it rides so high off the ground, and has large, vertical windows, vision is excellent. And although it may look threatening, after a few bends it doesn't feel intimidating to drive at all – certainly not as scary as its predecessor.

The brakes are pretty handy and they'd want to be, given the G 63 tips the scales at 2485kg. Up front are big 400mm rotors, with 330mm discs at the back, and they deliver strong, assertive deceleration. But after repeated punishment they will fade.

The steering is adequate for fast driving – this is no AMG GT – but better suited to three-point turns outside fancy restaurants than nailing apexes, given its significant power assistance and light feel.

Then again, it's a big improvement on the original G-Wagen, whose ultra-heavy steering was akin to doing bicep curls inside a giant tumble dryer.

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How fast is the Mercedes-AMG G 63?

Acceleration from the 4.0-litre twin-turbo V8 is hilarious. It's not as bonkers as the Jeep Grand Cherokee Trackhawk, but it comes close, lofting the front-end an inch or two during full-throttle launches.

Pumping out 430kW of power at 6000rpm and 850Nm of torque over 2500-3500rpm, AMG says the big-rig will accelerate to 100km/h in 4.5 seconds.

I'd say five seconds is more likely as it doesn't feel supercar-quick, but that’s still rapid for a go-anywhere box on wheels like this. And it's less about the pace and more about the noise, I reckon.

The sonorous V8 makes luscious music from its twin side-exit exhaust pipes, creating a slightly different timbre to most other AMGs due to the shorter pipe length and the position of the outlets.

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The gravelly baritone rumble echoes and bounces around underneath the car at low revs with a lovely loping rhythm, which makes low-speed cruising more fun than it should be.

Nail the throttle and the exhaust volume and pitch increase to anti-social levels, and if you keep the loud pedal pinned it'll top out at 240km/h. Not bad for a big brick.

It's still obnoxiously loud and about as politically correct as Chuck Norris explaining the benefits of the elastic gusset in his 'action jeans' at a feminist convention. But while it’s got thunder, the AMG G 63 could do with more crackle between gear shifts and on the overrun.

The lusty V8 pumps through a sweet-shifting nine-speed automatic which has been modified by the AMG crew at its Affalterbach base near Stuttgart to deliver faster gearshifts and more scope for flat-chat driving in Sport and Sport+ modes.

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Is the Mercedes-AMG G 63 interior luxurious?

Most AMG models are built for racetrack abuse. This one is not. There's no ceramic brake option and I reckon after a couple of laps the brakes and tyres would be completely fragged. But AMG knows its audience and has given the G 63 an impressive interior fit-out, elevating tech and luxury levels considerably.

Stepping up into cockpit of the German SUV, you're greeted with swathes of leather, a pair of massive 10-inch screens – one for infotainment, the other the adjustable instrument panel – and the sort of air-vent design that makes you subconsciously content.

Fit, finish and material quality are second to none, but one thing I love about the Mercedes-AMG G-Class is that even with the fitment of lightweight aluminium doors, the company has still perfected the chunky, agrarian 'ker-chunk' sound when the doors shut. And you need to slam these puppies pretty hard! There's no soft-close function here.

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Although the G 63 does get the fancy-pants, new-gen MBUX voice-control system from the new GLE-Class SUV, the set-up is borrowed from the E-Class and looks modern and works effectively.

Being able to call up sat-nav instructions on the instrument panel is a nice touch and although there's no head-up display, things like adaptive radar cruise and lane-keep assist make longer drives easier.

Like all the leather upholstery on the seats, door innards, dashboard and centre console, the flat-bottom AMG steering wheel has a luxurious tactility and a chunky circumference.

Being the rugged, adventurous off-roader that it is, the G 63 also has several holy-sh*t handles, which actually come in handy for the front passenger when the driver decides to go ballistic.

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It may only be purchased by wealthy urbanites, celebrities, rappers and perhaps the odd triad crime boss, which is a bit sad because there's a lot to be said for the new-generation Mercedes-AMG G 63.

Like opening a packet of cornflakes back in the 1980s and finding a toy that would be considered insensitive to the gender-fluid kids of today, it'll make you smile with nostalgic glee.

It's not hard to see why the G 63 is sold out until 2020. Sure, it doesn't set any benchmarks and won't win any car of the year awards, but it almost transcends being an object, such is its uniqueness and strong, vibrant personality.

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Sure Jeep has its Wrangler and Toyota the 70 Series LandCruiser, but the G-Class is in a league of its own – especially in AMG form. And if you're not too keen on the austerity of Bentley or Rolls-Royce SUVs, this could be a good option.

The raucous Mercedes-AMG V8 has more street cred than Eddie Murphy's red leather suit in his seminal 1983 comedy special, Delirious.

It might be a hard-core off-roader, but it will be loved as much for its thunderous performance and luxury interior as it will be for its 'go f*ck yourself' attitude.

How much does the 2018 Mercedes-Benz G 63 cost?
Price: $247,700 (plus on-road costs)
Engine: 4.0-litre twin-turbo petrol V8
Output: 430kW/850Nm
Transmission: Nine-speed automatic
Fuel: 13.1L/100km (ADR Combined)
CO2: 299g/km (ADR Combined)
Safety rating: N/A

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Our team of independent expert car reviewers and journalistsMeet the team
Expert rating
78/100
Engine, Drivetrain & Chassis
16/20
Price, Packaging & Practicality
13/20
Safety & Technology
16/20
Behind The Wheel
15/20
X-Factor
18/20
Pros
  • Luxury cabin
  • Brutal performance
  • Retro design
Cons
  • Thirsty
  • Expensive
  • In demand
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