Even though the G has kept its Jurassic good looks, its capabilities have evolved from simply navigating instinctively through mud and scree to running surprisingly quickly on the flat and level, dodging hindrances, and abiding by the modern laws of the urban jungle.
Since its debut in 1979, the G has soldiered on through inhospitable terrain and witnessed almost a third of automobile history. In that time it has seen many species die out, and how the few survivors have adapted to modern times. The G, however, stubbornly reminds us of an era when straight edges and hard corners were the order of the day.
Despite the exterior features remaining almost unaltered during the last four decades, the last phase of evolution has seen changes in physique along with some weight loss and muscle gain. Originally endowed with 72 BHP, the latest specimen to be released in Affalterbach paws the ground with 585.
How does this dinosaur cope with speed, you might ask. Given the reins, it will rear up and storm ahead as if it had been stung by a bee. The 0-100 kmh sprint is covered in an invigorating 4.5 seconds—in 1996 you’d need a Porsche 911 Turbo for that! Whilst the G lends the impression of driving a small house complete with furnishings, it conjures a broad grin to compete with that of a Cheshire cat: I used to think that the Audi Q7 or a VW Multivan were large, but I can see onto their roofs as I overtake them on the autobahn. The AMG Biturbo V8 unleashes 850 Nm of torque from 2,500 RPM, and accompanies this relentless surge of power with deep roar and splutter from its side pipes. That’s even more torque than a Lamborghini Aventator V12 produces.
The G 63 can’t quite compete with the Italian’s 350 kmh top speed though, but with the optional AMG Driver’s Package (€2,261) the limiter kicks in at 240 kmh instead of the standard 220. Never before was a G so quick! Pure power and acceleration on the autobahn right up until the needle hits 245 kmh on the speedo and the electronics abruptly keep things in check. This racing dinosaur exudes reassurance and feels controllable, safe and rock solid.
Why don’t they let it go even faster? No idea. Maybe because the near vertical windscreen can’t withstand the air pressure, or maybe there aren’t any tyres suited to an even faster 3.2-ton monster. Whatever the reason, it has nothing to do with passenger comfort because any notion of holding a conversation or listening to the Burmester audio system is thwarted at speeds exceeding 130 kmh. Maybe it has something to do with the jumbo-jet-like thirst: at top speed, the computer displays a staggering 60 l per 100 km. The enormous 100 l tank is dry after 166 km—or 41 minutes. Of course, the G only wants the highest octane fuel: Super Plus…at 180 euros for a fill. Even if you don’t have a heavy right foot, you aren’t going to see anything less than 20 l per 100 km.
It goes without saying that the G 63’s owner shouldn’t be tight for cash. The basic price of €160,680 quickly climbed to €185,000 with the few optional extras included in our vehicle. If you are still keen to own one and don’t want to sell your house, you can buy one in monthly instalments of €5,570.
But it doesn’t stop there; price isn’t the only thing to make this vehicle wildly irrational. Starting with the central locking: it still sounds as if you’re being saluted by a Transformer (which doesn’t just make G fans ecstatic). Then there’s the large button in the truck-style door handle (one of only three components inherited from its predecessor) to press before opening the door on its characteristic proud-standing hinges.
And if you’ve been wondering why there’s a grab-handle attached to the glove compartment, then you’ll be grateful for its presence when you try to climb into the passenger seat. You can’t do it without! The driver can use the steering wheel for a seemingly nonchalant entrance.
Once seated, the door needs to be shut with deliberation. Because this entails a little more effort than you might expect, it’s not unusual to make two or three attempts before it finally slams to—like the door to an air-raid shelter. Now you’re finally ensconced in your high chair and your eyes can wander across an array of state-of-the-art square screens. It is spacious in here and the headroom would even accommodate Marge Simpson’s towering hairstyle.
She would also probably find the ambient lighting with 64 programmable colours appealing. Men will soon learn to appreciate the massage seats even if wellness is something you prefer to disregard along with alcohol-free beer, low-fat milk, or a salad disguised as a main course.
Thanks to the almost vertical windows, all-round vision is excellent except if you use the rearview mirror—another G feature—where the rear-door-mounted spare wheel blocks the view. That and the safe-like solidity of the rear door combine to make visiting a fitness studio redundant after you’ve heaved heavy luggage into the boot.
Ok, the G 63 can travel. What about its core competence away from the pavement? This is where it gets exciting and most likely the driver’s confidence will dwindle long before the G comes close to its limit. There is still a solid axle at the rear, but the front is now adorned with independent suspension. With the infamous three diff locks this car will continue to plough on even if only one wheel has traction. This latest model has improved ground clearance and actually overcomes steep climbs, rocks and mud better than its older sibling. In the door frame is a plaque “Schöckl proved” confirming that this Graz-manufactured 4×4 has climbed the 1,445 meter high Alpine peak at speeds you would normally attribute to insanity.
Incidentally, a portion of refined trickery was employed to rescue anachronisms such as the indicator pods on the front wings into the present day’s far-reaching safety regulations: the exposed parts disappear into the body panel in the event of an impact. According to NCAP, the G is in fact far better at protecting pedestrians than smaller cars such as a Fiat 500. Just in case a neighbour asks.
The G has successfully evolved without sacrificing its DNA. Even though it has come a long way since its launch, character and idiosyncrasies have been preserved. Long live the G!
This article first appeared in the 2021 Spring edition of Overland Journal.
Author: Jens Koch
Photography: Marcus Krüger
