Big news for all the wealthy mud lovers out there: The G-Wagen on the door axle has returned for the second generation. This is a 2022 Mercedes-AMG G63 4×4² or 4×4 Squared, if you prefer. Bigger, more powerful, more powerful and more expensive, the latest 4×4² proves that warlord fashion never goes out of style; it’s just been underground for a few years.
The nice guy at Mercedes PR called me a while ago and asked if I would like to be the first to drive the country’s first G63 4×4². This led to a week-long test of AMG’s new monster truck, both on and off-road. At this point, I usually slap you with a simple rhetoric like, “Is it okay?” Not to spoil the surprise, but yeah, it’s pretty awesome. The question then becomes, is the new 4×42 worth the $350,050, $359,050 price tag as tested?
Situation: Day 1
It took me three hours to stop giggling. Not really; I laughed from the moment the 2022 Mercedes-AMG G63 4×4² pulled into my driveway. What a ridiculous thing! Then I jumped in, drove for a few hours, and laughed even harder. Observation: Nobody on the east side of LA is very fond of the G63 4×4². If I go west of La Brea and go to a prettier part of town, I’m sure I’ll be less stinky. If I went to Calabasas (the home of the Kardashians), I would undoubtedly be mayor. At a stoplight, I saw a man in a red Miata driving me crazy, and his expression showed what he did not like about my ancestors. I smiled and waved, and I swear he growled at me.
About five years ago, I borrowed an Alien Green G65 (the one with the V-12), not to mention mentioning the Kardashians twice in two paragraphs, but people looked at me on that, Like I’m Roberts’ long lost son. It’s annoying at first, but after about a day you realize you don’t care what other people think of your car, and you’re grateful that it’s easy to spot in the parking lot. Well friends, this Chinese blue beauty is easier to find, and every time I peep at her, I break out. The driving experience is also humorous — when I first hit the highway, I passed a second-generation Cadillac Escalade and was able to look down through the sunroof. LULZ, as the kids might say at some point.
Why is it?
The process of turning a normal G-Class into a 4×4² is very simple. In a word, the hubs are replaced with portal axles, and that’s it. What is a portal axis? This is a hub where the half shaft doesn’t go into the center of the wheel, but into the top of the hub and then slows down. This creates more ground clearance than the series. It is worth noting that the new 4×4² has entrances on its solid rear axle and a separate layout at the front. This is the first such setup in the world. Other changes include larger wheels and wider tires, carbon fiber fenders, carbon fiber roof light mounts, a sturdier spare tire holder, and possibly the toughest rear bumper ever installed on the vehicle. It is recommended not to drive in. Oh, and the big fenders.
The largest G63 is powered by AMG’s 4.0-liter twin-turbo V8 All-Star. Here, it makes 577 horsepower and 612 pound-feet of torque. Power meets the off-road-optimized output of an AMG wet-clutch nine-speed automatic transmission, complete with a transfer case (for 4-Low) and permanent four-wheel drive. Like all SUVs, the G-Class 4×4² has three locking differentials (center, rear and front – they lock in a specific order). Like the mild-mannered G-Wagens, the big boy has three seemingly hidden off-road modes, Sand, Trail and Rock. They’re a bit hidden because you can’t access either of them unless you lock the center differential. Oh, and Mercedes claims it hits 60 mph in 5.0 seconds.
I’m trying to compare the physical qualities of the new Papa G to the previous generation Mercedes-Benz G500 4×4 Squared as I remember it. The old one seems bigger to me, but I know the new G-Wagen for 2019 is bigger in every way. An optical illusion at work. Here’s a fact: the G63 4×4² is bigger than the G500, just as the W463 has grown compared to the W462, with one big exception. The wheelbase has increased by 0.9 inches; the height has increased by 0.8 inches to nearly 7 feet 5 inches; and the width has been expanded by more than 5 inches. Again, all of these are consistent with the growth of new G. However, the length does stand out, at least on paper: It’s grown by 17.4 inches. What gives? If you haven’t googled the image, the G500 doesn’t have a spare tire carrier. The new G-Wagen itself is actually only 3.9 inches longer than the rig it replaces.
Mercedes claims the new 4×4² is 379 pounds lighter than the old one. Go and introduce yourself, but if it’s true, that’s a good thing. The off-road angle of the G-Wagen Squared is also good. The approach angle is a whopping 41.3 degrees, while the departure angle is 36.8 degrees. By comparison, the Ford Bronco Raptor has a departure angle of 47.2 and 40.5 degrees, while the Jeep Wrangler 392 Rubicon has a departure angle of 44.5 and 37.5 degrees. 4×4² beats them with a 42-degree lean angle. The Braptor is only 30.8 degrees (which is actually pretty good), while the 392 is a paltry 22.6 degrees. Thanks to the independent front suspension, ground clearance has dropped from 17.7 inches before to “just” 13.8 inches. Before you cry, realize that the Braptor—perhaps the most powerful serial rock crawler in the world—has 13.1 inches of clearance, while the Wrangler 392 offers up to 12.9 inches of clearance.
But how does it drive?
Unexpectedly good. The previous 4×4² was another cause for giggles, in part because of how rough it was around the edges. There’s a guy in Las Vegas named Bill Rudd who isn’t quietly becoming America’s g-wagon g-wagon expert. We talk to each other every few days, and he had this to say about the W462 4×4² and its cousins: “The old and 6×6 also had a lot of weird fit and finish that made me laugh every time I took it apart. I Did mention to Bill that the new one no longer jiggles back and forth when you hit the brakes.” That’s the axle roll and the bushing in the radius arm. “Exactly. I found out. The point is that it was bad, for better or worse.
As for the new 4×4², honestly, if you could ignore the fact that it’s 7 feet tall, you’d think you were driving a regular G63. I’m not sure how AMG’s engineers solved the axle rollout problem inherent in portal-axle vehicles, but they did. In fact, I remember driving a Mercedes-Benz E400 All-Terrain 4×4 Squared, and I wouldn’t be shocked if its portal axle technology ends up in this new G. I’d say 95% of the time a given driver won’t know they’re rocking the portal. Every now and then there’s a noisy crunch or a rattle of gears to remind you, oh yes, this thing is different and special.
Yes, but off-road?
Unstoppable is the first word that comes to mind. Now, admittedly, I’m not up to the toughest challenge imaginable. But I drove a 4×4 to a rather difficult Black Diamond trail at a place called Rowher Flats, 30 minutes from my house. The trail is the perfect mix of loose dirt and jagged rocks that most low-range machines can conquer. However, I chose the Rowher because I’ve driven a G63 with an off-road kit before, and while this AMG wasn’t a problem, I had some paint scraped off the lower part of the front fascia. Not the end of the world, but hurt. I wanted to see if I could take more or less the same route and escape it unscathed. Not only did the 4×4² end up unscathed, but I don’t think it was ever in danger of being scratched. Nothing even touches the front end.
Confession time: I’m short on time due to boring typing, so I opted not to use the G63 4×4²’s 325/55/22 Pirelli Scorpion plus size tires. If I did, the unstoppable G would be more. However, since I’m not driving on steep sandy sections occasionally, the propulsion stops as the front tires try to find grip. The solution is to activate the front locker. The problem is completely solved. I had to do it three times on the road. I believe this wouldn’t be a problem if the tires were 18psi.
This big SUV is often driven on three wheels – the real downside of not having a thru-axle up front – I suspect it’s because you’re so far off the ground, but the SUV feels irrelevant to what’s going on when his nose is pointed to the sky Time. Part of the distance is also related to how well the cabin is sealed against external noise and vibration. Remember, while the G63 looks like a monster truck, it’s a luxury car. People quickly got used to the detached hover of the 4×4 Squared and developed a strong confidence that this thing would simply drive over anything in front of it. Best to just sit back and enjoy the ride.
Um, how much?
This dummy starts at $350,050, which feels like a ton of cash even in our inflationary world. Especially considering the older version started at $227,300. It’s not an AMG, but you can get a great Mercedes G550 for $123,000 less. Then you can. Mercedes then quietly raised the price of the “base” G-Wagen to $140,000 during the pandemic. Back to the $350,050 price; what other SUV is so expensive? The most obvious is the Rolls-Royce Cullinan, which starts at $341,500. Less obvious is the Range Rover SV Carmel Edition, which retails for $346,475. Of course, exclusivity plays a role in that number, as only 17 will be built, and you have to be at Land Rover’s Pebble Beach Car Week party this year to be allowed to buy one. (I’ve been there! Haven’t bought one! Plus, hot tip: look for more Range Rovers at certain price points.)
what else? The Bentley Bentayga Speed EWB may start at just over $260,000, and you can easily upgrade it to over $300,000. The same basic story applies to the Aston Martin DBX707 and Lamborghini Urus Performante. The Ferrari Purosangue will cost around $400,000 on arrival. As you can see, the G63 4×4² has competition, at least in terms of price. However, none of these have a frame, only the Range Rover has a low range. Portal axis? what! If you’re in the market for an ultra-premium, ultra-luxury SUV that can really do SUV things, it’s basically a party in itself. Unless you count restomod stuff like Icon FJ. Having driven most of the above models — except for the two Italians who are not out yet — if I were to spend $350,000 on an SUV, I’d be torn between the Icon FJ and the Grandpa G. It is actually the pivot of victory. The new 4×4² is very good for the price.
Connor Mason is a passionate automotive journalist and the author behind the popular website motonews.info. With years of experience in the automotive industry, Connor is well-versed in all things related to cars and motorcycles.
