The New Mercedes-AMG GT 4-Door Coupé: 860 kW and Three Axial Flux Motors

AMG has been building the most intense versions of Mercedes-Benz automobiles since 1967. For 55 years, that meant one thing above all else: the engine. The AMG GT 4-Door Coupé changed that formula in 2018 with a 4.0-litre twin-turbo V8 and four seats. Now, for 2026, it changes again — this time fundamentally. The new Mercedes-AMG GT 4-Door Coupé runs on three axial flux motors and a battery co-developed with the same engineers who build Formula 1 power units. There is no combustion engine. And yet everything about it is unmistakably AMG.

This is the first model on the new AMG.EA — AMG Electric Architecture — platform. It is not an adaptation of an existing EV. It is a ground-up performance car designed around a drivetrain concept that did not exist in production form five years ago. Two variants: the AMG GT 63 at 600 kW (816 hp) and the AMG GT 63 S at 860 kW — 1,169 horsepower. Series production begins summer 2026 in Sindelfingen.

How the AMG GT 4-Door Coupé Gets Its Power

The drivetrain concept is the headline. Three axial flux motors — one on the front axle, two on the rear — developed from technology acquired when Mercedes-Benz bought YASA, the British electric motor specialist, in 2021. The axial flux design is fundamentally different from the radial flux motors in most electric vehicles: the magnetic flux runs parallel to the motor’s axis, yielding a shorter, flatter, more powerful unit with higher continuous output and higher torque. The practical result: AMG can reproduce demanding performance runs repeatedly without the thermal degradation that limits other high-power EVs.

Peak output in the GT 63 S reaches 860 kW — 1,169 hp — delivered through AMG’s TORQUE CONTROL system, which manages torque distribution to each individual rear wheel independently. The GT 63 produces 600 kW (816 hp). Both can call on the AMG BOOST function, which pushes up to 110 kW of additional output for 10-second bursts via a steering wheel button. Seven drive programmes — Slippery, Comfort, Battery Hold, Sport, Sport+, Race, Individual — shape how the car deploys that power. The AMG ACTIVE RIDE CONTROL suspension uses electro-hydraulic roll stabilisation at both axles, pairing sports car handling with genuine grand-tourer comfort.

The Battery Behind the AMG GT 4-Door Coupé

The battery carries the most significant provenance in the car. It was developed in collaboration with AMG High Performance Powertrains (HPP) in Brixworth, England — the facility that builds Mercedes-AMG’s Formula 1 power units. The result is designated the AMG High Performance Electric Battery (AMG HP.EB): an 800-volt system using directly cooled cylindrical cells, each one individually bathed in oil to maintain uniform temperature under maximum load. Cooling capacity reaches at least 20 kW. This is not a range-optimised EV battery adapted for performance. It was designed from the cell chemistry upward for repeated high-performance use.

Charging matches the performance brief: 600 kW peak DC charging delivers more than 460 kilometres of WLTP range in ten minutes. The platform is also designed to support WLTP ranges exceeding 700 kilometres in future battery configurations. Vehicle-to-grid and vehicle-to-home capability is included.

Driving the AMG GT 4-Door Coupé

The active aerodynamics system — branded AEROKINETICS — is among the most comprehensive on any production saloon. An active rear spoiler, active rear diffuser, active underbody venturi panels, and active front grille panels all work in coordination, maximising downforce and stability under hard driving. The AMG PERFORMANCE MENU displays every aero element’s live status, alongside real-time energy flow, tyre and motor temperatures, G-force data, and lap times via AMG TRACK PACE. Air suspension automatically lowers the ride height at speed, reducing drag and sharpening steering precision.

The question that follows any electric AMG is the sound question. AMG’s answer here is deliberate rather than apologetic: a 19-speaker system — four of them mounted externally — generates a V8 acoustic experience that rises with power delivery, synthesised to reflect the character of the AMG V8 rather than approximate generic electric-vehicle hum. It can be intensified through the AMG BOOST mode. The choice says something about AMG’s position: they are not trying to redefine what a performance car sounds like. They are trying to make sure this one still sounds like an AMG.

The interior is built around the AMG DRIVE UNIT — a steering wheel-mounted control hub that manages drive programmes, BOOST, and the PERFORMANCE MENU without the driver leaving the wheel. The instrument cluster is a black panel design with full AMG data overlays. Production of the new Mercedes-AMG GT 4-Door Coupé begins at Hall 32 in Sindelfingen this summer — a facility that has been building Mercedes-Benz cars since 1915.

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