Mega-power Taycan rival shows radical future of Mercedes-AMG

“Some might see it as a sports car, others as a grand tourer,” said Schäfer. “It merges both worlds. But the most important thing is it must evoke desire.”

Its most striking design element can be found up front, where AMG’s Panamericana grille has been reshaped into a more concave, oval form with 10 vertical strakes. This is flanked by recessed headlights and a deep splitter. 

Elsewhere, the bonnet features functional vents to extract heat, the windscreen is steeply raked for improved aerodynamics and the roof receives a defined central channel. Along the flanks, frameless doors with flush handles and compact aero mirrors reduce drag, while the side sills are sculpted for airflow management.

At the back, notably, the concept is missing a rear window. Below, six small round tail‑lights are joined by a 730‑LED light panel that can display an array of messages. An airbrake spoiler deploys under heavy braking or at high speed, working in tandem with a large carbonfibre diffuser.

Aerodynamic efficiency extends to the 21in alloys, which feature active blade sections – five per wheel – that open to aid brake cooling and close at speed to reduce drag.

All this combines for a drag coefficient of 0.19, which, if carried over, would make the production model one of the slipperiest cars on sale. The 0.19 figure is not as low as the EQXX’s record‑breaking 0.17, but Schäfer said the brief for the GT XX was to give precedence to downforce and cooling over outright drag reduction.

To compensate, a complex underfloor aerodynamic package is designed to generate a venturi effect, contributing to what AMG describes as “exceptional aerodynamic balance”.

At 5204mm long, 2130mm wide and 1317mm tall, the GT XX is 150mm longer, 61mm wider and 130mm lower than the existing internal-combustion-engined GT 4‑Door Coupé launched in 2018. These dimensions are expected to carry over into the production car, which will be built at Mercedes‑Benz’s Sindelfingen manufacturing facility in Germany. By way of comparison, the Porsche Taycan is 4963mm long, 2144mm wide and 1379mm high.

The vivid Sunset Beam orange paint is a nod to past Mercedes research prototypes and concepts including 1970’s C111 and the more recent One‑Eleven.

POWERTRAIN

The heart of the GT XX is its tri‑motor drivetrain: two axial‑flux motors at the rear, with a third up front that can decouple under light loads to reduce mechanical drag. Combined output is 1341bhp, which is sent to all four wheels via a fully variable 4Matic+ system.

These motors, created by Mercedes-owned UK manufacturer Yasa, which also supplies Ferrari and Lamborghini, will be used by all electric AMGs and the most powerful Mercedes-Benz models.

Electricity is drawn from the 114kWh oil‑cooled cylindrical‑cell battery, which has been developed in partnership with AMG’s Formula 1 powertrain division in Brixworth, Northamptonshire. According to AMG, oil immersion offers greater surface area and more efficient heat transfer under sustained load than conventional liquid cooling.

Operating at “more than” 800V, the battery theoretically supports DC charging at up to 850kW, although no public chargers currently offer such capacity. AMG has not yet quoted a WLTP range, but it says the GT XX can recover around 249 miles of range in five minutes.

“Three years ago, 300kW charging on the road was unthinkable,” said Schäfer. “Now it’s reality. We’re already seeing 480kW stations in China. 1000kW parks will come.”

The GT XX uses a double‑wishbone front and multi‑link rear suspension set‑up, combined with adaptive air springs. It also features the active roll control and rear‑wheel steering systems set to be adopted by its production sibling. AMG claims a 50:50 weight distribution.

SOUNDTRACK

AMG claims to have gone to great lengths to retain the emotional appeal that remains a draw of today’s V8-powered models. For example, an eight‑speaker exterior sound system – mounted in the headlight housings – mimics acceleration sounds.

“AMG is about more than just performance,” said Schäfer. “It’s about emotion – how a car sounds. We believe an electric AMG can still deliver that experience.”

Inside, the cabin mixes luxury saloon cues with GT3 race car elements. Dual digital displays (10.25in and 14in) dominate the dash, while the steering wheel is inspired by the AMG One. Illuminated orange piping echoes the car’s high‑voltage cabling, and seats feature 3D‑printed ergonomic inserts.