2025 Mercedes-Benz G-Class

The Mercedes-Benz G-Class has reached icon status, primarily because it has stayed true to its off-road-centric roots since going on sale decades ago. For 2025, Mercedes updates the G-Class' design and technology to bring the luxury truck to modern standards — but don’t worry, it’s still the G-wagen you know and love.

The biggest-deal change for 2025 is the introduction of the G 580 with EQ Technology — an unnecessarily long and complicated way of saying "electric G-wagen." Featuring a quad-motor electric powertrain, the G 580 EV is super nice to drive on-road, and it has off-road chops that'll embarrass other G-Class trims. No, really.

If you must have a V8 then your only choice is to go with the AMG G 63. The entry-level G 550 now uses a turbocharged 3.0-liter inline six-cylinder engine, making 443 horsepower and 413 lb-ft of torque. Compared to a V8-equipped 2024 G 550, that’s up 27 hp but down 37 lb-ft. Mercedes says the real improvement is with fuel efficiency — expect a few extra mpg from the new six-cylinder.

But maybe fuel economy isn't your biggest concern. That's that’s why the G 63 exists. The twin-turbocharged 4.0-liter V8 produces the same 577 hp and 627 lb-ft as before, which is enough to propel the beast from zero to 60 mph in 4.2 seconds, according to Mercedes.

Also notable for both the G 63 is a newly available AMG Active Ride Control suspension. This trick suspension includes hydraulic roll stabilization and adaptive dampers to help keep the SUV more rigid and stable while cornering and also provide plenty of comfort during normal driving.

Officially called the G 580 with EQ Technology, this G-Class EV has the same underpinnings as the new G 550 and G 63 AMG with one very big change: In place of the six- and eight-cylinder engines there's a battery pack and four motors to put the power down. Total output is 579 horsepower and 859 lb-ft of torque, making this the most potent G-Class in the lineup. Mercedes says that the quad-motor setup is strong enough to push the G 580 to 60 mph in 4.6 seconds and to a top speed of 112 mph.

As for range, unofficial estimates from Mercedes are around 240-250 miles on a full charge. We'll have more exact numbers when we put the G 580 through the Edmunds EV Range Test, hopefully later this year.

The G 550 still drives like it did before, though the added midrange shove from the turbo-six is nice. To call this version of the SUV dynamic wouldn't be right, but there's definitely something entertaining about the way this cinder block on wheels pitches and dives and rolls through corners. The steering is light in the default Comfort mode but weights up a bit when you switch to Sport. But come on, it's not like anyone's buying a G 550 for its ability to carve canyons. There aren't that many curves in downtown Beverly Hills.

Meanwhile, the AMG G 63 absolutely rips. Accelerating to 60 mph takes 4.2 seconds, but jeepers creepers, the G 63 feels so much quicker than that. Beyond that, the optional new suspension tech uses hydraulic roll stabilization and adaptive dampers — powered by a 48-volt mild hybrid system — to better sort out the G 63's body motions both on- and off-road. Does this turn the G 63 into a lithe sports car? Nah. But you'll be shocked at how much faster you can go through corners, and how much the SUV's forward/backward motions are reduced during hard acceleration and braking.

The G 580 EV strikes a nice balance between the two gas models; it's certainly more engaging than the G 550 but not nearly as unhinged as the G 63. The extra weight of the battery (a final curb weight is still TBD) helps with body motions, so the G 580 corners with a surprising amount of composure, and the quad-motor powertrain is plenty potent, providing more than ample amounts of power. We hear an AMG-tuned version of the EV might be in the works, which ought to be incredible.

The AMG Active Ride Control comes with two unique off-road features: Traction Pro and AMG Active Balance Control. The former unlocks seven different levels of traction control intervention, letting the G 63 slip and slide as little or as much as you desire. But the latter is really impressive — it has Low, Mid and High settings that adjust the roll stiffness. In Low, you get more wheel articulation at each corner, which gives you more body roll but a softer ride over harsh surfaces. On the other end, High keeps the body nice and stable, and really makes the G 63 feel crisper during turn-in, but the trade-off is a rougher ride.

You can't get this suspension setup on the G 550, so be prepared for a less exciting but still extremely capable off-road experience. You still have approach and departure angles of 30 degrees and 31 degrees, respectively, and 9.5 inches of ground clearance.

The G 580 EV really ups the G-Class off-road game, though. Because it has an electric motor at each wheel, torque can be distributed exactly where it's needed most, with virtual e-lockers that can fix torque amounts at each axle similar to the gas-powered G-Class models. The G 580 EV can also drag a rear inside wheel to help drift around super-tight turns, and let's not forget about the incredibly awesome G-Turn function, where you can spin in place. We promise it's actually useful and not just for shenanigans.

Much more so than before. If you opt for a model with the smaller 20-inch wheels and all-terrain tires, the ride is on the cushier side. But even the AMG G 63 with its 22-inch wheels and lower-profile tires is pretty agreeable.

The G's front seats offer lots of support, and the rear bench is plenty comfortable for two adult passengers. Sitting three-across back there will be somewhat tight, but the G's upright shape means there's headroom for days, and sliding the sunroof shade back lets a little more light in, giving the cabin a rather airy feeling. (You can't get a panoramic sunroof, though.)

A luxurious, leather-filled interior is a quintessential component of the Mercedes G-Class calculus. The new model keeps the same overall design scheme from before, with a few enhancements. The G now has keyless entry, a novel feature from 15 years ago but one that will be a big improvement for any current owner looking to upgrade. And even better, Mercedes was able to implement this without losing the G's iconic "thunk" lock/unlock sound. Bless.

While the list of new features isn’t huge, this interior is still a beautiful space overall. There’s a feeling of solid build quality and high-end finishes that haven’t been present in some of Mercedes’ newest models. The seats are super supportive and offer heating, cooling and massage functions. The rear seats are relatively spacious, too, and there's a ton of cargo space — as much as 70.3 cubic feet if you fold the rear seats flat.

Oh man, there's a huge improvement here. Mercedes' ancient COMAND infotainment system is gone, replaced by a newer MBUX setup. That means the G-Class finally has a touchscreen interface, as well as wireless connectivity for Apple CarPlay and Android Auto. There's also a new Burmester 3D audio system with Dolby Atmos audio, so you can really crank out the jams.

In terms of driver assist tech, the G-Class doesn't get any of Mercedes' latest hands-free driving stuff. But automatic emergency braking, route-based speed adaptation, and active lane keeping assistance join the tech roster for 2025.