2025 Mercedes-Benz G550 / G63 AMG First Drive: Electrifyingly Enhanced

Since its introduction in 1979, the Mercedes-Benz G-Class has evolved from its utilitarian roots to the unofficial luxury vehicle of the rich and famous. And it did so without sacrificing its unmistakable character and legendary off-road capability. Its last major update came in 2019 when Mercedes unveiled the all-new W463 generation of the Geländewagen with the radical, for a G-Wagen, new independent front suspension.

Now the engineers from Graz are at it again. This time, however, it’s the powertrains that are up for a refresh. And the result is downright electrifying. 

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Six Is Greater Than Eight

For the first time in the history of G-Class in America, Mercedes will not offer the G550 with a V-8 engine. Gone is the old M176 4.0-liter turbocharged engine; in its place is a 3.0-liter mild hybrid electrically supercharged and turbocharged inline-six. Mercedes has already used versions of this engine in vehicles in the U.S., including the GLE450 4Matic, though the mill has been wicked-up for G-Class duty. 

Despite being down two cylinders and a liter of displacement, the new 3.0-liter engine produces 26 more horsepower than the outgoing V-8, 442 hp versus 416 hp. Torque drops, however, at 413 lb-ft for the straight-six to the old 4.0-liter’s 450 lb-ft. Mercedes makes up for that with the addition of the 48-volt integrated starter-generator, which is able add up to 148 lb-ft of additional grunt when called upon. Further, the new engine produces its peak torque across a wider rev range, from 1,950 rpm to 5,500 rpm.

From behind the wheel, the new 3.0-liter inline-six proved to be everything we hoped for and more. The engine is incredibly smooth and quiet, just as one would expect from a premium inline engine. The combination of an electric compressor and the mild hybrid system results in instant acceleration with no perceivable turbo lag. The biggest tell that something might be different under the hood is the slightly subdued exhaust, punctuated with a pinch of turbo whistle.

Mercedes estimates the 3.0-liter-powered 2025 G550 will run from 0 to 60 mph in 5.3 seconds, which is quicker than the 5.6 seconds it estimated for the outgoing model. Fuel economy ratings have yet to be released by the EPA; however, Mercedes assures us that the new engine is also more efficient than the outgoing mill. At just 16 mpg combined for the V-8, improved fuel economy isn’t difficult to believe. To put it quite bluntly, nobody is going to miss the old base 4.0-liter V-8 engine.

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Electrified AMG Might

Fear not, horsepower lovers, the 2025 Mercedes-AMG G63 still comes fit with the company’s legendary M177 4.0-liter twin-turbo V-8 engine. Power output carries over from the previous year, offering 577 hp and 627 lb-ft of torque. The big story, however, is the addition of a 48-volt mild hybrid system with an integrated starter-generator, just like the 3.0-liter. As with the G550, the electrification adds up to 20 hp and 148 lb-ft of torque on demand. Although this additional torque doesn’t increase peak output, it does work to add muscle on the lower end of the curve by filling in where needed. The result is smooth and powerful acceleration from a stop, when dropping gears on the highway, and while digging hard through corners with no perceptible lag from the turbochargers.

Mercedes says that with the optional AMG Performance package, the 5,820-pound G63 will blaze to 60 mph in about 4.1 seconds. That’s a staggering four-tenths of second quicker than the previous model. 

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AMG Active Ride Control

In addition to the new electrified powertrain, the 2025 Mercedes-AMG G63 also introduces a new version of the company’s Active Ride Control System, which recently launched on the Mercedes-AMG GT.

Available as an option with the AMG Off-Road package Pro, this enhanced version of Active Ride Control uses hydraulically interconnected dampers to precisely control wheel and body motions. The system can change the effective compression and rebound damping rates of each shock, thereby eliminating the need for mechanical anti-roll bars. The system can vary the roll stiffness from a maximum of 6,000 newtons per degree in Sport+ to as little as 1,500 newtons in Off-Road mode.

The AMG Off-Road package Pro also includes three off-road driving modes, which the driver can fine tune. Using controls on the steering wheel, the amount of roll stiffness can be manually adjusted. And the difference is quite noticeable. While cruising along high-speed gravel roads, the system can be set to high for the greatest level of stability; it can be set to low for maximum articulation. 

To really demonstrate the system’s abilities, we took the new AMG G63 on a high-speed off-road course that featured sharp turns, rutted roads, off-camber bumps, and even a bit of a jump. With the system switched into Trail mode and with the traction control set to moderate, we put all 577 hp to the dirt. Drifting corners and pushing hard through the ruts, the G63 remained flat and predictable with very minimal body roll. It handled downhill off-camber turns that would normally upset such a boxy, high-riding vehicle with an uncanny amount of confidence, and the same rang true when one side of the G-Wagen dipped into a rut or hole. And on the jump, with sunlight gleaming from under all four tires, the nearly three-ton land-rocket came back to earth with the same poise and control normally reserved for the likes of Ford’s Bronco Raptor.

Naturally, AMG's Active Ride Control system proves far more useful on tarmac than in the dirt for most owners. And the control provided on tight winding roads is top-notch. However, as the system focuses mainly on off-road performance, you don’t get the same level of adjustability when in the more sport-oriented drive modes. But really, who ever asked for less sway control when rallying a G-Class?

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Legendary Off-Road Ability

The Mercedes G-Class is an off-road icon, and despite the fact that the vast majority of owners will never so much as drive across a gravel parking lot, it is imperative to all who are invested in the G-Wagen’s success that each new generation meets the high standard set by those that have gone before.

The 2025 Mercedes G-Class remains on a proven ladder-frame chassis with a live axle and multilink suspension in the rear. Up front is a long-travel independent suspension. There are also three mechanical differential locks and a low-range transfercase. Punctuating the impressive specs: 9.5 inches of ground clearance, a maximum fording depth of 27.6 inches, stability on lateral slopes of up to 35 degrees, and the ability to climb a 45-degree grade. With short overhangs and high-clearance bumpers the G550 boasts a 31.0-degree approach and 30.0-degree departure angle.

Mercedes charted an off-road route that would make a lot of duck-collecting Jeep owners nervous, and days of relentless rain only made things spicier. Right out of the gate we noticed that the G-Wagen’s low-profile tires offer a shocking amount of traction, especially in wet and muddy conditions, though sidewall damage is always a looming threat. The traction control system is well tuned and helps keeps forward momentum when the differentials are unlocked. When the trail started getting really tough, a quick press of the differential control buttons mechanically locked the center, rear, or front differentials. With all three differentials engaged, we easily walked the G550 up the nastiest rutted and rocky climbs. And thanks to the ladder frame and high-tucked drivetrain components, we never feared dragging the underbelly.

The new 3.0-liter I-6 engine also proved wonderful off-road, providing an impressive amount of torque and throttle control in low range. Inside the vehicle is Mercedes’ new Off-Road Cockpit, which provides an overview of the most important data (pitch, roll, locking differential status, etc.) in both the central display and driver information display. Quickly accessible by way of a button located directly above the differential controls, the Off-Road Cockpit is a nifty party trick, but it’s nothing you can’t live without.

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Smoother Outside, Quieter Inside

One of the big benefits of the electric G-Class program was that Mercedes engineers needed to make the G580 as aerodynamic as possible for something that loosely resembles a pole barn. The easier a vehicle slips through the air, the more efficient it can be. Thankfully, the equally boxy G550 and G63 benefit from the improvements, as well.

You’ll need a keen eye and affinity for the G-Class to spot the changes. Dropping the vehicle’s drag coefficient 0.53 to 0.48 is the result of a combination of minor changes that starts with new, more aerodynamic A-pillar cladding. There’s an added lip where the windshield meets the roof, and it has a spoiler lip on the roof’s trailing edge. The hood is reshaped slightly, and even the new wheel options are reworked for improved aerodynamics.

The result, in combination with new insulation materials, result in the quietest G-Class cabin we have ever experienced. So quiet, in fact, it’s now easy to hold a conversation with rear passengers at highway speeds.

Also new for 2025 is the addition of the company’s latest MBUX infotainment system, which means the G-Class for the first time gets a touchscreen. While slightly difficult to reach from the driver's seat, the screen is a welcome improvement. And the console-mounted tracking pad makes navigating the system a touch easier once you’ve overcome the steep learning curve. Keyless-Go has also been added as a standard feature, and it allows you to lock the doors and tailgate by simply touching the button on the door handles. Fear not, the G-Wagen's legendary door-latch feel and sound remain unaltered.

Coming Soon

Mercedes-Benz says the 2025 G550 goes on sale midyear, with the AMG G63 following in the fall. The company is yet to confirm pricing, but be prepared for a modest increase over the outgoing model.