Mercedes-AMG G63 (W463A)

The G-Class grows up, loudly

The second-generation Mercedes-AMG G63, the W463A launched in January 2018, is the moment the G-Wagen stopped pretending to be a farm implement. Our catalogue lists it as an SUV with a 4.0L twin-turbo V8, 585 bhp, 850 Nm, 0 to 100 km/h in 4.5 seconds and a 220 km/h maximum. We have not driven this model for this article. This is a desk-researched ownership guide built from the Mercedes-Benz USA 2019 G63 release, the PistonHeads G63 used buying guide and the DVSA recall service. The context is worth stating plainly: Mercedes kept the separate ladder-frame chassis beloved of serious off-roaders while redesigning almost everything that touches the road. The engine is the AMG M176 with two twin-scroll turbos mounted inside the vee, the hot-vee layout that gives instant response and compact packaging. The official US release quotes 577 hp and 627 lb ft; our catalogue quotes 585 bhp and 850 Nm, and PistonHeads quotes the same 577 hp and 627 lb ft. These quoted figures align closely across their respective units and conventions, and we report each source as published rather than blending them into one number. On pace, PistonHeads records a mid-four-second 0-62 mph time and a 137 mph top speed, or 149 mph with the Driver's Package; the US release quotes 0-60 mph in an estimated 4.4 seconds. Our catalogue's 4.5 seconds to 100 km/h and 220 km/h maximum sit naturally alongside those, reflecting different test conventions and market equipment.

Engine, gearbox and driveline checks

The M176 in hot-vee form is a well-regarded unit, and the gearbox is the Speedshift TCT 9G, a nine-speed automatic with an old-school selector stalk on the steering column that PistonHeads found far more responsive than its appearance suggests. On a test drive, confirm smooth, prompt shifts hot and cold, no flare between ratios and no shudder from the driveline under load. Turbo V8s reward the usual discipline: clean oil at the correct interval, no evidence of long service gaps, and no unexplained warning lights. The driveline hardware is the G's signature. The 4MATIC system moved from the old model's 50/50 torque split to a 40/60 front-to-rear bias, reflecting the shift from mud-plugging to road use, while the transfer case gained a shorter 2.93 to 1 low-range ratio in place of the old 2.1 to 1, aiding steep climbs and rock work. Three 100 per cent locking differentials, operated by three chunky dash switches, and the off-road reduction gear define what Mercedes called G Mode. PistonHeads notes Mercedes claimed no other production vehicle offered that many locks. Few owners use them, but a test matters: engage each lock progressively on safe ground and confirm the system responds without fault messages, because seized or neglected mechanisms are expensive to correct.

Suspension, steering and the ride question

AMG's chassis work was genuine. PistonHeads details double wishbones mounted directly to the ladder frame at the front, a rigid beam axle with Panhard rod at the rear, steel coil springs, anti-roll bars and AMG Ride Control adaptive damping, plus a brace between the front suspension towers that raised torsional rigidity by more than 50 per cent. Steering moved from the old recirculating ball arrangement to rack and pinion, which transformed feel. On the road, the W463A should feel planted and precise for a tall, heavy car, not wallowing or crashy over broken surfaces. Check that the adaptive damping modes change character as intended and that the car sits level and quiet over crests. Brakes deserve respect. At roughly 2.4 tonnes the G63 is not light, though modern electric cars have made its weight less remarkable. PistonHeads reports the standard brakes are powerful enough in a crash stop to close the sliding cover of the optional sunroof, which tells you the available retardation is serious. Inspect disc condition, pad life and any signs of sustained hard use. The known mechanical watch item on early cars is leaks: PistonHeads reports leaky seals on some low-mileage early examples, including the rear main seal and others connected with the steering system. Fresh fluid on the undertray, damp patches around the bellhousing or weeping steering components are negotiating points, and on an early car a clean underbody inspection is worth paying for.

Wheels, body and the ownership reality

The defining G63 ownership decision is wheels. The familiar look is oversized: dark paint, tints and 22-inch or larger wheels with thin-sidewall rubber. PistonHeads is specific that owners who went further, fitting 24-inch wheels with 33-inch tyres, often experienced rubbing and a noticeable harshness in the ride. Standard tyres were Goodyear Eagle F1s or Pirelli Scorpions. If the car you are viewing wears very large aftermarket wheels, budget for a return to sensible sizes and inspect the arches, suspension and steering for the after-effects of contact. Service costs deserve a note. PistonHeads reports that dealer servicing prices are not published online, but independent specialists quote routine A and B services at figures that look almost suspiciously reasonable for a car of this performance; confirm what each service includes before comparing quotes, and remember that the 40/60 driveline, three locks and adaptive damping reward garages familiar with the G specifically.

Inside, the W463A cabin is beautifully assembled, with excellent heated massage seats among its highlights, and the twin-screen layout should be exercised in full during inspection. Outside, check the door hinges and seals, which are part of the G's character and its weather integrity, and walk the panels slowly. Verify recall status through the DVSA service and match it to invoices, ask for evidence of servicing at sensible intervals, and treat fuel consumption as a fixed cost rather than a surprise. The G63 is now a luxury vehicle first and an off-roader second; buy the one whose history, wheels and seals suggest an owner who understood that.