OVR G63 Suspension Upgrade: Taming the Ride Without Lifting It

While the truck’s power and capability are impressive, the factory ride made us think twice about hitting the trails for anything longer than a day trip. That had to change. 

With our goal of building a capable weekend trail rig and a comfortable daily driver—without raising the roofline—we turned to the G-Wagon specialists at Jack Wagon Overlanding.

They guided us to a suspension setup that improves comfort and performance while keeping our G63 at factory ride height.

The Shocks

At the core of our new setup are FOX Performance Series 2.0 Smooth Body Reservoir Shocks—specifically part numbers 985-26-237 (front) and 985-26-138 (rear). These 2.0-inch diameter aluminum-body shocks offer major improvements over the factory AMG dampers in several ways. 

The CNC-machined aluminum bodies not only resist rust and corrosion but also dissipate heat far better than traditional steel-body shocks.

That heat management becomes critical when running extended dirt sections, especially with the G63’s extra curb weight and 563-hp twin-turbo V8 pushing it along.

Each shock includes an external reservoir—piggyback-style for a clean, simple install—which increases oil capacity to reduce heat fade. On long bumpy roads or rough trails, the difference in consistency is noticeable.

Internally, the shocks are valved with race-developed high-flow pistons and feature independent rebound and compression adjusters. Ours came with an 8-click adjustable compression dial, letting us easily tune the damping feel with a simple turn of the knob.

Whether you want it firmer for load-carrying or dialed down for a plusher ride, these shocks make it possible without any tools.

Steering Stabilizer

We also added a FOX Performance Series 2.0 IFP Steering Stabilizer (985-24-063), another popular upgrade for modified G-Wagons. This nitrogen-charged monotube damper helps control feedback to the steering wheel, especially with our larger-than-stock tires.

It features a high-pressure Internal Floating Piston (IFP) design that keeps the damping oil and nitrogen separated, reducing cavitation and fade. The result is more consistent steering feel, better tracking on the freeway, and reduced bump steer off-road.

To make the stabilizer bolt up properly on the G63’s unique front end, we installed Jack Wagon’s Steering Stabilizer Extension Bracket, a small but essential piece of the puzzle. The bracket offsets the mount location, ensuring full range of motion and proper clearance from other components.

It’s a simple part, but critical for a clean and functional install—especially when working with the heavier steering hardware of the W463 chassis.

Height Restrictions

Now, one of the core build limitations we’ve imposed on the OVR G63 is that it must stay garage-friendly. We’re not trying to turn it into an over seven-foot-tall expedition rig that ends up living in the driveway, exposed to the elements day in and day out. That meant no lifts, no portal axles, no tall rooftop tents.

That said, we still wanted improved ride comfort and more articulation. Fortunately, Jack Wagon offers an option we didn’t initially expect—factory height coil springs with a revised spring rate.

Their factory-height springs for W460/461/463 models maintain the stock ride height but ditch the AMG stiffness in favor of a more compliant rate, designed for comfort and controlled off-road travel.

These springs are made from high-quality materials and are designed to work with stock and aftermarket shocks alike. The result is a suspension that sits at factory height, but with a much more forgiving feel over uneven terrain and speed bumps alike.

Install

After RPM Off-Road Garage installed and aligned our new suspension setup along with new 32-inch Toyo tires and Bradley wheels, we took the G63 out for back-to-back weekend shakedowns—first in the open desert, then in the forested mountains of Southern California.

Test Runs

But before we ever left the city, we already noticed a huge difference. The new shocks and springs smoothed out the harsh ride, soaked up impacts, and made the truck feel more confident and composed. The “thump” we used to feel over cracked pavement and freeway expansion joints was gone.

On the trail, the FOX shocks kept the tires planted without bouncing us out of the seat. High-speed washboard roads were far more tolerable, and on slow-speed rocky sections, the suspension flexed more predictably, with less of the sudden rebound we used to get from the stiff factory dampers.

Even with the shocks left on their factory settings, the OVR G63 is noticeably more pleasant to drive both on and off pavement. 

Ride height remains garage-compliant. Even though we gained about an inch of height overall thanks to our larger 32-inch tires, the truck still fits comfortably under a standard residential garage door. The new springs didn’t sag, and their softer rate didn’t compromise control even at higher speeds on twisty canyon roads.

Whether the springs will sag once we add more overland-specific gear remains to be seen. We’ll report back after future upgrades are installed.

We haven’t yet had the chance to fine-tune the FOX adjustment clicker knobs yet, but we’re looking forward to experimenting with the shock settings to match different loads and terrains as the build progresses.

Next on the List

Our next intended mods are an exhaust system and a set of functional rock sliders to protect our rocker panels without compromising clearance. The OVR G63 continues to evolve, and we’re excited to share each step of the way. Follow the build here on OVRmag.com and on social media via @ovrmag.

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