No V-8, No Problem: 2025 Mercedes-Benz G550 Tested

Yahoo

26-03-2025

The back seat is tiny, and the price tag is large. When you drive at night, strange reflections of oncoming traffic play havoc across the flat-windowed interior. The electric version handles better. Only the AMG G63 gets a V-8. There are lots of reasons to dislike the 2025 Mercedes-Benz G550, but it would take a pettier soul than ours to do so. The Mercedes glam box manages to make the most mundane errands feel like red-carpet arrivals, and for that we can't stay mad at it.
The G-wagen remains slab-sided and tall for 2025 but boasts an extra-toothy grille, reshaped front and rear bumpers and A-pillars, and a kick-up spoiler on the roof. Visually these changes are small, but Mercedes says they help direct air over the top of the G-class and around the sides for a quieter, more efficient ride. We averaged 16 mpg on our recent drive, proving there's only so much efficiency a rolling shipping container can muster (the EPA quotes it at 18 mpg combined). If you want to skip the pump altogether, there's always the electric G580. We can vouch for the latest G550's hushed ride, as there's only 67 decibels of noise inside at 70 mph, and any wind and road roar can be easily drowned out by the Burmester audio system.
The new model year's move from twin-turbo V-8 motivation to a 48-volt-assisted inline-six is big news in G-wagen circles. Considering the G550's native habitat is expensive grocery store parking lots and Wilshire Boulevard gridlock, the topic of engine choice seems barely relevant; it doesn't take much horsepower to pull up to the valet at the Beverly Wilshire on Rodeo Drive, but part of the G's appeal has always been its capable underpinnings, a blue-collar tool kit hidden in the designer briefcase.
Not to fear, because while the new turbocharged and supercharged 3.0-liter six lacks the bass vibrato of the V-8, it still has a decent burble and, more importantly, produces 443 horsepower and 413 pound-feet of torque, which is enough scoot to get the G550 through the quarter-mile in 13.6 seconds at 101 mph. Reaching 60 mph takes 5.0 seconds, which is a smidge quicker than the previous V-8 version, despite the new model having 37 fewer pound-feet of torque.
Of course, what the test track can't showcase is the G550's intimidation factor. It may not be the quickest vehicle in a freeway-merging matchup, but when you floor it and the nine-speed automatic drops a few gears and your victim sees that big brick accelerating in their rearview, they tend to drop back out of fear, or respect. We'll take either one.
But the G550 doesn't automatically win everyone over. During testing, technical editor Dan Edmunds was unimpressed, especially on the skidpad where the G550 managed only a stability-control-inhibited 0.63 g with moderate understeer, while its electric sibling beat it soundly by pulling 0.80 g. At least the G550 stops similarly well, coming to a halt from 70 mph in a relatively trim 165 feet to the G580 EV's 162 feet. But we'll counter by saying there's no need to hustle about when you're enjoying a heated-stone massage and pondering the mood lighting you need for that evening's outing. If you want a canyon-carving SUV, there are several other German offerings that specialize in that. The G-wagen is for stately maneuvering in comfort, traversing unpaved hunting-lodge driveways in comfort, and towing showy boats—up to 7000 pounds' worth—in comfort.
And comfortable it is. Opening the door is like unlocking a safe full of valuables, both in the vacuum-releasing click of entry and the rich smell of leather and wood that greets you when you climb inside. Our test car had the classic pairing of a dark foresty green exterior with a toasty saddle-tan leather interior full of quilted panels and silvered dark wood accents. The steering wheel is a delight, wrapped in leather so soft it's almost silk and better laid out than what's in Mercedes-Benz's sedans. Even though it uses the same touch-sensitive controls of other models, they are not so prone to accidental engagement.
Seating is high up and throne-like, with a large menu of heating, cooling, and adjustment elements. We had several friends pop inside just to take advantage of the massage feature, even when we weren't going anywhere—but not all at once, because while the front seats are truly royal accommodations, the rear seats are surprisingly stingy on legroom. When combined with the optional rear-seat entertainment system ($2990), the second row becomes downright unpleasant. Anyone planning to use the G550 as a family hauler best check their car-seat measurements before clicking that option box.
Carefully considering options is important, as it's easy to raise the G550's already elevated $149,400 starting price into AMG G63 territory. Ash wood trim, leather grab handles, AMG Line dress-up options, nappa leather upholstery, those magnificent massaging seats, and many other personalizations brought our test car up to $182,240.
Which brings us back to our initial thoughts on G-wagens. Mercedes managed to make a formerly bare-bones military transport truck into an envy-inspiring luxury cruiser, and even knowing that the magic trick has been done, we remain enthralled. The G-class isn't the best choice for large families, and it's not the most efficient choice for solo driving, but it remains unrivaled as a fashion statement. The hefty cargo area and sturdy all-wheel-drive chassis offer enough capability to argue that a G-wagen isn't just trendy, it's sensible. Who can be mad about that?
You Might Also Like
Car and Driver's 10 Best Cars through the Decades
How to Buy or Lease a New Car
Lightning Lap Legends: Chevrolet Camaro vs. Ford Mustang!