Mercedes-Benz and AMG shut down the entire Sixth Street Bridge in Los Angeles last night to unveil its new GT 4-Door Coupe. A massive party chock-full of A-list celebs (including Brad Pitt, Jacob Elordi, Kevin Hart, Diplo) and Formula 1 personalities (including George Russell), plus a rock performance by Blink 182, gathered to witness a major step forward into the electric era, as Mercedes-AMG abandons the V8 engine in favor of a fully electric powertrain.
The new GT puts down huge power figures in order to compete with Tesla’s Plaid, the Lucid Air Sapphire, Porsche Taycan Turbo GT, and Audi RS e-tron GT. And a new design language reveals just how much of a transformational moment this car represents for Mercedes. In person, the styling is not quite recognizable as such, however. Hence all the badging and tri-star light signatures that clearly hark to the brand heritage.
Essentially a production version of the record-breaking Concept AMG GT XX, which set multiple speed and distance marks on the way to driving 24,901 miles in 7 days and 13 hours, the final production form looks smoother and less bloated than previous EVs from Mercedes over the past few years. It’s certainly a far cry from the svelte exterior of the internal-combustion SL and GT two doors, though, arguably a pair of the most stunning automotive designs of the past decade-plus. The large intake scoop up front gives way to headlights that rake sharply back toward the low windshield and flowing roofline.
Unlike the concept car, this production version gets a true rear window before the hindquarters chop off in what’s known as a “kammtail” in automotive parlance. That nearly vertical rear panel seems counterintuitive, but actually works well for aerodynamic efficiency that EVs require to achieve efficient range estimates.
A closer look at the details can reveal sharper edges than expected between all the smooth body panels. And the side skirts pinch inward a fair amount more than photographs tend to portray. The whole car rides lower and longer than expected, too, which exudes more of a performance aesthetic – especially when compared to the upright EQS sedan and even the outgoing internal-combustion GT.
The new EV rides on a skateboard battery platform, with a central spine that holds larger electric powertrain components and allows for improved interior ergonomics. The cockpit leans into tech in a big way, given the all-electric propulsion. Expect all the screens, as typical of Mercedes lately, plus all the individually tailored drive modes. The glass roof – no solid roof will come to the USA – can switch from opaque to transparent at the touch of a button, while also transforming into a twinkling light display at nighttime.
Even if the event itself turned into a Hollywood soiree as much as an automotive debut, Mercedes still shared tons of details to nerd out on. This first true AMG electric explains why Mercedes acquired the British firm YASA in 2021, to source axial-flux motors that promise better packaging, serious weight savings, and more power than the typical radial-flux motors (the main difference being which way the power circles the output shaft). Every GT will employ three axial-flux motors, but in a carryover from the V8 days, AMG will produce at least two versions to start: a 55 and a 63.
The GT 55 receives ratings of 805 horsepower and 1,328 lb-ft of torque, while the 63 steps up to 1,153 hp and 1,328 lb-ft. Thanks to all-wheel traction created by mounting dual motors at the rear with one at the front, the 63 should manage a 0-60 time of 2.0 seconds and a 0-124 time of 6.4 seconds, all on the way to an electronically limited top speed of 186 miles per hour (when equipped with the optional AMG Performance Package).
Of course, range matters just as much as gobstopping acceleration stats for any EV, and the GT’s F1-derived batteries should also keep up with the competition quite easily. The EPA has not yet rated either variant, but on the WLTP protocol, the GT 63 managed 474 miles while the 55 added a handful more. That should translate to about 10 or 20% less in the more stringent EPA figures, but still likely above 400 miles or so for both models.
Active aerodynamics up front, underneath, and at the tail help with the range figures, and Mercedes also promises borderline unbelievable charge times. Topping up from 10-80% takes as little as 11 minutes, while a quick five-minute charge can add up to 168 miles of range. That is, however, provided that any charging station in the United States can actually max out the GT’s 600-kW charge capability—unlikely, given that Mercedes decided to commit to NACS port only, for easier access to the Tesla Supercharger network.
In order to split the gap between track star and grand tourer, for an EV that weighs just over 5,400 pounds, Mercedes employs active air suspension on both the 55 and 63 variants. The 63 also comes standard with a hydraulic roll control system – which might work great in lightweight McLarens but often poses challenges for larger, heavier vehicles. In fairness, past hybrid “AMG E-Performance” models managed to mask enormous masses relatively well, and the GT should if anything allow for optimized weight distribution thanks to the skateboard battery layout and YASA electric motors.
Whether this means that AMG will fully abandon either internal-combustion or hybrid GT variants in the future, Mercedes declined to comment. Other than to reveal that a Euro 7 emissions-compliant inline-six and V8 are already under development, which perhaps suggests that the success of this fully electric variant may affect future plans. The new powertrain does feature fake engine noises and gearshifts, in similar fashion as the Hyundai Ioniq 5N.
As befitting a luxury EV, those noises can turn off to emphasize the serenity that Mercedes has long been so well-known for. By now, there’s no doubt remaining that electric power works well for luxury vehicles, but AMG aims to prove that a big, heavy EV from a legacy automaker can vault up into the ranks of serious performance cars, as well.
