Mercedes-Benz G-Class (W463, 2002 to 2018) buying guide

The first US G500 used a 5.0-liter V8 with 292 hp. From 2005 the G550 moved to a 5.5-liter V8 with 382 hp, and according to CarGurus the G500 name became G550 in 2009. The seven-speed automatic arrived in 2007, replacing the five-speed. The G55 AMG used a supercharged V8 that reached 500 hp by the end of its run. The twin-turbo G63 AMG followed with up to 563 hp, and the G65 AMG added a V12 with 621 hp for a few buyers. North America never got the diesels sold in Europe.

REREV lists 2005, 2006 and 2014 as the best US-market years, and 2002, 2003, 2004 and 2017 as years to avoid. The reason for the early cars is electrical: door lock, window regulator and seat motor faults are worst in 2002 to 2004 and largely resolved by 2005 to 2006, according to REREV and CarsCounsel. CarGurus calls the 2002 to 2008 G500 and early G55 AMG the most problematic North American models, with many electrical issues, and says 2009 and newer cars tend to have fewer problems and lower upkeep costs.

The 2014 G550, a naturally aspirated V8, is rated by owner forums among the most reliable, per REREV. CarsCounsel calls the 2004 to 2008 G55 AMG the enthusiast choice, with its supercharged V8 and solid-axle off-road ability, but warns it needs specialized maintenance. The same source says the 2002 to 2008 cars are mechanically bulletproof with the M113 V8 but need careful rust and electrical inspection.

Engine choice carries its own risks. CarsCounsel says 2009 to 2015 G550s with the M273 V8 are said to suffer early timing chain guide wear, and that the 2016 to 2018 twin-turbo M278 can score cylinders in cold climates if not warmed up. Our pages on the G 550, G 55 AMG and AMG G 63 show each version in detail.

The faults below come from specialist and owner-led sources, so treat the model-year ranges as theirs.

Rust

Door hinges, running boards, the spare tire lock, the windscreen surround and the underbody corrode, especially in salt-belt states, according to REREV. HotCars adds the tailgate and taillight area. Repair can run $1,500 to $4,000 or more per panel, REREV says.

Early electrical faults

Door locks, window regulators and seat motors fail on early cars, worst in 2002 to 2004 and largely sorted by 2005 to 2006. CarsCounsel also reports SAM module failures, and says water intrusion can cause electrical problems.

Timing chain guide wear

CarsCounsel says 2009 to 2015 G550s with the M273 V8 are said to wear the timing chain guides early. The repair is expensive and needs the engine out of the truck.

Cylinder scoring

On the 2016 to 2018 G550 with the M278 twin-turbo V8, cylinder scoring can occur in cold climates if the engine is not warmed up properly. Ask how the car was driven and where it lived.

Crank position sensor

A failed crankshaft position sensor on the 2002 to 2008 G500 can leave you stranded. REREV puts the repair at $300 to $600.

Driveline and springs

HotCars lists drive shaft failure as a known weak point, along with broken springs on trucks used hard off-road.

HotCars and CarGurus both say the G-Class is not cheap to maintain, and that no model is cheap to repair. CarGurus goes further and calls it hugely expensive to buy, maintain and insure.

REREV gives window regulator, door lock and handle repairs as averaging $110 to $139 per instance, and rust repair at $1,500 to $4,000 or more per panel. It puts a crankshaft position sensor fix at $300 to $600. The timing chain guide job on M273 engines is expensive, CarsCounsel says, but no figure is given. Our price guide shows what the cars sell for.