2025 Mercedes-AMG G63 Review | GearJunkie Tested

The modern uber-luxe G63 AMG, a ubiquitous sight in West L.A. and Calabasas, traces a direct lineage back to historic military vehicles built by Magna Steyr in Austria. Those older G-Wagens featured solid front and rear axles, zero creature comforts, and the ride quality of a delivery truck.

Not anymore, though. Mercedes started selling the G in the United States and eventually switched out one of the solid axles for independent front suspension, while doubling down on all the luxury trappings imaginable.

The top-spec G63 AMG now has supple leathers, extensive tech features, and unbelievable power from a mild-hybrid twin-turbo V8. The presence of a G is truly unmatched, especially when that exhaust opens up to full throat.

But can the opulent aspirations still maintain any off-road cred? And given last year’s introduction of the electric G-Wagen, is the internal-combustion AMG still worth shelling out so very, very much money? I tested the 2025 G63 in the dirt and as a daily driver in West L.A. to find out.

In short: The 2025 Mercedes-AMG G63 costs way too much, gets horrible fuel economy, and lacks interior spaciousness. But if you want a G-Wagen, nothing else will do. There’s a reason celebs made this former military truck the ubiquitous status symbol of West L.A., since nothing can match the combination of power, quality, and luxury. But even with triple lockers and the AMG Offroad Package PRO, the G63 is no longer a true off-roader.

2025 Mercedes-AMG G63 Review

Nowhere serves as a better testing ground for a G63 AMG than West L.A. My truck arrived in a goldish champagne color, technically a Manufaktur-specific Desert Silver metallic (a $6,500 paint job), which only amped up the stately profile. And, even though about a million of these live within a mile of me, mine still turned heads everywhere I drove.

But the true revelation is on the inside. Absolute serenity. Zero creaks or rattles. So solid and tranquil — until deep wellsprings of engine rumble ramp up. The exhaust took on another tone when I toggled over to Sport or Sport+ mode via the steering wheel knobs. And with the suspension and steering firmed up, too.

This big and boxy truck absolutely rips.

Power & Performance

Suffice to say, the G63 feels much faster than the claimed 0-60 time of 4.2 seconds. I figure the sensation of something so beefy accelerating so quickly helps. But also the mild 48V hybrid assist, which contributes to ratings of 577 horsepower and 627 pound-feet of torque.

Still, the suspension and transmission emerge as stars of the show, from a pure performance standpoint. First of all, the shocks and springs absorb bumps while minimizing body roll perfectly, without ever getting harsh. And the nine-speed transmission tuned by AMG keeps shifts buttery smooth at all times.

Creature ‘Comforts’

Meanwhile, I enjoyed the great visibility, a bumping sound system, fairly intuitive infotainment with CarPlay, and ventilated seats blasting in the summer heat.

That AC came in handy, especially while off-roading. Especially because climate control confusion does carry over from other Mercedes-Benzes I’ve tested over the past 2 years or so. Somehow, the computerized climate control makes no sense. The fan speed changes radically without any input, even in Max AC mode.

After parking in the sun on a hot day, sometimes the passenger compartment takes forever to cool off. Other times, the AC works perfectly. And often, it’ll switch from full blast to barely noticeable for no discernible reason.

Off-Road Capability

The AC fan speed woes clash with the rest of the G’s character. But this makes ventilated seats all the more important, as I drove out for my regular test loop up the tougher hill at Rowher Flats OHV. I previously drove the all-electric G 580 with EQ Technology on the same hill, so I figured the AMG deserved a controlled experiment there.

Unfortunately, the EV undoubtedly managed far and away the single most impressive off-roading demonstration of any vehicle I’ve ever tested. Yes, a Bronco Raptor can go more places — and quicker.

But for a luxury SUV on big wheels and fully inflated city tires, with hilarious de Dion rear suspension, the electric G just crawled right up the hardest portions of trail without breaking a sweat, thanks to all that torque and impeccable traction control software. For the AMG, though, I mostly worried about the side-exit exhaust tips ahead of the rear wheels.

AMG Offroad Package PRO

This specific truck included the AMG Offroad Package PRO (a $13,450 option), which adds bull bars up front, plus a roof rack, tire mount, ladder, and even little mud flaps. But Mercedes should have also rerouted the side exhaust to the rear, and added some legit rock sliders instead.

Rather than locking everything up, I started the first portion of the ascent in 4-high. I wondered if the nine-speed gearbox and seemingly infinite torque of the hybrid V8 might do the trick. Instead, I didn’t even make it up the first gatekeeper before my tires started spinning out.

Of course, I’d kept the General Grabber HTS tires fully inflated to 40 psi, as on the EV. So I quickly needed to press an easily accessible (physical!) button on the center console to lock the center diff. Try again, fail again — though I scrabbled a bit higher this time.

I clicked the rear locker on, and then just walked right up the mild and slightly sandy elephant track. Then I unlocked the rear diff because the next portion of the climb isn’t as bad.

Off-Road Power Loss

But with just the center locked in 4-High, all of a sudden, I experienced a full power loss. The engine didn’t die, just kept idling, but with my foot to the floor, the G simply refused to accelerate. I lifted off entirely and tipped back in, and we started crawling up the hill again. Weird, I may have said out loud.

Then it happened again — and not even at a difficult location. OK, I started to suspect that on a hot day above Santa Clarita, the torque converter was probably unhappy. So I switched traction and stability control off, and locked into first gear with manual mode. But the power losses continued.

Now my curiosity started to rear up. Maybe Offroad mode only likes 4-Low. So I shifted to Neutral, dropped into 4-Low, and kept the center diff locked. Again with TC/ESC off and using the steering wheel paddles to shift.

The powertrain seemed happier now, yet I still experienced two more momentary power losses — and began to suspect the hybrid system’s programming lacked the ability to cope with this trail.

Meanwhile, the whole time, I experienced slightly more tire slip than expected. I debated airing down, but this package truly should have come with true knobbies. Regardless, the AMG still made it up the hill, though I picked easier lines in fear of damaging the exhaust.

Smooth, Thirsty Machine

Once back onto a higher-speed descent, the suspension again took over as the star of the show. The engine power and shifting worked flawlessly again, and then let me roar back home at 80 mph no problem. Though not quite in complete quiet, because the roof rack does add significant wind noise above about 75 mph.

Back home, over the next few days, I found myself increasingly turning to the G to run errands. And keep in mind, I had two other press loaners, including a McLaren, plus my own three trucks to choose from (not to mention six motorcycles).

Out to dinner, over to visit friends, did I start to crave the status and the looks? Not really, but this thing just drives so good. Unfortunately, doing so absolutely hoovers up gasoline: the G63 reported an abysmal 10.5 mpg average over the course of 8 days.

2025 G63 AMG Review: Conclusions

The top-spec G63 surprised me, I must admit. I still believe the electric version is a better vehicle in almost every scenario, other than disappointing range. It rips around town quicker with a lower center of gravity, and it performs better off-road even with eco tires. Now imagine the electric G with true knobbies.

On the other hand, off-roading the AMG definitely disappointed. The exhaust routing made me paranoid. The IFS lacked quite as much stable articulation as I believe the older solid-axle trucks have. And the strange power losses took away from my confidence to try tougher sections of trail.

But let’s be real — nobody takes these things anywhere further than the Runyon Canyon trailhead for a hike in Hollywood. The G might be small on the inside and lack the ability to haul gear for a true off-roading adventure. And the trackpad needs to go.

But it’s also built like a tank, the only true holdover left from that military history. Today, the G63 AMG nails true luxury and status in the most opulent way possible. And few cars that I’ve driven — including McLarens, Ferraris, and Lambos — turned more heads.

Maybe everyone taking a look hoped to spot Kim K, and the tinted windows probably helped create some mystique. But I wound up curious about lower-spec models, or even an early-2000s G-Wagen. Though I’ve heard that the old ones aren’t built nearly as well — news that arrived as a serious bummer.

Because if something with a solid front axle, a naturally aspirated V8, triple lockers, and the Mercedes reliability of that era actually existed, I legitimately might venture into the used market and consider replacing one of my Mitsubishis.