2022 Mercedes-Benz G-Class

2022 is a carry-over year of the W463 generation that began with the 2019 model year. The volume G550 uses the 4.0L biturbo V8 rated at 416 hp, and the AMG G63 tops the range at 577 hp.

The twin-turbo V8 delivers 450 lb-ft from about 2,000 rpm, well above body-on-frame off-road rivals such as the 4Runner, Wrangler and GX.

Mercedes quotes 5.6 s to 60 mph for the G550, which is quick for a ladder-frame SUV weighing roughly 5,600 lb.

The hot-vee M176 biturbo V8 is smooth and muscular with little lag and a characterful exhaust note. It is more refined than the Wrangler, Bronco and 4Runner, and on par with the Defender's six and V8.

The 9G-TRONIC 9-speed automatic shifts smoothly and decisively in normal driving. Reviewers' main complaint is occasionally slow kickdown.

The US-market 2022 G550 is rated at about 7,000 lb when properly equipped. Generation-wide references cite up to 7,716 lb (3,500 kg) with a weight-distributing hitch.

Every 2022 G-Class comes standard with permanent 4MATIC, a two-speed low-range transfer case and three locking differentials.

A body-on-frame ladder chassis, three lockers, low range, about 9.5 in of clearance and about 27.6 in of fording depth make it one of the most capable luxury off-roaders. It lacks the transparent-hood camera added later in the generation.

The 2022 US lineup is two tunes of the same 4.0L twin-turbo V8 (G550 and AMG G63). There is no six-cylinder, hybrid or EV option; the electric G580 and the mild-hybrid I6 arrived only with the 2025 update.

The 2022 G550 is EPA-rated at 16 MPG combined (15.55 unrounded), at the very bottom of the gas SUV range because of its brick-like aerodynamics and roughly 5,600 lb mass.

The non-hybrid V8 returns very poor city economy.

The upright, boxy body caps highway economy at 17 MPG, below the floor of the SUV highway band.

The 100 L (26.4 gal) tank partly offsets the thirst, giving roughly 420 miles at the EPA combined figure (about 410 miles on the unrounded 15.5 MPG). EPA publishes no range for gas vehicles, so this figure is derived.

EPA's annual fuel-cost estimate for the 2022 G550 is $5,050 on premium gasoline, well above the top of the SUV band.

Every 2022 G-Class requires premium unleaded; there is no regular-fuel option.

NHTSA has never crash-tested the G-Class, including the 2019+ W463A generation that 2022 belongs to. Under framework rules an unrated vehicle records 0.

IIHS has never tested the G-Class, so there is no TSP/TSP+ award and no independent crashworthiness data. The 2019-generation ladder-frame body with modern restraints (knee and rear side airbags) and Pre-Safe keeps it mid-band, behind rated rivals such as the Lexus GX and Land Cruiser.

On the volume 2022 G 550, standard equipment includes automatic emergency braking with pedestrian detection, lane-keeping assist, Blind Spot Assist, rear cross-traffic alert, a driver attention monitor and Distronic adaptive cruise (CarMax notes adaptive cruise and lane keeping as new standard features for 2022). True lane centering via Active Steering Assist still requires the optional Driver Assistance Package.

Active Brake Assist with pedestrian detection is Mercedes' mature system, which tests well on IIHS-rated models like the GLE and GLC. The G-Class itself has no IIHS front-crash-prevention result.

Blind Spot Assist and rear cross-traffic alert are standard but warn only. Active Blind Spot Assist with braking intervention requires the optional Driver Assistance Package.

Lane-keeping assist is standard, but true lane centering (Active Steering Assist) comes only with the optional package. The tall, flat-sided body is also prone to crosswind wander, which makes interventions busier than in Mercedes' unibody SUVs.

Active Distance Assist Distronic, a refined full-speed-range stop-and-go system, is listed as standard on the 2022 G 550. Without the optional Active Steering Assist, though, it does not combine into a full highway assist.

The 2022 G-Class offers no hands-free highway driving. In the US, Mercedes' Drive Pilot launched later and only on the S-Class and EQS sedan.

LED headlights and automatic high beams are standard on the 2022 G 550. IIHS has never rated the G-Class headlights, so this score reflects the equipment, not a test result.

The upright, nearly vertical glass and thin pillars give famously clear forward and side sightlines. The outside-mounted spare partly blocks the rear view, so the rear camera and Parktronic sensors carry rear visibility.

Both rear outboard seats have LATCH anchors, and the rear doors open nearly square. The bench is narrow for three across, though, and the high step-in makes lifting a child seat in awkward.

The 2022 G 550 is a carry-over year of the W463A generation that began in 2019, and it seats five in two rows.

The tall, upright greenhouse gives generous front headroom.

The upright seating position and boxy footwell leave front legroom short by SUV standards.

The flat roof runs all the way back, so rear passengers get generous headroom.

The 2019 redesign lengthened the wheelbase, so adults have real knee room in the back seat.

No 2022 G-Class has a third row; every one is a five-seater.

The load bay is tall and square, but the volume behind the second row is only average.

Folding the 60/40 rear seat gives about 69 cu ft, and the seat does not fold fully flat. CarMax lists limited cargo capacity as a con.

Cubby storage is ordinary: a smallish console bin, door pockets and cupholders. The side-hinged rear door with an external spare is awkward, and there is no underfloor storage or onboard AC power.

The front seats are upscale and well bolstered, and active multicontour massage seats are available. The rear bench is upright, and the high step-in is a common complaint.

Independent front suspension (since 2019) and adaptive dampers file off the old truck's worst edges, but the live rear axle and tall body still bring head toss and busyness. TrueCar calls the ride rough next to rivals.

Road noise is well isolated for a body-on-frame SUV, but the brick-shaped body and upright windshield bring audible wind rush at highway speeds.

Heated front seats and automatic climate control are standard. Ventilated and massage seats, heated rear seats and a heated wheel come in option packages, a rich list at this price.

The 2022 G 550, the entry trim of the W463A generation, starts just under $141k with destination. That is far above the top of the SUV band.

The G 550 is the volume trim. Typical examples carry about $15k of option packages, which puts them in the mid-$150k range. Heavily optioned cars run well higher.

CarEdge projects about $5,640 in maintenance and repairs over five years, or about $1,128 a year. That is mid-band for SUVs: costly German parts and the twin-turbo V8 are offset by 10k-mile service intervals.

KBB values a 2022 G 550 at about $105.6k roughly four years on, which is about 68% of a typically optioned car's sticker price. That supports about 60% retention at five years, matching iSeeCars and above CarEdge's more conservative ~52% forecast.

The Mercedes-Benz USA New Vehicle Limited Warranty runs 4 years / 50,000 miles, which is typical for German luxury brands.

Mercedes offers no separate, longer powertrain term. The V8 is covered only within the 4-year/50k-mile basic warranty, which is below the 5-year band floor.

Mercedes-Benz USA includes no complimentary scheduled maintenance on the 2022 G-Class; prepaid maintenance plans cost extra. Buyers get Roadside Assistance for the warranty term and a Mercedes me connect trial, which is thin for a ~$150k SUV next to BMW's 3-yr/36k Ultimate Care.

$156,000 volume-trim price minus its estimated resale value after 5 years (60% retained, or about $93,600) leaves about $62,400 in depreciation. Add the projected $5,640 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $68,040 in total.

2022 is the fourth model year of the W463A generation (2019–2024), a carry-over year past the launch-year door latch, wiring harness and seat-belt recalls, but the 2022 build was still caught in the 2021–2023 fuel-pump shutdown campaigns. Consumer Reports has too little data on the low-volume G-Class to publish a predicted rating, and RepairPal rates it Average, toward the bottom of its luxury class.

Mercedes-Benz has consistently placed below the industry average in J.D. Power's Vehicle Dependability Studies and in the lower half of Consumer Reports' luxury brand rankings.

Three campaigns cover the 2022 G550: two fuel-pump shutdown recalls (stall risk) and a rear door latch recall limited to vehicles that received a replacement latch. Two more, an A/C refrigerant fill and a do-not-drive rear differential housing crack, apply only to the AMG G63 and its 4x4² special edition, not the volume G550. Recall activity is typical to slightly heavy, with nothing systemic on the G550 powertrain.

The 2022 G550 uses the M176 4.0L hot-vee biturbo V8, part of the M176/M177 family that has run across AMG and Mercedes models since 2015, paired with the widely used 9G-TRONIC automatic. The pairing has no systemic engine or transmission failure pattern. Its fuel-pump recalls and costly turbo, oil-leak and cooling repairs keep it short of the Toyota rivals' high-mileage reputation.

The cabin has Nappa leather, real wood or carbon trim, solid metal switchgear and the deep MANUFAKTUR personalization program, which makes it among the richest interiors in the off-road segment.

Magna Steyr builds the G-Class largely by hand in Graz, and reviewers consistently note tight panel gaps and the solid door 'clunk'. A mid-cycle build avoids launch glitches, though the door latch recall and occasional owner reports of body-on-frame squeaks temper the score.

Mercedes-Benz has one of the largest luxury dealer networks in the US, with roughly 380 locations, and every one services the G-Class. Service satisfaction is mid-to-upper tier among luxury brands.

The G-Class is low-volume, hand-built European hardware. Body panels, electronic modules and twin-turbo V8 parts are dealer-only and premium-priced, and the aftermarket covers wheels and accessories rather than core components.

The 2022 G 550 uses a 12.3-in COMAND display that is not touch-sensitive; it is controlled by a console touchpad and rotary controller. A touchscreen arrived only with the 2025 update.

The widescreen display looks sharp, but menus are driven by touchpad, rotary knob and steering-wheel touch controls, which feel dated and fiddly next to MBUX rivals.

Apple CarPlay and Android Auto are standard but wired only on the pre-facelift COMAND system; wireless projection arrived with the 2025 MBUX update.

COMAND Online navigation and voice control are standard and functional, but they predate the natural-language MBUX assistant, so most owners use phone projection.

The standard 15-speaker Burmester surround system is far richer than the stereos in off-road rivals.

A configurable 12.3-in digital cluster is standard and shares one glass pane with the center display.

The COMAND head unit gets little over-the-air updating beyond map data, so feature updates generally need a dealer visit.

The Mercedes me app covers lock/unlock, locate and vehicle status. Remote start runs through the app but needs a subscription, and there is no digital key.

There are a few front USB ports and no AC outlet. Wireless charging was made standard only on the AMG G 63 for 2021, not the G 550.

Push-button start is standard and KEYLESS-GO is available. Remote start needs a subscription, and the manual side-hinged rear door rules out a hands-free tailgate.

Parktronic and a rearview camera are standard, and a 360-degree camera is fitted on many cars through packages. The transparent-hood view arrived only in 2025.

No head-up display is offered; the near-vertical windshield rules one out.

The rear seat is roomy and the door openings are tall. The high step-in, heavy doors, side-hinged tailgate and modest cargo space make daily kid logistics harder than in unibody luxury SUVs.

AEB, blind-spot and rear cross-traffic alerts, lane-keeping assist and adaptive cruise are all standard. Neither NHTSA nor IIHS has crash-tested the G-Class, so nothing independent verifies it.

Generous rear room and Burmester audio suit four adults. Wind noise, a rough ride, 38 cu ft of luggage space with the seats up, and a thirsty V8 limit long trips.

The torquey V8 makes low-speed driving effortless. The tall step-in, effortful steering, heavy doors and top-heavy handling add work to daily errands.

About 16 MPG combined (14 city) on premium fuel, plus costly tires and service, make it one of the most expensive vehicles to commute in.

The square corners and upright glass make the footprint easy to judge, and Parktronic and cameras help. The wide 44.6-ft turning circle and tail-mounted spare make tight spaces hard.

The ladder frame, 450 lb-ft V8 and 7,000-lb tow rating can haul real loads. Modest payload, a luxury cabin and a small cargo hold make it a poor practical work vehicle.

The military-derived ladder chassis and locking differentials are famously tough, and the V8 is proven. The leather cabin and very high repair costs make it a poor fit for hard work.

A hitch and roof accessories are available. There is no onboard AC power, no washable surfaces and no fleet upfit ecosystem.

The seats are comfortable, Distronic adaptive cruise and lane-keeping are standard, and the 26.4-gal tank gives about 420 miles of range. Wind rush and a busy ride hold it back.

Three locking differentials, low-range gearing, about 9.5 in of ground clearance and about 27.6 in of wading depth make the G 550 one of the most capable off-roaders sold.

The tall, square cargo bay and 60/40 folding seat take boxy gear well, and a hitch is available. The side-hinged door, raised load floor and 68.6-cu-ft maximum limit bulky loads.

Independent front suspension and adaptive damping keep it stable and predictable. The tall center of gravity and roughly 5,600-lb mass bring body roll and early understeer.

The electromechanical rack-and-pinion fitted since 2019 is accurate for a body-on-frame SUV, but it is effortful, slow off-center and largely numb.

Large brakes give confident, progressive stops, though the mass shows as nose-dive under hard braking.

The hot-vee biturbo V8 delivers muscular, nearly lag-free torque, and the 9G-TRONIC shifts smoothly. Kickdown is occasionally slow.

The V8 is hushed at a cruise and burbles richly under load, with no harshness.

The wide turning circle makes U-turns and tight parking cumbersome.

The commanding upright seat and clear view over the square hood stand out, and the locker buttons sit front and center. Short front legroom, a high step-in and touchpad-driven infotainment count against it.

It is not sporty on twisty roads, but its character makes every drive an event: the clanking door latches, the commanding view, the V8's punch and burble, and unmatched trail ability.

The 2022 G 550 comes standard with a 416-hp twin-turbo V8, three locking differentials, adaptive damping, dual 12.3-in. screens, leather, heated front seats and core driver assists. Burmester audio, AMG Line, Exclusive/Manufaktur interiors and many comfort items are expensive options.

Content and capability per dollar is the weakest in the peer group. The Land Rover Defender 110 and Lexus GX 460 offer serious off-road hardware for well under half the G 550's ~$141k entry price, so most of what a G-Class buyer pays for is image and build.

The 2022 US lineup has three variants: the G 550, the AMG G 63 and the AMG G 63 4x4 Squared, which costs about $170k more than a G 63. It is a narrow, top-heavy range with no lower entry point, partly offset by extensive Manufaktur paint and interior personalization.

Volume is low in absolute terms, but demand was exceptional for the price. 2022 US sales rose to 8,697, up 6% on 2021 despite chip-shortage supply limits, and stayed well above pre-redesign levels.

The G-Wagen is one of the most aspirational SUVs on sale. Its iconic boxy shape, celebrity halo and cult following show up directly in some of the strongest resale values among luxury SUVs.

In 2022, chip-shortage inventory and strong demand meant long waitlists and widespread dealer markups on the G-Class. Factory cash and subsidized financing were essentially absent, so buyers routinely paid over sticker.

2022 is the fourth model year of the W463A generation launched for 2019. The platform and safety tech are current, but the pre-MBUX COMAND infotainment lags newer Mercedes products.

Reviewers praise the V8's character, build quality, off-road hardware and the 2019 redesign's improved ride. They criticize price, thirst and trucky on-road handling. It seldom wins comparisons against the Defender or Range Rover on value or refinement.