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John Mahoney5 May 2018
REVIEW

Mercedes-AMG G-Class 2018 Review

First new Mercedes-AMG G-Class in nearly four decades is faster, tougher and even more capable — both off-road and on
Model Tested
Mercedes-AMG G 63
Review Type
International Launch
Review Location
Perpignan, France

Even Mercedes-Benz has struggled to comprehend the success of its G-Class, the hard-core SUV that time couldn’t kill. Despite nudging 40 years in existence, the iconic G-Wagen has never been more popular — despite being thirsty, slow and borderline appalling to drive. 'Rough and ready for anything' best describes the outgoing dinosaur but, despite its failings, wealthy urbanites couldn't get enough of the boxy G. Hence, the German car-maker has been terrified of messing with the formula for the all-new model, which is both bigger, faster and even more capable off-road. It might look like the old one, but is the new G-Class finally a true Range Rover rival?

New or old?

Much to the chagrin of the man in charge of replacing Mercedes-Benz G-Class SUV icon, the all-new 2018 generation was developed internally under the original’s 'W463' model code.

In a typical display of what we presume is German humour, senior execs declared the new model's styling so close to the original that they jokingly decided to re-classify the 2018 Mercedes-Benz G-Wagen as a 'facelift' — not a new model in its own right.

In reality, just five parts carry over from the old G-Class model line-up — the headlight washers, door-handles, rear wheel cover, tow hook and the interior sun visors. The rest have been painstakingly developed from scratch, or pinched from passenger vehicles like the E-Class.

Curiously, from day one, the German car-maker's high-performance sub-brand, AMG, was involved in its creation. This was to ensure the range-topping G 63 and rumoured V-12-engined 73 versions would be more capable on road.

Refusing to compromise the old G-Class' mountain goat-chasing capabilities quickly led to clashes among the team of engineers that has been quietly evolving the G-Wagen over four decades.

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Eventually, an agreement was made and the result was the all-new ladder frame finally gained double-wishbone front independent suspension and (praise be) a rack-and-pinion steering system that promises to rid the old G-Class' terrifying vagueness at low, medium and high speed.

Despite its slab-sided 1970s look, the 2018 G-Wagen oozes clever engineering and, its more front sophisticated suspension actually allowed engineers to increase ground clearance to 241mm.

Engineers also tackled weight. Despite being longer (+209mm), significantly wider (+224mm) and a little taller (+15mm), the new car — on average — is 170kg lighter than before.

Most of those kilos were shed from binning the boat anchor of a front axle, plus the addition of a lightweight set of doors, bonnet and rear tailgate made of aluminium.

Speaking of doors, in the metal you'll notice the delightful exposed door hinges that could have been hidden but weren't. Opening and closing the G-Class' doors is still a sensation to savour, sounding more like an old train carriage than car.

Apparently, matching the old car's substantial 'clack' took months of development to perfect with the lightweight door skins.

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Under the skin

At the rear of the G-Wagen a new five-link suspension promises more wheel articulation and control, but the old car's solid rear live axle somehow manages to live on, although it is all-new here.

As well as more sophisticated new suspension, the low-tech ladder frame chassis has also been stiffened up by around 55 per cent, with huge flex-defying braces.

Aerodynamically, there's also been some progress, especially bending the wind around the front of the car and under the body. Unfortunately, all the good wind tunnel work was soon undone by significantly widening the G-Wagen to liberate space, giving the larger SUV a front area not far off a small terrace house.

The 2018 G-Wagen comes equipped with just two engines. Mercedes-AMG's twin-turbo 4.0-litre petrol V8 produces a healthy 460kW/850Nm in the G 63 and arrives in Australia first, in August.

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Following it later on is a less powerful 2.9-litre inline six-cylinder turbo-diesel that is likely to be badged the 'G 350d' when it arrives in Australia at the end of this year.

In other markets, a less powerful 310kW/610Nm G 500 V8 is also available, but since it shares the same turbo V8 as the AMG model, it may not be offered Down Under.

Whatever the model, it will come equipped with Mercedes' excellent nine-speed automatic, a low-range gearbox and differential locks for the front, middle and rear diffs.

All versions can tow up to 3500kg, wade up to 700mm and tackle terrain you wouldn't have thought possible on road tyres.

In fact, thanks to the sheer toughness, capability and engineering that's been lovingly incorporated into the G-Wagen armoury, we'd be willing to wager few vehicles (unmodified) could go so far off-road, Jeep Wrangler included.

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Classy inside

Climb into the cabin and it's an eerie experience. Lifting its electronic architecture from the latest E-Class, the G-Wagen comes with the wonderful twin-12.3-inch virtual dashboard.

It's also pinched the classy turbine air-vents and, for the first time in its history, feels like there's been real attention to detail lavished on it.

The level of quality now feels in the same league as an S-Class and most will love touches like the olde-world squared-off door release and grab handle.

That said, the tough-sounding 'lock' emitted from the central locking when you first drive away is enough to give you a fright.

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What's missing is a heads-up display, but we can't help but love the view of the squared off indicator lamps, making this big SUV surprisingly easy to judge in a congested city.

Space is much improved in the G-Wagen, especially shoulder room. There's even finally space for elbows upfront while, in the rear, there's a tad more legroom thanks to the 40mm longer wheelbase.

It never feels class-leading, but large windows and a towering seating position will win over both the kids and the family hound.

Boot space, meanwhile, grows to a decent 454 litres. Shame the seats still don't fold flat and a large brace behind the rear seats means there still isn't a completely flat floor.

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On the road

Stab the starter and you'll be in no doubt you're in the G 63. It starts with a bassy baritone note, then a snarl eventually erupts from its twin side-exit tailpipes and turns into a hard-edge P51 Mustang howl (I know, that's a V12!)

It's addictive stuff and the G 63 soundtrack is accompanied by unbelievable pace, hurtling to 100km/h in just 4.5 seconds. It beggars belief the first time you open the taps.

Top speed is limited to 220km/h, but if you ask nicely (read: write a bigger cheque) Mercedes will loosen its reign to 240km/h with the AMG Driver's Package.

Of course that’s totally irrelevant for our market, but it just shows you what a revelation the G-Wagen is in regards to high speed stability compared to the wandering SUV it replaces.

Biggest improvement has to be the preciseness of the steering that now feels connected to the car you're driving, unlike in the last G-Wagen.

That all said, the biggest failing of the new model remains how it drives.

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The continued use of a separate chassis plus the dogged refusal of its engineers to compromise any of its toughness, durability or capability off-road makes the experience behind the wheel suffer.

Compared to the best SUVs in the G 63’s stratospheric price range, there's still excessive roll and dive under braking, even with the AMG's standard rear anti-roll bar.

Speaking of those brakes, ours felt like it could have done with bigger stoppers as the brake pedal grew longer the harder we drove.

The grip is there, but exploring its handling is not a confidence-inspiring exercise, to say the least.

Of course, in the old car you simply gave up on your favourite country road and crawled along after terrifying yourself once too often. But against the best sporting SUVs the 2018 AMG version must measure up to, it's still found lacking.

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The ride, too, will easily upset your passengers as it can get far too choppy over poor surfacing. Throw in excessive wind noise (despite triple rubber door seals) and a propensity for being buffeted by crosswinds and the G-Wagen can become tiring behind the wheel.

And that's the big difference. While the Range Rover Sport SVR and new Porsche Cayenne Turbo are both able to bend the laws of physics and convince you, somehow, that you're driving a sports sedan (while offering decent off-road ability), the Mercedes G 63 still ultimately feels like a big, heavy SUV.

You could argue it's unfair to compare the two and make a case that the reincarnated G-Wagen fights offers buyers a far broader spectrum of ability with its astonishing off-road capability and muscular towing capacity.

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But for most potential buyers, who won’t take it off-road anyway, it will remain too crude.

That said, if you buy into its styling, the 2018 G 63 remains a loveable beast because it's an SUV that manages to make every journey an event. It's fun.

In other words, the born-again G-Class is finally the stylish, boxy, better driving, faster SUV for which you don't have to make excuses to justify buying.

Anyway, Mercedes-Benz Australia is confident the factory won't be able to keep up with demand and we won’t be surprised.

How much is the 2018 Mercedes-AMG G 63?
Price: $247,000 (plus on-road costs)
On sale: August
Engine: 4.0-litre twin-turbo petrol V8
Outputs: 430kW/850Nm
Transmission: Nine-speed automatic
Fuel: 13.1L/100km
CO2: 299g/km
Safety rating: N/A

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Our team of independent expert car reviewers and journalistsMeet the team
Expert rating
72/100
Engine, Drivetrain & Chassis
16/20
Price, Packaging & Practicality
12/20
Safety & Technology
16/20
Behind The Wheel
10/20
X-Factor
18/20
Pros
  • Astonishing off-road capability
  • Monstrous performance
  • Tough looks
Cons
  • Doesn’t drive as well as its rivals
  • Ride quality
  • Wind noise
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