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The Mercedes-AMG CONCEPT AMG GT XX features three axial flux motors delivering more than 1,360 hp of power and a battery with direct-cooled cylindrical cells enabling a top speed of 223 mph.
The CONCEPT AMG GT XX four-door coupé can charge at over 850 kW, adding around 250 miles of range in five minutes.
Mercedes-AMG says that the CONCEPT AMG GT XX offers an insight into a forthcoming four-door series-production sports car based on the high performance AMG Electric Architecture (AMG.EA).
The technological underpinnings of the axial flux motor were originally developed by British electric motor specialist YASA – a 100 per cent subsidiary of Mercedes-Benz AG. The innovative electric motors enable high power from an extremely compact package and enter series production at Mercedes-AMG in 2026.
Thanks to a peak output of over 1,360 hp, the CONCEPT AMG GT XX can reach top speeds of more than 223 mph.
The new high performance battery and the three axial flux motors allow the CONCEPT AMG GT XX to be pushed to its limits repeatedly, offering a new level of continuous performance in the world of electric mobility.
The battery remains in an optimal temperature range even during intense driving, enabling not only performance on the road but also extremely fast charging. The concept vehicle can recharge energy for about 250 miles of range (WLTP) in around five minutes.
Axial flux motors offer many benefits: they are significantly more compact, lighter and, above all, more powerful than conventional electric motors (radial flux motors). The power density of axial flux motors is around three times that of conventional electric motors. At the same time, the motors are around two-thirds lighter and take up just one third of the space.
The motors are packaged into two High Performance Electric Drive Units (HP.EDUs) – one at the front and one at the rear. The HP.EDU at the rear has two axial flux motors.
The battery has new battery cell developments, with NCMA (nickel/cobalt/manganese/aluminium) in the cathode and an anode with silicon content, and direct cooling of the cells. The CONCEPT AMG GT XX has cylindrical cells that are tall and slim which delivers many benefits for cell cooling. The lithium-ion energy storage unit has a high voltage of more than 800 volts.
The CONCEPT AMG GT XX achieves a very high average charging power of more than 850 kW over a wide range of the charging curve.
To match the vehicle’s charging performance, the Mercedes-Benz Charging Unit worked in close collaboration with its partner Alpitronic, the European market leader in high-power charging. Alpitronic has developed a prototype charging station. It is the first charging station able to transmit such a high current via a standard CCS cable.
For the future series-production models, Mercedes-Benz will expand the infrastructure of its own Mercedes-Benz Charging Network with the next generation of high performance charging stations. Customers will benefit from extremely fast charging processes, where charging times differ only slightly from conventional refuelling with fuel.
At 186 mph, around 83 percent of the drive energy is required to overcome drag. Therefore slippery aerodynamics are critical, and despite the wide high-performance tyres, the drag coefficient of the CONCEPT AMG GT XX is cd=0.198.
The CONCEPT AMG GT XX delivers its power to the road with the AMG Performance 4MATIC+ all-wheel drive. Completely decoupled from one another, the three electric motors allow fully variable torque distribution to the front and rear wheels.
The active Aero Wheel resolves the conflict between brake cooling, aerodynamic efficiency, and maximum range. The 21-inch forged aluminium wheel in a five-spoke design is equipped with five movable elements. When closely positioned, these blades seal the wheel flush, thereby reducing air resistance. This improves range and reduces energy consumption.
A control unit located in the vehicle monitors and controls, among other things, the function of the brake system. It detects the need for increased brake cooling. When it sends a signal to the actuators, they deploy and actively open the blades, which opens an annulus on the outer wheel rim. Supported by the radial louvres on the inner side of the aero-blades, cooling air is pumped through the wheel to the brake and back out again. Increasing the air-mass flow in this way achieves not only significantly more efficient brake cooling. The active removal of air from the wheel arch, which interacts aerodynamically with the underbody, has a positive influence on the vehicle’s aerodynamic downforce.
