2025 Mercedes-Benz G-Class

2025 is the first W465 model year: the volume G550 drops the V8 for a 3.0L turbo inline-six with 48V mild hybrid and electric auxiliary compressor, rated 443 hp. The AMG G63 keeps the 4.0L twin-turbo V8 at 577 hp.

The G550's I6 delivers 413 lb-ft, with the 48V ISG and electric auxiliary compressor filling low-rpm response; the AMG G63 V8 offers 627 lb-ft.

Mercedes quotes 5.3 s to 60 mph for the 2025 G550 with a 130 mph limited top speed — quick for a ~5,800 lb body-on-frame off-roader.

The new mild-hybrid I6 is smooth with near-zero lag thanks to the electric auxiliary compressor and integrated starter-generator; stop-start restarts are seamless. Loses some of the V8's character but is more refined than rival Wrangler/Bronco/4Runner powertrains.

The 9G-TRONIC 9-speed automatic shifts smoothly and decisively; minor low-speed hesitation in Comfort mode is the main complaint.

US-market G550 and AMG G63 are rated around 7,000 lb with a weight-distributing setup; the electric G580 offers no tow hitch.

Permanent 4MATIC with a two-speed low-range transfer case and three locking differentials is standard on every gas G-Class; the G580 uses four individually controlled motors with a low-range mode.

Body-on-frame ladder chassis, three lockers, low range, ~9.5 in clearance, ~27.6 in fording, off-road modes and the new 2025 transparent-hood camera put it at the top of the luxury off-road peer group alongside the Defender.

For 2025 the lineup spans three distinct powertrains: G550 mild-hybrid I6, AMG G63 twin-turbo V8 (also 48V), and the all-electric G580 with EQ Technology. No PHEV.

The new mild-hybrid I6 G550 earns an EPA 18 MPG combined — an improvement over the V8 but still near the bottom for gas SUVs given the brick aero and ~5,800 lb mass.

48V ISG and stop-start help in town only marginally against the vehicle's weight.

Highway economy is dominated by the upright, boxy body; 19 MPG sits below the SUV highway band floor.

The 100 L (26.4 gal) tank offsets the thirst, giving roughly 475 miles on the EPA combined figure. EPA publishes no range for gas vehicles, so this is derived.

EPA's current annual fuel cost estimate (15k mi, premium gasoline) is $4,500 for the G550, above the top of the SUV band.

Every gas G-Class requires premium unleaded; there is no regular-fuel trim, compounding the poor economy.

NHTSA has never crash-tested the G-Class (low-volume, high-price nameplate), including the new-for-2025 W465 generation; per framework rules an unrated vehicle records 0.

IIHS has not tested the G-Class in any generation, so there is no TSP/TSP+ award and no independent crashworthiness data. The 2025 W465 is a structural carry-over of the 2019+ ladder-frame body with modern restraints and Pre-Safe, which keeps it mid-band rather than penalised for known poor results; it trails rated rivals like the Lexus GX and Land Cruiser that hold IIHS results.

On the volume G 550, the 2025 refresh makes AEB with pedestrian detection (Active Brake Assist), Active Distance Assist Distronic adaptive cruise, Blind Spot Assist with exit warning, rear cross-traffic warning, lane-keeping assist, a surround-view camera and auto high beams all standard. Only Active Steering Assist lane centering stays in the optional Driver Assistance Package.

Active Brake Assist, with pedestrian detection and junction function, is the same 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, so this score rests on the shared system rather than a test of this vehicle.

Blind Spot Assist with Exit Warning and rear cross-traffic alert are standard on the 2025 G 550. Active steering intervention for blind spots comes only with the optional Driver Assistance Package.

Active Lane Keeping Assist is standard. Lane centering (Active Steering Assist) arrived with the 2025 refresh as an option, not standard, and the tall, flat-sided body is prone to crosswind wander that makes interventions feel busier than in Mercedes' unibody SUVs.

Active Distance Assist Distronic is now standard: a full-speed-range adaptive cruise with stop-and-go that is well regarded across the Mercedes range. Combined highway assist with lane centering and route-based speed adaptation needs the optional Driver Assistance Package.

No hands-free highway driving is offered on the 2025 G-Class. In the US, Mercedes' Drive Pilot is limited to the S-Class and EQS sedan.

LED headlights with automatic high beams are standard, and Multibeam LED adaptive headlights are 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 the G-Class famously clear sightlines, and a standard surround-view camera covers the tall stance up close. The outside-mounted spare tire partly blocks the view out the back.

There are LATCH anchors in both rear outboard seats, and the rear doors open nearly square. However, the rear bench is narrow for three seats across and the high step-in makes lifting a child seat in awkward.

The W465 G-Class is a two-row, five-passenger SUV across G550, AMG G63 and G580.

The tall, upright greenhouse gives generous front headroom.

Front legroom is short by SUV standards — the upright seating position and boxy footwell carried over from the 2019 W463 body shell.

The flat roof carries all the way back, giving rear passengers class-leading headroom.

Rear legroom is roomy — the 113.8-in wheelbase body (stretched in 2019) gives adults real knee room.

There is no third row on any 2025 G-Class; it is strictly a five-seater.

The tall, square load bay is useful, but the volume behind the second row is only average for a mid-size SUV.

Folding the 60/40 rear seat yields about 69 cu ft, but the seats do not fold fully flat. CarGurus lists limited cargo space as a con.

Cubby storage is adequate: a center console bin, door pockets and a wireless charging tray. The cramped console, the side-hinged rear door with an external spare, and the lack of underfloor or clever storage keep it ordinary.

Upscale, well-bolstered front seats, with available active multicontour massage seats. The rear bench is upright, and some reviewers rate the standard seats less comfortable than rival luxury SUVs'.

The independent front suspension (since 2019) and adaptive dampers make the ride decently plush for a ladder-frame SUV. The live rear axle and tall body still bring some head toss and truck-like busyness next to unibody luxury rivals.

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

Front and rear heated seats and THERMOTRONIC climate control are standard, and ventilated and massaging seats, a heated wheel and remote climate via Mercedes me are available, giving a rich comfort roster at this price.

The 2025 G 550 (new W465-generation mild-hybrid inline-six) opens at about $148,250 including destination — far above the top of the SUV band.

The G 550 is the volume gas trim. Typically optioned examples (AMG Line, Exclusive Interior, Burmester, paint) sit in the mid-$160k range — far above the SUV band ceiling.

CarEdge projects about $5,638 of scheduled maintenance, wear items and expected repairs over five years for the G 550. That is mid-band for SUVs: Mercedes' 10k-mile service intervals help, while costly German parts push it up.

The G-Class is among the strongest-holding luxury SUVs. iSeeCars' 2025 study puts 5-year retention at 60.2%. CarEdge is more conservative for the G 550 specifically (~52%), so 60% is taken as the central figure.

The Mercedes-Benz USA New Vehicle Limited Warranty runs 4 years / 50,000 miles. That is typical for German luxury brands but behind Genesis's 5-year coverage.

On the gas G 550, Mercedes covers the powertrain only within the 4-yr/50k-mile basic warranty, with no longer powertrain term. That is below the 5-year band floor.

Mercedes-Benz USA includes no complimentary scheduled maintenance; prepaid maintenance plans are a paid 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.

$165,000 volume-trim price minus its estimated resale value after 5 years (60% retained, or about $99,000) leaves about $66,000 in depreciation. Add the projected $5,638 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $71,638 in total.

2025 is the first W465 model year: the G550 swaps the long-running V8 for a new-to-G mild-hybrid I6 with an electric auxiliary compressor, and gains new MBUX electronics. Consumer Reports gives no predicted-reliability rating for the 2025 G-Class (NA, low volume), and earlier W463 G-Classes rated below average. With a first-year redesign on a below-average brand, the outlook is below the peer median.

Mercedes-Benz came in below the industry average in the 2025 J.D. Power VDS, at 243 PP100 against an average of 202. That puts it in the lower group alongside Ram and Acura and well behind Lexus at 140. CR brand rankings also place it in the lower half of luxury brands.

Only one recall touches the scored gas G550 for 2025: an ESP software fix for an incorrect warning light, which was a compliance issue. The other two 2025 campaigns are a G580 wheel-bolt recall and a radar recall limited to 12 AMG G63/G580 units. The preceding W463 generation (2019–2024) collected more than 20 campaigns, which tempers the score.

The M256 3.0L turbo I6 with a 48V integrated starter-generator has run across the Mercedes lineup (S-Class, E-Class, GLE, GLS) since 2018, and the 9G-TRONIC is a proven transmission. The G550 application adds an electric auxiliary compressor, and the 48V systems have drawn some electrical complaints across the brand. Nothing marks it as a problem powertrain, but it has no high-mileage record in the G yet.

The cabin uses Nappa leather, real wood and metal trim, solid switchgear and the deep MANUFAKTUR personalization program, and it is 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 note tight panel gaps and the solid door 'clunk'. Owners report occasional body-on-frame squeaks, and early electronics glitches are common for a first model year.

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

This is low-volume, hand-built European hardware: body panels, electronic modules and drivetrain parts are dealer-only and priced at a premium. The aftermarket covers wheels and accessories but not core components, so repair bills are among the highest in the US market.

For 2025 the W465 adopts the latest MBUX, and the 12.3-in center display becomes a touchscreen, replacing the old touchpad/rotary controller.

Current-generation MBUX is fast and feature-rich, and adding touch fixed the old W463's clunky controller. Steering-wheel touch sliders and deep menus still draw complaints, and the screen sits a long reach away.

Wireless Apple CarPlay and Android Auto are standard on the 2025 G550, as on the rest of the W465 lineup.

The natural-language 'Hey Mercedes' assistant and MBUX navigation with Augmented Reality guidance are standard — among the best native systems in the segment.

A Burmester 3D surround system with 18 speakers is fitted to the G550 and delivers rich premium sound well above off-road rivals' stereos.

A standard 12.3-in configurable digital cluster sits under one glass pane with the center screen, with new OFFROAD COCKPIT views for inclination, steering angle and locker status.

The newer MBUX supports over-the-air software and map updates and downloadable features through Mercedes me, but unlike Tesla's it is not regular whole-vehicle functional OTA.

The Mercedes me app handles remote start, climate pre-entry, lock/unlock and vehicle locate. Some services require a subscription after the trial period.

There are front and rear USB-C ports and a front wireless charger, but no household-style AC outlet to support adventure use.

KEYLESS-GO proximity entry, push-button start and (new for 2025) remote start are standard. The manual side-hinged rear door rules out a hands-free liftgate.

Front, side and rear cameras form a 360-degree view with a new 'transparent hood' off-road mode that shows the terrain under the front end, plus front and rear parking sensors.

No head-up display is offered on the G-Class — the near-vertical flat windshield precludes it.

The roomy rear seat and tall door openings help with car seats, but a high step-in, heavy doors that need a firm slam, a side-hinged tailgate and modest cargo space make daily kid logistics harder than in unibody luxury SUVs.

Standard adaptive cruise, AEB and a full airbag suite are strong on paper, but neither NHTSA nor IIHS has crash-tested the G-Class, so families get no independent verification.

Heated rear seats, generous rear headroom and legroom and a calm highway ride suit four adults. With the seats up, 38 cu ft of luggage space and the upright rear bench limit long trips.

The new mild-hybrid I6 delivers smooth, lag-free low-speed response with DISTRONIC stop-and-go. The tall step-in, truck-like steering and heavy doors add effort to daily errands.

EPA ratings in the high teens combined, on premium fuel, plus costly tires and service make it an expensive commuter even with the mild-hybrid system.

The square corners, upright glass and 360-degree cameras make the footprint easy to judge. The wide 44.6-ft turning circle and the outside-mounted spare lengthening the tail make tight spaces work.

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

Its military-derived ladder chassis and lockers are famously tough, but the leather and wood luxury cabin, the new mild-hybrid electrical complexity and high repair costs are ill-suited to hard work use.

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

The highway ride is well damped, road and tire noise are low, and DISTRONIC reduces fatigue. Wind rush from the boxy body and thirst that cuts range between stops hold it back.

With three locking differentials, low-range gearing, generous ground clearance and wading depth, a new transparent-hood camera and the Offroad Cockpit, the G550 is 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 max limit bulky loads.

With independent front suspension and adaptive damping it is stable and predictable, but the tall center of gravity and roughly 5,800-lb mass bring body roll and early understeer when pushed.

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

Large brakes give confident, progressive stops, though the mass shows in nose-dive under hard braking. A reported 60–0 mph stop of about 115 ft is solid for the weight.

The 48V integrated starter-generator and electric auxiliary compressor give near-instant tip-in and seamless stop/start, and the 9G-TRONIC shifts smoothly.

The inline-six is silky and quiet when cruising, with a pleasant growl under load. It lacks the outgoing V8's drama, but there is no harshness.

The wide turning circle, a product of the 113.8-in wheelbase and off-road front axle geometry, makes U-turns and tight parking cumbersome.

The commanding upright seating and excellent sightlines over the square hood are standouts, and locker buttons sit front and center. Short front legroom (38.7 in), a high step-in and a far-off touchscreen are drawbacks.

Iconic character — the door-latch clank, the commanding view, strong I6 punch and unmatched trail ability — makes it an event to drive, even if it is not sporty on a winding road.

The 2025 G 550 comes standard with a 48V mild-hybrid I6, adaptive damping, three locking differentials, the latest MBUX on dual 12.3" screens, leather, heated front seats and a full driver-assist suite. Burmester 3D audio, Manufaktur trims, AMG Line and many comfort items are still costly options.

Content and capability per dollar is the weakest in the peer group. The Defender 110 and Lexus GX 550 offer comparable off-road hardware and modern features for roughly half the G 550's ~$148k entry price, so most of what a G-Class buyer pays for is image.

There are only three variants for 2025: G 550, AMG G 63 and the new G 580 with EQ Technology. That is narrow, but the Manufaktur program offers huge paint, interior and trim personalization, and the line spans gas, V8 and EV.

Volume is low in absolute terms, but demand is strong for its price and the combustion G-Class sells well. Per Wikipedia, ~9,000 combustion units sold in the year after the W465 launch. The G 580 EV has lagged (~1,450).

The G-Wagen is one of the most aspirational SUVs on sale. Its iconic boxy silhouette, celebrity halo, cult following and class-leading luxury-SUV resale put it at the top of Mercedes' lineup for desirability.

Factory cash and subsidized financing on the gas G-Class are rare. With constrained supply, buyers typically pay at or near sticker and sometimes face dealer markups. Discounts are mostly on the slow-selling G 580 EV, not the scored gas trim.

2025 is the first model year of the W465. It brings a new mild-hybrid I6 replacing the G 550's V8, a revised interior with the latest MBUX, aero updates and the new G 580 EV, so the platform is current with no redesign imminent.

Reviewers praise the character, build quality, off-road hardware and the refreshed powertrain's smoothness. They criticize price, trucky on-road dynamics and thirst. It rarely wins comparisons against the Defender or Range Rover on value or refinement.