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By Jonathan Crouch

The Mercedes-AMG GT 4-Door Coupe turns EV. Jonathan Crouch takes a look.

Ten Second Reviewword count: 35

AMG re-invents its GT 4-Door Coupe performance model for a new EV generation. And manages to prove that the tactile driver-centric charisma of this model's V8 predecessor really can be replicated in the BEV era.

Backgroundword count: 137

AMG was once merely a tuning specialist. But for the last decade or so, it's been increasingly turning its hand to bespoke models. This is the most significant one yet - the second generation Mercedes AMG GT 4-Door Coupe. This isn't quite the Stuttgart sub-brand's very first electric car (that was the ultra-rare SLS AMG Electric Drive model of 2013). But it's AMG's first full-production dedicated EV, built on a platform christened AMG.EA, a chassis created specifically for performance. But what kind of performance? The original X290-generation version of this model attracted customers in search of the wildest version of Affalterbach's 4.0-litre V8, charisma you'd expect this replacement C590 EV version would struggle to emulate. But AMG says not, delivering here what it claims is the most thrilling performance EV yet made. Let's take a closer look.

Engines and Tech Specword count: 728

This EV-era AMG GT 4-Door Coupe comes in three distinct flavours. The line-up's starting point is the GT 53, which uses a dual motor powertrain developing 544hp with synthetic engine sounds replicating a classic AMG 3.0-litre straight six. Those used to the previous generation model will prefer the two faster alternatives, both featuring a V8-inspired AMG soundtrack. With those, a second motor is added to the car's rear axle assembly, boosting power to 816hp in the GT 55. Or to a massive 1,169hp in the top GT 63. The latter figure easily out-strips the 843hp figure of the fastest version of the previous generation model (the GT 63 S E Performance); and more significantly, overtakes the previously class-leading 1,019hp figure of a rival Porsche Taycan Turbo GT. Whichever model you choose, there's a 106kWh battery pack offering 483 miles of range in the GT 53, a figure that falls to 421 miles with the faster GT 55 and GT 63 variants. All models have a fully-variable 4MATIC+ four wheel drive system with a single-speed planetary gearbox at the back. And a front motor that operates as a boost unit, engaging only when required and disconnecting under lighter loads to reduce drag. In the tri-motor versions, there's torque vectoring across the rear axle. And all the motors used are of the special F1-inspired axial-flux design (rather than the usual EV radial-flux units), which makes them faster responding. You'd expect all of this to translate into stunning performance and, despite the car's prodigious 2,460kg kerb weight, it does. Even in the base GT 53, 0-62mph takes just 3.5s en route to as much as 143mph. With the GT 55, the figures are 2.8s and 162mph. And for the top GT 63, 0-62mph takes just 2.4s en route to 162mph, thanks to 2,000Nm of torque. Three physical dials on the centre console can be used to adjust the driving experience and there are nine stages for each. 'Response' alters the ferocity of power delivery and throttle response. 'Agility' alters torque distribution through the corners; and 'Traction' deals with the traction and stability programs. In total, combining these options with the three dials, the driver has 729 potential different settings. The GT 4-Door Coupe gets AMG's most advanced suspension set-up of course, an AMG RIDE CONTROL+ active system combining three-chamber air springs with semi-active roll stabilisation. With this, conventional roll bars are replaced by hydraulically-interconnected dampers which constantly vary roll stiffness within parameters set by the car's five available drive modes, which include 'Drift' and 'RACE'. The forged aluminium suspension uses four links at the front and five links at the rear. And there's a rear-axle steering system that promotes low-speed agility and high-speed stability by turning the rear wheels by up to 6-degrees through the turns. The braking system uses carbon ceramic discs, though only at the front (there are steel discs at the rear). And the whole set-up integrates with an energy recuperation system that can be adjusted via steering wheel paddles. Driver engagement has also been prioritised. First through that remarkably realistic synthesised sound system we mentioned earlier, which is paired with haptic feedback through the seat structure. And second through what's called a 'Synthetic Sequential Shift' function - basically simulated gearbox with steering wheel paddleshifters - like the sort of thing we first saw on an EV on Hyundai's IONIQ 5N. This set-up though, is more advanced, its effect reinforced by a centrally-mounted rev counter whose needle sweeps back and forth to suit the rising and falling vibrations. Control of the powertrain and chassis is handled by the AMG Race Engineer system which links together suspension, motor and braking functions. And as well as Launch Control, there's an available 'Boost' function, activated by pulling on the steering wheel paddles for an extra surge of acceleration. This lasts for 55 and 63 seconds respectively (in either the GT 55 or the GT 63), as throttle response is sharpened and the seat belts tighten. There's an active rear spoiler that deploys at just over 90mph. And an active rear diffuser (optional on the GT 53) that delivers additional high-speed downforce and extends from the rear bumper. With this, two under-body venturis are deployed from about 120mph to press the car into the tarmac. All these aero features can be manually operated via n 'Aero Set-up' menu on the centre screen.

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