2024 Mercedes-Benz G-Class

2024 is the final model year of the V8 G550 (W463A, 2019 generation); the volume G550 uses the 4.0L biturbo V8 rated 416 hp, with the AMG G63 at 577 hp.

The twin-turbo V8 delivers 450 lb-ft from low rpm, well above body-on-frame off-road rivals like the 4Runner, Wrangler and GX.

Mercedes quotes 5.6 s to 60 mph for the V8 G550, quick for a ~5,600 lb ladder-frame SUV.

The hot-vee biturbo V8 is smooth and muscular with minimal lag and a characterful exhaust note; refinement exceeds the Wrangler/Bronco/4Runner and matches the Defender's six/V8.

The 9G-TRONIC 9-speed automatic shifts smoothly and decisively in normal driving; occasional slow kickdown response is the main criticism.

US-market 2024 G550 is rated around 7,000 lb when properly equipped; Canadian spec lists 3,500 kg (~7,716 lb) with a weight-distributing setup.

Permanent 4MATIC with a two-speed low-range transfer case and three locking differentials is standard on every 2024 G-Class.

Body-on-frame ladder chassis, three lockers, low range, ~9.5 in clearance and ~27.6 in fording make it among the most capable luxury off-roaders; lacks the 2025 transparent-hood camera, and the AMG G63 4x4 Squared adds portal axles.

For 2024 the US lineup is two tunes of the 4.0L twin-turbo V8 (G550 and AMG G63) — no six-cylinder, hybrid or EV option; the electric G580 and mild-hybrid I6 arrived for 2025.

The V8 G550 earns an EPA 14 MPG combined, near the bottom of all gas SUVs given its brick aerodynamics and ~5,600 lb mass.

No hybrid assist on the 2024 V8; city economy is very poor.

Highway economy is limited by the upright, boxy body; 16 MPG sits below the SUV highway band floor.

The 100 L (26.4 gal) tank only partly offsets the thirst, giving roughly 370 miles on the EPA combined figure. EPA publishes no range for gas vehicles, so this is derived.

EPA's current annual fuel cost estimate on premium gasoline is $5,750 for the 2024 G550, well above the top of the SUV band.

Every 2024 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 2024 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 and Pre-Safe keeps it mid-band, behind rated rivals like the Lexus GX and Land Cruiser.

On the volume 2024 G 550, Active Brake Assist with pedestrian detection, Blind Spot Assist, Active Lane Keeping Assist and rear cross-traffic alert are standard. Distronic adaptive cruise and Active Steering Assist sit in the optional Driver Assistance Package; they became standard only with the 2025 refresh.

Active Brake Assist with pedestrian detection is the mature Mercedes system that tests well on IIHS-rated models like the GLE and GLC. The G-Class itself has no IIHS front-crash-prevention result, and the cross-traffic junction function needed the optional package on 2024 cars.

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

Active Lane Keeping Assist is standard, but true lane centering (Active Steering Assist) is only in 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 is a refined full-speed-range stop-and-go system when fitted. On the 2024 G 550 it is optional, not standard, so the volume trim does not reliably carry it.

No hands-free highway driving is offered on the 2024 G-Class. In the US, Mercedes' Drive Pilot is limited to the S-Class and EQS sedan.

LED headlights are standard on the 2019+ G 550, with adaptive high-beam functionality available. IIHS has never rated the G-Class headlights, so the score reflects 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.

There are LATCH anchors in both rear outboard seats, 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 2024 G550 (W463A, 2019 generation) is a two-row, five-passenger SUV.

The tall, upright greenhouse gives generous front headroom.

Front legroom is short by SUV standards because of the upright seating position and boxy footwell.

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

The 2019 redesign stretched the body, giving adults real knee room in the back.

No 2024 G-Class has a third row; it is strictly a five-seater.

The load bay is tall and square, but 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 space 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, onboard power or other clever solution.

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 frequent complaint.

Independent front suspension (since 2019) and adaptive dampers make the ride far plusher than the old W463's, but the live rear axle and tall body still bring head toss and some truck-like busyness.

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 2024 G 550 is the final model year of the V8 W463A G 550 and opens at about $144k including destination, far above the top of the SUV band.

The G 550 is the volume trim. Typical examples carry AMG Line, Exclusive Interior, Burmester and designo paint, which puts them in the low $160k range. Heavily optioned cars run well higher.

CarEdge projects about $5,600 in maintenance and repairs over five years for the G 550. That is mid-band for SUVs: costly German parts and the V8 are offset by 10k-mile service intervals.

The G-Class is among the best-holding luxury SUVs, and as the final V8 G 550 the 2024 has an extra collector premium. KBB shows only ~6% value lost in its first two years. 60% is taken as the central 5-year estimate, between iSeeCars and the more conservative CarEdge.

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

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

Mercedes-Benz USA includes no complimentary scheduled maintenance; 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.

$162,000 volume-trim price minus its estimated resale value after 5 years (60% retained, or about $97,200) leaves about $64,800 in depreciation. Add the projected $5,600 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $70,400 in total.

2024 is the sixth and final model year of the W463A generation (2019–2024) and the last year of the V8 G550, so the hardware is mature rather than first-year. The outlook is still middling: Consumer Reports gives the low-volume G-Class no reliable predicted rating (NA), RepairPal rates it Average and places it in the lower part of its luxury class, and KBB owners name reliability as the weakest attribute.

Mercedes-Benz has placed below the industry average in recent J.D. Power Vehicle Dependability Studies, at 243 PP100 against an average of 202 in the 2025 VDS and well behind Lexus at 140. CR's brand rankings also put it in the lower half of luxury brands.

The NHTSA recall feed lists no campaign covering the 2024 G-Class model year. A late-cycle build benefited from fixes to earlier W463A faults: the 2021–2023 fuel-pump shutdown recalls, the 2019–2021 front-axle harness chafe that could disable ABS/ESC, and rear door latches. The generation as a whole still collected more than 20 campaigns, which keeps the score from the top band.

The 2024 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 and in the G550 since 2019. It is paired with the widely used 9G-TRONIC automatic. The pairing has no systemic failure pattern, but turbo, oil-leak and cooling repairs on this family are costly, so it falls short of the high-mileage reputation of Toyota's off-road powertrains.

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. It matches or beats the Defender and GX at the top of the peer group.

Magna Steyr builds the G-Class largely by hand in Graz, and reviewers consistently note tight panel gaps and the solid door 'clunk'. As a sixth-year build, the 2024 avoids launch-year glitches. Owners occasionally report body-on-frame squeaks and rattles.

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 the twin-turbo V8's parts are dealer-only and premium-priced, and the aftermarket covers wheels and accessories rather than core components. Repair bills rank among the highest in the US market.

The pre-facelift W463A pairs a 12.3-in center display (not touch-sensitive) with a console touchpad and rotary controller. The touchscreen arrived only with the 2025 update.

The older COMAND-era system looks sharp on the widescreen glass, but menus are run by touchpad, rotary knob and steering-wheel touch pads, which reviewers find dated and fiddly next to touchscreen MBUX.

Apple CarPlay and Android Auto are wired only on the 2024 G550; wireless projection came with the 2025 update.

Native COMAND navigation and voice control are standard and work, but they predate the natural-language 'Hey Mercedes' assistant and AR navigation, so most owners default to phone projection.

A 15-speaker Burmester surround system delivers rich premium sound well above off-road rivals' stereos.

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

The older head unit gets little meaningful over-the-air updating beyond map data. Feature updates generally need a dealer visit.

The Mercedes me app covers lock/unlock, vehicle locate and status, with some services on subscription. Remote start became standard only for 2025.

Front USB ports are few, and one 2024 reviewer found the port type awkward for a new iPhone. There is no AC outlet, and wireless charging is not widely confirmed.

Push-button start is standard and KEYLESS-GO proximity entry is available. Remote start is not standard on 2024, and the side-hinged manual rear door rules out a hands-free liftgate.

Front and rear parking sensors and cameras are fitted, and a surround-view system is available in packages. The transparent-hood off-road view arrived only with the 2025 update.

No head-up display is offered; the near-vertical flat windshield precludes one.

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

Standard AEB, blind-spot assist and airbags are strong on paper, and DISTRONIC adaptive cruise is available. Neither NHTSA nor IIHS has crash-tested the G-Class, so families get no independent verification.

Generous rear headroom and legroom and premium audio suit four adults. Wind noise, 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, but the tall step-in, truck-like steering, heavy doors and clumsy pavement handling add effort to daily errands.

About 14 MPG combined on premium fuel (EPA estimates roughly $5,750/yr in 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, but the wide 44.6-ft turning circle and the tail-mounted spare make tight spaces hard.

The ladder frame, 450 lb-ft V8 and 7,000-lb tow rating give real hauling ability, but modest payload in a luxury cabin and a small cargo hold make it a poor practical work vehicle.

The military-derived ladder chassis and lockers are famously tough, and the V8 is proven, but the leather luxury cabin and very high repair costs suit it poorly to hard work.

There are roof rails and a hitch, but no onboard AC power, washable surfaces or fleet upfit ecosystem; this is a luxury SUV, not a work tool.

The seats are comfortable and the ride decent for a body-on-frame SUV, and the 26.4-gal tank stretches range to ~370 mi despite 14 MPG. Wind rush and optional-only DISTRONIC hold it back.

Three locking differentials, low-range gearing, generous ground clearance and wading depth make the G550 one of the most capable off-roaders sold.

The square, tall cargo bay and 60/40 folding seat take boxy gear well, and roof rails and a hitch are available. The side-hinged door, raised load floor and 69 cu ft maximum limit bulky loads.

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

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

Large brakes give confident, progressive stops, though the mass shows in 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 when cruising and gives a rich burble under load with no harshness.

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

The commanding upright seat and clear sightlines over the square hood are standouts, and the locker buttons sit front and center. Short front legroom (38.7 in), a high step-in and the touchpad-driven infotainment count against it.

Iconic character makes it an event to drive even though it is not sporty on twisty roads: the door-latch clank, the commanding view, the V8's punch and burble, and unmatched trail ability.

The 2024 G 550 comes standard with a 416-hp twin-turbo V8, three locking differentials, adaptive damping, dual 12.3-in. MBUX 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 Defender 110 and Lexus GX offer comparable off-road hardware and more modern tech for roughly half the G 550's ~$144k entry price, so most of what a G-Class buyer pays for is image.

There are only two US variants for 2024: the G 550 and the AMG G 63, plus a limited Final Edition. The lineup is very narrow, partly offset by extensive Manufaktur paint and interior personalization.

Volume is low in absolute terms, but demand is very strong for the price. US sales climbed to a record 10,342 in 2023, more than double the pre-2019 generation's levels.

The G-Wagen is one of the most aspirational SUVs on sale. Its iconic boxy shape, celebrity halo and cult following help it hold value; the 2024 G 550 adds last-V8 collectibility.

Factory cash and subsidized financing on the G-Class are rare, and buyers in this run typically paid sticker or faced dealer markups. Some leftover-unit discounting appeared once the 2025 W465 arrived.

2024 is the sixth and final model year of the W463A generation (launched 2019) before the 2025 W465 update with a new mild-hybrid I6, new MBUX and the G 580 EV. A 2024 buyer is getting a run-out model.

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.