GT 4-Door Coupé (X290) 2026 AMG GT 4-Door Vision EV

[Merc1]

AMG was a tuner brand unrelated to Mercedes when BMW built their own V8s, but to each his own. This discussion makes no sense when we take gut feelings and create a narrative around that.

Only on paper. In people's perception (reality) they were absolutely associated with Mercedes. Who's cars do you think they were modifying?

M

 

[Dopebouy]

Only on paper. In people's perception (reality) they were absolutely associated with Mercedes. Who's cars do you think they were modifying?

M

Same thing when you mention ‘Brabus’, people just straight up think of Mercedes.

 

[leylandi]

Let's be honest, ever since I was a kid I knew BMW was the brand who brought back the V8 after the devastation of WW2.
So like every single topic here, we will not settle into an agreement. BMW and the V8 have a longer continues relation than MB and the V8.

AMG was a tuner brand unrelated to Mercedes when BMW built their own V8s, but to each his own. This discussion makes no sense when we take gut feelings and create a narrative around that.

 

[Design FIRST]

Let’s be honest, AMGs are the first thing you think about when they say “German V8 car

Going waaaay back for the old-timers:

BMW 502 "Barockengel", Mercedes-Benz W108 300SEL 6.3 and later the W108 3.5/4.5 SEL and SE+ the R107/C107 V8 models,, Opel "KAD I & II" Diplomat V8 (small block 4.7 and 5.4, GM Detroit sourced). The Mercedes-Benz W100 600, Glas V8 and BMW 507 were simply far too rare, far too exclusive to be the among the first that come to mind. Or so it was and is here in Germany.

 

[klier]

Who's cars do you think they were modifying?

M

Not their own, that's for sure.

 

[Swissbob]

Let's be honest, ever since I was a kid I knew BMW was the brand who brought back the V8 after the devastation of WW2.
So like every single topic here, we will not settle into an agreement. BMW and the V8 have a longer continues relation than MB and the V8.

I agree but those were OHV (1954-65) engines AFAIK, the first modern V8 from Germany was the OHC M100 in the 600.

Since then Mercedes Benz builds V8 engines without interruption (1964)

BMW however moved to straight 6 engines in 1968 which they’re building without interruption since the M30 iron pig.

That’s why everybody associates the respective engines with these companies.

 

[Merc1]

Not their own, that's for sure.

That doesn’t make sense.

M

 

[Design FIRST]

Don't get me wrong one of my dream BMW is a V8 E92 M3

Here's an E92 with a V10...

 

[leylandi]

Driving dynamics that defy winter: Final Swedish testing for the upcoming Mercedes-AMG GT 4-Door Coupé

AMG RACE ENGINEER ensures exceptional driving enjoyment
During these tests, the central driving dynamics control system developed by Mercedes‑AMG, the AMG RACE ENGINEER, was put through its paces. With its associated control unit – three driving dynamics rotary controls – the driving behaviour of the future Mercedes‑AMG GT 4‑Door Coupé can be tuned even more finely and individually than before:

• The “Response Control” dial coordinates the response of the electric motors to accelerator pedal commands. This also depends, among other things, on the selected driving programme – from comfortable and harmonious to excessively sharp. The new AMG GT 4‑Door Coupé will have power in abundance. The art is to bring this power to the road as needed and situationally, with maximum agility and traction, but at the same time exemplary driving safety. And that means driving satisfaction for every level of driving skill.
• The “Agility Control” rotary control changes the agility around the vertical axis (individually switchable only in driving programmes S/S+/Race with ESP® off) and thus the cornering behaviour. The variable and adaptable power distribution allows for the perception of a shorter or extended wheelbase. This creates a completely different driving behaviour: from slight understeer to neutral to controlled oversteer.
• The “Traction Control” rotary control – used to control slip – influences the intervention of traction control in nine stages (switchable only in driving programmes S/S+/Race with ESP® off). This feature has already proven itself in the AMG GT R and the AMG GT Black Series.

During dynamic cornering, for example, the rapid control of the drive force distribution to the inner rear wheel creates a defined yaw moment around the vertical axis for spontaneous and precise turn-in. However, the outer wheel is primarily crucial for agility, although the precise interaction between the inner and outer wheel is decisive for an optimal driving feel. The range extends from extremely stable to highly dynamic.

The three driving dynamics rotary controls unleash their full functionality exclusively in “ESP® off” mode. They allow experienced drivers to experience a new level of driving dynamics on closed-off tracks. The “Response Control” function is also available with ESP® on.

High traction and driving stability: AMG Performance 4MATIC+ all-wheel drive
The new AMG GT 4‑Door Coupé transfers its power to the road with the AMG Performance 4MATIC+ all-wheel drive. For the first time in a fully electric sports car, this system uses three axial flux motors. The decoupled electric motors enable maximum variability in torque distribution to the front and rear wheels. In addition, there is the individual distribution of drive force between the two rear wheels (torque vectoring). The optimal drive torque control is continuous and situation-based. The imperceptible blending from rear-wheel to all-wheel drive and vice versa occurs based on a sophisticated matrix that integrates the control algorithms into the entire vehicle system architecture. To ensure optimal traction and driving stability on snow and ice, sensors instantly detect spinning wheels and distribute torque precisely according to the driving situation. Since all electric motors are controlled independently, optimal drive power is maintained.

Additionally, the new AMG GT 4-Door Coupé relies on a high-performance, hydraulic composite braking system. This combines a carbon-ceramic brake on the front axle with a steel brake on the rear axle, allowing for a needs-based and weight-optimised design. This innovative braking concept ensures drivers a consistently precise and pleasantly modulated brake pedal feel – regardless of whether the braking force is generated by recuperation, the friction braking system, or a combination of both systems.

AMG ACTIVE RIDE CONTROL suspension with semi-active roll stabilisation
Furthermore, the AMG ACTIVE RIDE CONTROL air suspension is included. It offers a wide spread between sportiness and comfort through triple-switchable air springs and semi-active roll stabilisation. An 8.2-litre pressure accumulator enables rapid raising and lowering operations, including speed-dependent level control. This can, among other things, further improve the range.

The shock absorbers, adjustable in rebound and compression, feature semi-active, interconnected hydraulic elements that replace conventional anti-roll bars. This reduces roll movements and also enables the wide spread of the AMG driving programmes. A novel lightweight technology made from die-casting and forging saves weight and increases the recycling rate.

The system hydraulically connects the spring struts, making the roll spring rate variable. This increases comfort over uneven surfaces and improves precision during cornering through higher camber stiffness. When driving straight, the system can be fully opened for maximum comfort. The basic principle is based on the hydraulic interconnection of the compression and rebound sides of the dampers. A central pump and valves regulate the system pressure to set the desired roll support and thus the roll stiffness.

Powerful drive technology – even in icy cold
Three innovative axial flux motors combined with directly cooled battery cells are the heart of the new Mercedes‑AMG GT 4‑Door Coupé. The battery concept enables high performance that can be called upon frequently in succession. But not only the power output is impressive; the energy intake during charging is also convincing – even in icy cold conditions.

The battery's temperature control is intelligently adapted to various driving situations and works in both directions: warming up to the optimal temperature window occurs quickly and precisely, as does efficient cooling. The clever aspect is that the individual cells are grouped into laser-welded modules. Integrated into these is the direct cooling of the cells, which ensures optimal heat dissipation but also enables targeted heating. A high-tech coolant based on an electrically non-conductive oil flows around each individual cell, tempering it optimally. The oil flows through cooling channels in the modules, ensuring steady temperature control of all cells.

In Arjeplog and elsewhere: Demanding test programme by Mercedes‑AMG
For decades, Mercedes‑Benz and Mercedes‑AMG have subjected every new model to extreme winter tests near the Arctic Circle. For this purpose, the company operates its own test centre in Arjeplog, a Swedish town in Lapland. There, vehicles are tested at icy temperatures far below freezing on snow-covered roads and the bare ice of frozen lakes. Beyond pure road testing in the far north, intensive tests take place on specially prepared test tracks. These include challenging hill climbs with gradients of up to 20 per cent, test tracks with varying friction coefficients, handling courses, and circular tracks on the almost mirror-smooth ice of the lakes. Such extreme conditions place the highest demands on the vehicles' drive and control systems. The entire test programme for validating a new model comprises over 500 individual tests, supplemented by the specific tuning of driving dynamics and the ESP® system.

 

[Design FIRST]

Driving dynamics that defy winter: Final Swedish testing for the upcoming Mercedes-AMG GT 4-Door Coupé

AMG RACE ENGINEER ensures exceptional driving enjoyment
During these tests, the central driving dynamics control system developed by Mercedes‑AMG, the AMG RACE ENGINEER, was put through its paces. With its associated control unit – three driving dynamics rotary controls – the driving behaviour of the future Mercedes‑AMG GT 4‑Door Coupé can be tuned even more finely and individually than before:

• The “Response Control” dial coordinates the response of the electric motors to accelerator pedal commands. This also depends, among other things, on the selected driving programme – from comfortable and harmonious to excessively sharp. The new AMG GT 4‑Door Coupé will have power in abundance. The art is to bring this power to the road as needed and situationally, with maximum agility and traction, but at the same time exemplary driving safety. And that means driving satisfaction for every level of driving skill.
• The “Agility Control” rotary control changes the agility around the vertical axis (individually switchable only in driving programmes S/S+/Race with ESP® off) and thus the cornering behaviour. The variable and adaptable power distribution allows for the perception of a shorter or extended wheelbase. This creates a completely different driving behaviour: from slight understeer to neutral to controlled oversteer.
• The “Traction Control” rotary control – used to control slip – influences the intervention of traction control in nine stages (switchable only in driving programmes S/S+/Race with ESP® off). This feature has already proven itself in the AMG GT R and the AMG GT Black Series.

During dynamic cornering, for example, the rapid control of the drive force distribution to the inner rear wheel creates a defined yaw moment around the vertical axis for spontaneous and precise turn-in. However, the outer wheel is primarily crucial for agility, although the precise interaction between the inner and outer wheel is decisive for an optimal driving feel. The range extends from extremely stable to highly dynamic.

The three driving dynamics rotary controls unleash their full functionality exclusively in “ESP® off” mode. They allow experienced drivers to experience a new level of driving dynamics on closed-off tracks. The “Response Control” function is also available with ESP® on.

High traction and driving stability: AMG Performance 4MATIC+ all-wheel drive
The new AMG GT 4‑Door Coupé transfers its power to the road with the AMG Performance 4MATIC+ all-wheel drive. For the first time in a fully electric sports car, this system uses three axial flux motors. The decoupled electric motors enable maximum variability in torque distribution to the front and rear wheels. In addition, there is the individual distribution of drive force between the two rear wheels (torque vectoring). The optimal drive torque control is continuous and situation-based. The imperceptible blending from rear-wheel to all-wheel drive and vice versa occurs based on a sophisticated matrix that integrates the control algorithms into the entire vehicle system architecture. To ensure optimal traction and driving stability on snow and ice, sensors instantly detect spinning wheels and distribute torque precisely according to the driving situation. Since all electric motors are controlled independently, optimal drive power is maintained.

Additionally, the new AMG GT 4-Door Coupé relies on a high-performance, hydraulic composite braking system. This combines a carbon-ceramic brake on the front axle with a steel brake on the rear axle, allowing for a needs-based and weight-optimised design. This innovative braking concept ensures drivers a consistently precise and pleasantly modulated brake pedal feel – regardless of whether the braking force is generated by recuperation, the friction braking system, or a combination of both systems.

AMG ACTIVE RIDE CONTROL suspension with semi-active roll stabilisation
Furthermore, the AMG ACTIVE RIDE CONTROL air suspension is included. It offers a wide spread between sportiness and comfort through triple-switchable air springs and semi-active roll stabilisation. An 8.2-litre pressure accumulator enables rapid raising and lowering operations, including speed-dependent level control. This can, among other things, further improve the range.

The shock absorbers, adjustable in rebound and compression, feature semi-active, interconnected hydraulic elements that replace conventional anti-roll bars. This reduces roll movements and also enables the wide spread of the AMG driving programmes. A novel lightweight technology made from die-casting and forging saves weight and increases the recycling rate.

The system hydraulically connects the spring struts, making the roll spring rate variable. This increases comfort over uneven surfaces and improves precision during cornering through higher camber stiffness. When driving straight, the system can be fully opened for maximum comfort. The basic principle is based on the hydraulic interconnection of the compression and rebound sides of the dampers. A central pump and valves regulate the system pressure to set the desired roll support and thus the roll stiffness.

Powerful drive technology – even in icy cold
Three innovative axial flux motors combined with directly cooled battery cells are the heart of the new Mercedes‑AMG GT 4‑Door Coupé. The battery concept enables high performance that can be called upon frequently in succession. But not only the power output is impressive; the energy intake during charging is also convincing – even in icy cold conditions.

The battery's temperature control is intelligently adapted to various driving situations and works in both directions: warming up to the optimal temperature window occurs quickly and precisely, as does efficient cooling. The clever aspect is that the individual cells are grouped into laser-welded modules. Integrated into these is the direct cooling of the cells, which ensures optimal heat dissipation but also enables targeted heating. A high-tech coolant based on an electrically non-conductive oil flows around each individual cell, tempering it optimally. The oil flows through cooling channels in the modules, ensuring steady temperature control of all cells.

In Arjeplog and elsewhere: Demanding test programme by Mercedes‑AMG
For decades, Mercedes‑Benz and Mercedes‑AMG have subjected every new model to extreme winter tests near the Arctic Circle. For this purpose, the company operates its own test centre in Arjeplog, a Swedish town in Lapland. There, vehicles are tested at icy temperatures far below freezing on snow-covered roads and the bare ice of frozen lakes. Beyond pure road testing in the far north, intensive tests take place on specially prepared test tracks. These include challenging hill climbs with gradients of up to 20 per cent, test tracks with varying friction coefficients, handling courses, and circular tracks on the almost mirror-smooth ice of the lakes. Such extreme conditions place the highest demands on the vehicles' drive and control systems. The entire test programme for validating a new model comprises over 500 individual tests, supplemented by the specific tuning of driving dynamics and the ESP® system.

There is little doubt in my mind that M-B/AMG engineers have mastered what is currently possible with regard to automotive drivetrain, audiotactility and driver assistence "e-tech". If anything, this vehicle is destined to become a pinnacle, halo display of innovative, technological competence. And in this particular context, "it won't sell" naysayers are not of significance.

Hopefully, the experience will not be diminished by questionable aesthetics along with afterthought ornamentation.

 

[AndreB]

This car better have 0-100 in 2 seconds and 2000 hp, faster than the Chinese hyper ev, otherwise it doesn't make sense.

 

[Dopebouy]

This car better have 0-100 in 2 seconds and 2000 hp, faster than the Chinese hyper ev, otherwise it doesn't make sense.

it will have 1350hp

 

[klier]

This car better have 0-100 in 2 seconds and 2000 hp, faster than the Chinese hyper ev, otherwise it doesn't make sense.

Nobody cares when an EV 40k Volvo already does 3.5 secs to 100 km/h. It's completely meaningless, and I seriously doubt many people will even feel the difference between 3.5 seconds and 2 seconds when inside the car.

This Mercedes is going to be fugly beyond words. I can already see it through the camo. Giant flop incoming.

it will have 1350hp

Around 1 megawatt. Similar to the upcoming iM3, yet the car will be twice as expensive and like two classes higher in the books. DOA

 

[leylandi]

I don't think it will be ugly. It will be a stunning car in every aspect. I don't care how many will sell.

 

[AndreB]

Nobody cares when an EV 40k Volvo already does 3.5 secs to 100 km/h. It's completely meaningless, and I seriously doubt many people will even feel the difference between 3.5 seconds and 2 seconds when inside the car.

Some people will buy it just to brag that it can smoke any car on the street.

If its as expensive as Taycan Turbo GT then indeed it will be a big flop.

I don't think it will be ugly. It will be a stunning car in every aspect. I don't care how many will sell.

Yeah, Mercedes company does not care either, they get revenue from the internet likes.

 

[leylandi]

Some people will buy it just to brag that it can smoke any car on the street.

We will need Rimac...That's a pointless argument. Even electric SUVs now reach 100 km/h in 3 seconds. More than just speed is needed now.

 

[Design FIRST]

I personally suspect that M-B/AMG also has an objective of promoting their prowess as, among other things, a cutting-edge engineering firm and projecting current masterclass technologies (and evolutions of such) into a broader, longer term scenario that will, in all likelihood, be inevitable.

 

[klier]

More than just speed is needed now.

What kind of more is there except for range and charging speed? EV is EV, it's all the same.

More car around the EV parts I guess. I really don't know.

 

[AndreB]

We will need Rimac...That's a pointless argument. Even electric SUVs now reach 100 km/h in 3 seconds. More than just speed is needed now.

Rimac doesn't have any unique technology compared to mainstream EV manufacturers. Insane speed was achieved many years ago by Tesla, new EV's are fast charging.

The next step is solid-state batteries, offering higher energy density, increased range and ultra fast charging speed in entry level models and of course prices similar to ICE cars.

I personally suspect that M-B/AMG also has an objective of promoting their prowess as, among other things, a cutting-edge engineering firm and projecting current masterclass technologies (and evolutions of such) into a broader, longer term scenario that will, in all likelihood, be inevitable.

I really wonder what new technologies they can put in this car, maybe very high efficiency/range while offering insane performance but Lucid Sapphire already achieved that.

 

[Esp5]

And in this particular context, "it won't sell" naysayers are not of significance.

I don't think it can be separated into different contexts; it's one business. The romantic notion of a "only" technological showcase compatible with the idea that losing 1 billion euros doesn't exist in the current environment for Europeans. Or do you think Mercedes can afford more failures without Ola getting the boot? They're going to make the mistake, and it will have consequences.

The next step is solid-state batteries, offering higher energy density, increased range and ultra fast charging speed in entry level models and of course prices similar to ICE cars.

I suppose they'll be released in the next generation. I wonder if they require new platforms or if they're compatible with the ones that have just been released.