The AMG GT 4-Door Is Electric Now. 1,169 PS, 600 kW Charging, and a Fake V8 That Actually Sounds Right.

AMG's first fully electric car is not a rebranded Mercedes with performance badging. It is built on a dedicated platform called AMG.EA, developed specifically for this car in Affalterbach, and the numbers it arrives with are difficult to contextualise against anything currently on sale. Peak power is 1,169 PS, available for bursts of up to 63 seconds before the system needs to cool. Continuous power is 721 horsepower. Torque is 2,000 Nm. The 0-62 mph time is 2.1 seconds. The 0-124 mph time, which is the figure that genuinely distinguishes a hypercar from something merely very fast, is 6.4 seconds. Top speed is 186 mph. Autotrader UK's Rory Reid got first access to the car ahead of its retail launch in the second half of 2026.

For context on what AMG is replacing: the outgoing petrol GT 4-Door in its most extreme form was a 630 hp twin-turbo V8 machine that topped out at around 196 mph and dispatched 0-62 in 3.2 seconds. The electric successor is significantly faster off the line and delivers substantially more torque, though the top speed is marginally lower. Where the electric car makes a genuinely different argument is in its charging capability: 600 kW peak, with AMG claiming 285 miles of range restored in 10 minutes. The 800-volt architecture uses 2,660 individual cylindrical cells, each liquid-cooled, which is what allows the battery to sustain performance under hard use without thermal throttling becoming the story. The claimed range is 430 miles. AMG rivals like the Porsche Taycan Turbo GT charge at up to 320 kW; the GT 4-Door's 600 kW figure, if it holds up in real-world conditions, would represent a step change in how quickly a high-performance EV can be turned around.

The three motors are axial flux units, a design where magnetic force acts across the flat face of the motor rather than radially around its circumference. AMG describes this as producing motors that are 66% smaller and 33% lighter than conventional equivalents while delivering higher continuous output. One motor sits at the front axle, two at the rear. The AMG Race Engineer system in the cabin gives the driver nine levels of throttle response, nine levels of traction control, and an agility setting that shifts torque distribution front to rear when traction control is switched off. On sound: AMG developed a system called AMG Force S Plus, drawing on over 1,600 audio files to synthesise a V8 soundtrack modelled on the AMG GTR's acoustics. Haptic feedback simulates gear changes through the chassis. In the video, Reid tests it unsupervised in the studio. His verdict is that it sounds better than expected. The exterior retains the Panamericana grille, adds a star-linked light bar across the front, and comes in two aero configurations: an efficiency package with an active extending rear diffuser, and a performance package with a fixed diffuser and moving underbody flaps. The boot measures 415 litres, and there is a frunk of roughly 41 litres, keeping total storage equivalent to the petrol car.

Bottom line: The case for calling this a real AMG is straightforward: it is faster than what it replaces, built on a dedicated performance platform, and developed in-house rather than adapted from a volume EV. The case against is equally straightforward: the V8 it replaces had a character that no sound synthesis system has yet replicated convincingly on the move. Reid has not driven it yet. The numbers say it should be extraordinary. The question the numbers cannot answer is whether it will feel that way. That answer is coming in the second half of 2026.