Ferrari has found an unexpected way to celebrate the traditional manual gearbox in the modern supercar era. The Ferrari 12Cilindri Manuale combines the Italian marque’s naturally aspirated 6.5-litre V12 engine with a classic H-pattern gear lever, a clutch pedal and the unmistakable metallic sensation of changing gears by hand. There is, however, a technological twist: beneath the traditional controls, the car retains the standard eight-speed dual-clutch transmission.
Limited to just 1,499 examples and reportedly priced at £508,000, the Ferrari 12Cilindri Manuale is more than an exclusive variation of the already remarkable 12Cilindri. It represents a rare statement from a manufacturer renowned for chasing performance: sometimes, the most desirable driving experience is not the fastest one.
With 819 bhp, a naturally aspirated V12 and a manual-style driving experience engineered for the modern era, the 12Cilindri Manuale offers something increasingly difficult to find in contemporary supercars — the pleasure of being involved in every gear change.
Ferrari 12Cilindri Manuale: A Modern V12 With a Classic Soul
The Ferrari 12Cilindri was conceived as a celebration of the brand’s legendary front-engined V12 grand touring tradition. The Manuale takes that philosophy a step further by introducing a three-pedal configuration and a traditional H-pattern gear lever, recalling some of Ferrari’s most memorable analogue-era sports cars.
For experienced Ferrari development drivers, the return of the manual shift pattern reportedly brought back memories of earlier models such as the Ferrari 599 GTB. The metallic interaction between the gear lever and its mechanism evokes a period when changing gear was an essential part of the driving experience rather than a task delegated to software.
Yet the Manuale is not a conventional manual-transmission Ferrari. The existing eight-speed dual-clutch transmission, developed with Magna, remains in place. Instead of mechanically connecting the gear lever to a traditional manual gearbox, Ferrari has developed a sophisticated electronic system that recreates the movements and sensations of a classic manual shift.
That distinction is central to understanding the car. The 12Cilindri Manuale does not abandon modern transmission technology. It uses that technology to bring back an experience that many enthusiasts feared was disappearing from high-performance cars.
The Ferrari 12Cilindri Manuale Is About Driving Feel, Not Lap Times
Modern dual-clutch transmissions can change gear with extraordinary speed and precision. They are particularly effective in high-performance applications, where uninterrupted acceleration and carefully managed torque delivery can make a measurable difference.
Ferrari, however, appears to recognise that outright speed is not the only measure of a great sports car.
The 12Cilindri Manuale deliberately reintroduces the physical involvement of selecting gears, coordinating a clutch pedal and managing the engine’s response. Its purpose is not to outperform the standard 12Cilindri in acceleration or lap times, but to give the driver a more engaging relationship with the car.
The project is also significant because Ferrari has managed to develop this experience around its naturally aspirated V12 while retaining the sophisticated electronic systems that underpin the standard model’s handling characteristics.
The result is an intriguing combination of traditional driving rituals and contemporary engineering — a supercar that looks backwards for inspiration while relying on modern technology to move forwards.
How Ferrari Created a Manual Gearbox Without Replacing the DCT
The most fascinating element of the Ferrari 12Cilindri Manuale lies beneath its traditional-looking gear lever.
In a conventional manual car, the gear lever operates a mechanical linkage that selects the required gear inside the transmission. The driver controls clutch engagement through a pedal, connecting and disconnecting the engine from the drivetrain.
The Ferrari 12Cilindri Manuale follows a different approach. Its gear lever and clutch pedal communicate electronically with the existing dual-clutch transmission, allowing the driver to perform familiar manual-shifting movements without requiring a completely new gearbox.
Position sensors in the clutch pedal monitor its movement, while sensors in the gear lever detect the driver’s intended shift. The system then coordinates the appropriate transmission and clutch operations.
Ferrari’s decision to retain the dual-clutch transmission is also important for the car’s wider dynamic capabilities. The standard 12Cilindri integrates its transmission with the electronic limited-slip differential, torque-vectoring functions, ABS and Ferrari’s vehicle-dynamics control systems.
Replacing that entire arrangement with a conventional single-clutch manual gearbox would require much more extensive engineering and could compromise the carefully integrated driving characteristics that define the 12Cilindri.
The electronic manual system therefore offers an alternative: preserve the existing mechanical and electronic architecture while allowing the driver to interact with the car in a more traditional way.
A Special Gear Lever Engineered to Feel Authentic
Ferrari has paid considerable attention to the tactile qualities of the Manuale’s gear lever.
The mechanism is machined from a billet of high-strength steel, with tight manufacturing tolerances intended to deliver precision and durability. Its internal arrangement uses a spring-loaded piston and eccentric rollers to control the weight of the shift and the way the lever settles into position.
The interaction between the moving components also contributes to the mechanical sensation experienced by the driver.
The gear knob measures 48 millimetres in diameter, following a dimension associated with older Ferrari gear knobs. Its traditional H-pattern provides the visual and physical reference expected from a classic manual transmission.
A solenoid can lock the mechanism to prevent a potentially damaging downshift that would force the engine beyond its safe operating speed. Sensors also begin transmitting predictive signals as the lever moves, helping the transmission prepare for the driver’s intended gear selection.
This level of detail illustrates the difference between simply fitting a decorative manual-style shifter and creating a system intended to reproduce the rhythm and precision of an actual manual gearbox.
Driving the Ferrari 12Cilindri Manuale: Does It Feel Like a Real Manual?
The first impressions of the Ferrari 12Cilindri Manuale reportedly reveal both the strengths and limitations of the concept.
At low speeds, the electronic nature of the system can be difficult to ignore. Selecting first gear is unusually smooth, and clutch engagement lacks some of the subtle mechanical feedback associated with a conventional manual V12 Ferrari.
Drivers accustomed to older models such as the Ferrari 550 Maranello may notice the absence of the small variations in clutch resistance and drivetrain response that make a traditional three-pedal car feel mechanically alive.
The system remains precise and predictable, and stalling is possible, but the initial experience can feel almost too polished.
Once the car is moving, however, the character changes.
The gear lever’s action, the clutch pedal’s response and the metallic sound accompanying each shift begin to work together. The driver develops a natural rhythm, and the electronic system becomes less noticeable.
The naturally aspirated V12 remains the star of the experience, responding sharply to throttle inputs while the chassis delivers the precise turn-in and adjustable handling behaviour expected from Ferrari.
The Manuale’s appeal ultimately depends on how successfully it combines these elements. It may not reproduce every mechanical nuance of a traditional manual transmission, but it aims to capture the sensations that make manual driving so rewarding.
How to Activate Manual Mode
Ferrari has designed the transition into the manual driving experience to be straightforward.
To activate the Manuale’s H-pattern shifting mode, the driver presses the clutch pedal while travelling below approximately 45 mph. The H-pattern symbol on the gear knob then illuminates orange, indicating that the manual-style controls are active.
Drivers can return to automatic operation by pressing the D button on the centre console.
This arrangement allows the car to switch between traditional-style gear selection and the convenience of automatic shifting without requiring a different transmission.
It also means the driver can enjoy the manual experience when the road is inviting and return to automatic operation when traffic or other conditions make it more convenient.
The Ferrari V12 Remains the Main Attraction
At the heart of the Ferrari 12Cilindri Manuale is the naturally aspirated 6.5-litre V12, producing a reported 819 bhp.
The engine’s character is central to the car’s identity. Unlike a turbocharged powertrain that relies on forced induction, the naturally aspirated V12 builds its performance through engine speed, throttle response and a distinctive sound that has become synonymous with Ferrari’s front-engined twelve-cylinder models.
The manual-style controls add another dimension to that experience. Instead of allowing the transmission to make every decision, the driver participates directly in selecting the next ratio and coordinating the clutch.
The combination is particularly appealing because naturally aspirated V12 engines have become increasingly rare as manufacturers face tightening emissions requirements and the broader transition towards electrification.
Ferrari’s approach suggests that the future of the combustion-engine supercar does not necessarily have to be defined solely by increasing power outputs or reducing shift times. Emotional engagement can be just as important.
Ferrari 12Cilindri Manuale: What Are the Limitations?
Despite its traditional controls, the Manuale cannot replicate every aspect of a conventional manual sports car.
The electronic clutch and gear-selection system removes some of the mechanical communication between the driver and drivetrain. The unusually smooth gear engagement may feel less involving at low speeds, particularly to enthusiasts who enjoy the challenge of coordinating a traditional clutch and gearbox.
There are also practical limitations. Incorrect downshifts can still be restricted electronically, and the system does not allow clutchless power shifting in the manner of certain specialised motorsport transmissions.
As with any manual car, poor clutch technique can also cause unnecessary wear, particularly in slow-moving traffic.
Nevertheless, these limitations need to be considered in the context of the project’s purpose. Ferrari is not attempting to recreate an obsolete transmission simply for the sake of nostalgia. It is using contemporary engineering to restore a particular style of driver involvement.
For enthusiasts who value the act of changing gears, that distinction may be less important than the experience behind the wheel.
A Limited-Production Ferrari With a Bigger Message
The reported production limit of 1,499 examples and £508,000 price position the Ferrari 12Cilindri Manuale firmly in the exclusive end of the supercar market.
Its appeal will inevitably extend beyond its performance figures. Collectors are likely to be interested in its rarity, its naturally aspirated V12 and its unusual position within Ferrari’s modern history.
However, the car’s broader significance could be even more interesting.
For decades, the development of high-performance transmissions has focused on improving acceleration, reducing shift times and maximising efficiency. Dual-clutch gearboxes and increasingly sophisticated automatic systems have made conventional manuals difficult to justify in the fastest production cars.
The Manuale challenges that logic by treating the gearshift as part of the entertainment rather than merely a means of transferring power.
It also raises an intriguing question about future Ferrari models. If this electronically controlled manual-style system can be integrated into the existing transmission architecture, could similar technology eventually find its way into other powertrains, including hybrid models?
That possibility remains a matter of future development rather than a confirmed production plan. Nevertheless, the concept demonstrates that the traditional manual driving experience can still inspire new engineering solutions.
Mercedes-AMG is entering a new era with the all-new Mercedes-AMG GT SUV, an electric performance SUV developed entirely in-house from the ground up for the first time in the brand’s 59-year history. Built on the advanced AMG.EA high-performance architecture, the new model combines the practicality and space of a full-size SUV with the acceleration, handling and emotional appeal traditionally associated with AMG sports cars.
With up to 860 kW (1,169 hp), a claimed 0–100 km/h acceleration time of just 2.5 seconds and DC fast-charging capability of up to 710 kW, the flagship Mercedes-AMG GT 63 SUV aims to redefine expectations for high-performance electric SUVs. A maximum WLTP range of up to 700 kilometres, sophisticated active suspension technology and an interior packed with digital features are designed to make the new AMG more than just a straight-line acceleration specialist.
The Mercedes-AMG GT SUV will be offered in three versions: the GT 53, GT 55 and GT 63. The entry-level GT 53 is scheduled to open for orders on 20 October 2026, with prices starting at €113,050. The more powerful GT 55 and GT 63 variants are expected to follow in spring 2027.
Mercedes-AMG GT SUV: A New Chapter for Electric Performance
The new Mercedes-AMG GT SUV represents a significant milestone for the Affalterbach-based performance division. Rather than adapting an existing Mercedes-Benz SUV, AMG has developed the vehicle around its dedicated AMG.EA platform, an architecture engineered specifically for high-performance electric vehicles.
The result is a full-size SUV with a distinctly sporting character. Its low roofline, wide track, muscular bodywork and integrated driving position give it a silhouette closer to a high-performance GT car than a conventional family SUV. At the same time, Mercedes-AMG promises generous passenger space, long-distance comfort and the versatility expected from the segment.
Jörg Burzer, Chief Technology Officer and a member of the Mercedes-Benz Group AG Board of Management, describes the vehicle as a demonstration of how electric performance can deliver sustained power, range and charging speed without the compromises traditionally associated with battery-powered performance cars.
Stefan Weckbach, Chairman of the Management Board of Mercedes-AMG, sums up the concept with a simple philosophy: “SUV by shape. GT by nature.”
That approach places the new Mercedes-AMG GT SUV in an increasingly competitive segment where manufacturers are attempting to combine supercar-level acceleration with everyday usability.
Three Models, Up to 1,169 Horsepower
Mercedes-AMG will launch the GT SUV with three powertrain configurations, offering a choice between two synchronous electric motors and a more sophisticated three-motor arrangement featuring axial flux technology.
The range-topping GT 63 SUV produces up to 860 kW (1,169 hp), while the GT 55 SUV delivers up to 600 kW (816 hp). Both use three electric motors, with two motors positioned at the rear and another at the front.
The entry-level GT 53 SUV takes a different approach, employing two synchronous motors, one on each axle, for a combined output of 400 kW (544 hp).
The key specifications announced by Mercedes-AMG are as follows:
Maximum claimed acceleration: 0–100 km/h in 2.5 seconds for the GT 63 SUV.
Maximum claimed acceleration: 0–200 km/h in 6.8 seconds for the GT 63 SUV.
Maximum speed: 270 km/h with the Driver’s Package.
Maximum claimed WLTP range: up to 700 kilometres, depending on configuration.
Maximum DC charging power: up to 710 kW, depending on battery version.
These figures place the GT 63 SUV firmly in the territory of some of the world’s quickest production performance vehicles, while the GT 53 provides a more accessible entry point into the electric AMG family.
Axial Flux Motors: The Technology Behind the GT 63
The defining engineering feature of the Mercedes-AMG GT 63 SUV is its three-motor electric drivetrain. Unlike conventional radial flux electric motors, axial flux motors use a different magnetic arrangement that can offer high torque and power density within a compact package.
In the GT 63 and GT 55, the electric motors are integrated into high-performance electric drive units, known as HP.EDUs, on the front and rear axles.
The rear drive unit incorporates two axial flux motors, each paired with a compact input planetary gearbox. The motors and gearboxes use oil cooling, while water-cooled silicon carbide inverters manage the high electrical loads.
The front axle features a single axial flux motor, a gearbox and an integrated parking lock. However, this motor does not need to operate continuously. A Disconnect Unit can disengage it when additional front-axle power is unnecessary, reducing drivetrain drag and improving efficiency.
When the driver demands more acceleration or when traction conditions require additional grip, the front motor reconnects rapidly. It also contributes during regenerative braking.
This arrangement allows AMG to combine the benefits of a high-performance all-wheel-drive system with an efficiency-focused operating strategy.
The GT 53 uses two synchronous motors instead. Its front motor can also be disconnected under light loads, while a two-speed transmission on the rear axle balances acceleration with efficiency at higher speeds. A short first gear supports strong launches and urban driving, while the second gear is optimised for motorway cruising.
AMG High Performance Battery: Up to 700 km of Range
High output is only part of the equation for an electric performance SUV. Delivering that power repeatedly without excessive thermal limitations is equally important, particularly during sustained high-speed driving or track use.
Mercedes-AMG addresses this challenge with its AMG High Performance Electric Battery, featuring 800-volt technology and directly cooled cylindrical battery cells.
Two battery configurations are planned, with usable capacities of 106 kWh and 128 kWh. The larger battery uses 22 modules, while the smaller configuration uses 18 modules.
According to Mercedes-AMG, the 128 kWh battery enables a maximum WLTP driving range of up to 700 kilometres. Actual range will depend on the selected model, equipment, driving conditions, temperature and driving style.
The cylindrical cells measure 105 mm in height and 26 mm in diameter. Their dimensions help reduce the distance heat must travel from the cell core to the outer surface, improving thermal management. The aluminium cell housings also provide a combination of low weight and efficient electrical and thermal conductivity.
A full-tab cell design reduces internal electrical resistance, while specialised NCMA cathode and silicon-containing anode chemistry is intended to provide high energy density, rapid charging and long service life.
The most distinctive feature is the cooling system. Rather than relying solely on indirect cooling through conventional battery structures, a specialised electrically non-conductive oil flows directly around each cylindrical cell.
This arrangement is designed to maintain a consistent temperature across the battery pack, supporting high power delivery during acceleration and repeated performance driving.
An integrated thermal-management system coordinates cooling for the battery, electric drive units and other high-voltage components. By directing cooling capacity where it is needed most, the system aims to balance charging speed, performance and efficiency.
710 kW Charging: A Major Step for Electric SUVs
Charging speed is one of the most ambitious aspects of the new Mercedes-AMG GT SUV.
With the 106 kWh battery, the vehicle supports DC charging at up to 600 kW. Mercedes-AMG says this configuration can add up to 380 kilometres of WLTP range in approximately 10 minutes under suitable conditions.
The larger 128 kWh battery raises the maximum charging power to 710 kW, with the manufacturer claiming that up to 450 kilometres of WLTP range can be added in 10 minutes.
For the larger battery, a 10–80 per cent charging session is quoted at as little as 12 minutes. At a 400 kW charging station, the corresponding charging times are approximately 14 minutes for the 106 kWh battery and 16 minutes for the 128 kWh version.
These figures are manufacturer claims based on specified charging conditions. Actual charging performance will depend on charger capability, battery temperature, state of charge and other factors. Reaching the quoted maximum also requires compatible charging infrastructure.
The vehicle can charge at 800-volt stations and is designed to support 400-volt infrastructure through automatic voltage adaptation. Mercedes-AMG also lists compatibility with five regional fast-charging standards: CCS2 in Europe, GB/T in China, CHAdeMO in Japan, CCS1 in South Korea and NACS in the United States.
If these charging capabilities translate into real-world performance, the GT SUV could significantly reduce charging stops on long-distance journeys. However, the availability of charging stations capable of delivering power at these levels will remain a crucial consideration.
AMG ACTIVE RIDE CONTROL+: An Electric SUV With Sports-Car Handling
Despite its substantial dimensions, the Mercedes-AMG GT SUV has been engineered to deliver the precise handling expected from an AMG performance model.
The centrepiece is the new AMG ACTIVE RIDE CONTROL+ suspension, which combines adaptive air springs with active hydraulic pitch and roll stabilisation. It is standard on the GT 63 SUV and optional on the GT 55 SUV.
Instead of relying exclusively on conventional anti-roll bars, the system uses active hydraulic elements to control body movements during cornering, acceleration and braking.
A central pump and electronically controlled valves regulate hydraulic pressure according to the selected driving mode and current driving conditions. The system is designed to reduce body roll in corners, limit front-end dive under braking and minimise front-end lift during acceleration.
Three-stage adjustable air springs, an integrated 8.2-litre pressure reservoir and hydraulically interconnected dampers help the suspension respond rapidly to changes in the road surface.
The system is also designed to maintain comfort when only one side of the vehicle encounters an uneven surface, helping the SUV remain composed on imperfect roads.
Speed-dependent ride-height adjustment further supports aerodynamic efficiency at higher speeds.
The suspension uses a multi-link arrangement at both the front and rear, with forged aluminium components helping to reduce unsprung mass.
The objective is straightforward: deliver the comfort of a premium long-distance SUV while providing the body control and precision required for enthusiastic driving.
Rear-Wheel Steering and AMG Performance 4MATIC+
The Mercedes-AMG GT SUV also features active rear-axle steering as standard, with rear-wheel steering angles of up to six degrees.
At speeds below 80 km/h, the rear wheels turn in the opposite direction to the front wheels. This effectively shortens the vehicle’s turning circle, improving manoeuvrability in urban environments and helping the SUV change direction more quickly.
Above 80 km/h, the rear wheels turn in the same direction as the front wheels, by up to one degree. This effectively lengthens the wheelbase and improves stability during high-speed lane changes and sweeping corners.
The system works alongside AMG Performance 4MATIC+, a fully variable all-wheel-drive system designed to distribute torque according to driving conditions.
In the GT 63 and GT 55, three independent axial flux motors allow particularly precise torque management. The two rear motors can also distribute torque between the rear wheels, supporting targeted torque vectoring to improve cornering behaviour.
The front motor can be disconnected when additional traction is unnecessary and re-engaged when acceleration, regenerative braking or road conditions require it.
For the GT 53, the front synchronous motor similarly provides additional traction when required.
Together, these technologies are intended to provide strong acceleration, improved stability and more precise handling in a wide range of conditions, including wet roads, snow and ice.
AMG RACE ENGINEER: Customising the Driving Experience
For drivers who want to fine-tune the vehicle’s behaviour, the GT 63 and GT 55 introduce the AMG RACE ENGINEER system.
The technology combines a high-performance control chip with three rotary controls on the centre console, allowing the driver to adjust key aspects of the powertrain and vehicle dynamics.
Response Control adjusts how quickly the electric motors react to accelerator inputs, allowing the driver to choose between a smoother response and more immediate power delivery.
Agility Control influences the vehicle’s cornering behaviour through variable torque distribution, enabling different handling characteristics depending on the selected driving mode and stability-control settings.
Traction Control provides nine levels of adjustment for the traction-control system in the appropriate performance modes.
The aim is to give experienced drivers greater control over how the electric SUV responds during spirited driving and track sessions.
For everyday use, the system can be left in a more conservative configuration. On a closed circuit, it allows a more individual approach to power delivery, cornering balance and wheel slip.
Seven Driving Modes, From Comfort to RACE
The AMG GT SUV offers seven AMG DYNAMIC SELECT driving modes: Comfort, Sport, AMGFORCE Sport+, RACE, Slippery, Individual and Eco.
Comfort prioritises a relaxed ride, balanced responses and efficient operation. Sport sharpens the vehicle’s reactions for more dynamic driving on public roads.
AMGFORCE Sport+ takes a different approach by adding a simulated combustion-engine experience, while RACE is designed for circuit use with a firmer suspension setting, more direct responses and reduced driver assistance.
The RACE programme also includes features such as Drift Mode, Drag Race, Track Race and Launch Control, subject to the applicable configuration and operating conditions.
Slippery adjusts the vehicle for low-grip surfaces, including wet roads, snow and ice. Eco focuses on efficiency, including optimised power delivery and reduced drivetrain losses. Individual allows drivers to configure selected vehicle parameters according to personal preferences.
An additional boost function can be activated by pulling both steering-wheel paddles in the appropriate driving modes. Mercedes-AMG says this temporarily increases available power and torque while sharpening accelerator response.
The system is also designed to deliver a more pronounced acceleration sensation, accompanied by specific acoustic effects and seatbelt tensioning.
Simulated V8 Sound for an Electric AMG
One of the most controversial aspects of high-performance electric cars is the loss of the sound and mechanical feedback traditionally associated with combustion engines.
Mercedes-AMG is attempting to address this with AMGFORCE Sport+, a system that reproduces the characteristic sound of a V8 in the GT 63 and GT 55, and a six-cylinder engine in the GT 53.
Rather than generating an entirely artificial sound profile from scratch, AMG says the system uses recordings derived from more than 100 measurements involving 16 microphones and reference vehicles, including the Mercedes-AMG GT R.
The resulting soundscape adapts to the driver’s actions, including acceleration and simulated gear changes.
Steering-wheel paddles can be used to trigger simulated shifts, while a dedicated instrument display and integrated seat shakers add further sensory feedback.
Drivers can adjust the sound experience using selectable profiles such as Powerful, Balanced and Silent, with additional settings spanning more traditional and futuristic sound characteristics.
The system also provides dedicated sounds for functions such as unlocking, locking and charging. Mercedes-AMG plans further acoustic experiences, including Launch Control, Boost and Showtime modes.
Purists may argue that simulated engine sounds cannot replace the mechanical character of a real V8. Nevertheless, AMG’s approach demonstrates how manufacturers are attempting to preserve the emotional dimension of performance driving as electrification advances.
Aerodynamics: Active Spoiler and Airflow Management
The exterior design of the Mercedes-AMG GT SUV is not simply a styling exercise. Active aerodynamic systems have been integrated to improve efficiency, stability and traction at different speeds.
The AEROKINETICS Airpanel uses vertical slats in the front bumper to control cooling airflow. Under normal conditions, the slats can remain closed to reduce aerodynamic drag. They open when the vehicle’s cooling systems require additional airflow.
The active AEROKINETICS roof spoiler, fitted to the GT 63 and GT 55, is designed to remain integrated into the vehicle’s silhouette at lower speeds.
From 150 km/h, the spoiler adjusts automatically according to speed, acceleration, vehicle dynamics and cooling-air requirements. Depending on the situation, it can prioritise reduced drag or additional aerodynamic stability.
During more aggressive driving, the spoiler can adopt a steeper angle to improve aerodynamic balance and traction.
The SUV’s low roofline and carefully managed frontal area also contribute to aerodynamic efficiency. At the same time, Mercedes-AMG says its packaging strategy preserves generous headroom, interior space and ground clearance.
Lightweight construction is another part of the equation. The body structure combines aluminium, steel and fibre-reinforced composites to achieve high rigidity while keeping weight under control.
The centrally integrated high-voltage battery is housed within a protective structure that forms part of the vehicle’s crash-management concept.
Exterior Design: Muscular Proportions With a Low GT Silhouette
The new Mercedes-AMG GT SUV adopts an unmistakably performance-focused design.
Its steep front end, wide track, muscular shoulders and flared wheel arches give it an imposing stance, while the low roofline and extended wheelbase distinguish it from more conventional luxury SUVs.
The windscreen and roof flow into a dynamic profile that slopes towards the rear spoiler. Short overhangs and large wheels further emphasise the vehicle’s sporting proportions.
Frameless side windows reinforce the connection with the AMG GT sports-car family, while carefully shaped side surfaces and compact exterior mirrors contribute to the streamlined appearance.
At the front, the AMG-specific radiator grille features metallic vertical struts and a distinctive frame. An illuminated grille and illuminated Mercedes-Benz star are available as options.
The lighting signature includes star-shaped daytime running lights and six circular rear lights arranged in a turbine-inspired design. An optional rear light strip adds another distinctive visual element.
According to Bastian Baudy, Chief Design Officer at Mercedes-Benz Group AG, the SUV’s muscular shoulders, wide track and low silhouette are intended to communicate its performance capabilities before the driver even gets behind the wheel.
Interior: A Driver-Focused AMG Cockpit
Inside, the Mercedes-AMG GT SUV translates the design philosophy of the AMG GT cockpit into a more spacious SUV environment.
The driver sits relatively low and integrated into the vehicle, creating a sportier driving position than the upright seating arrangement typically associated with full-size SUVs.
The dashboard is dominated by a 10.2-inch digital instrument cluster and a 14-inch central multimedia display angled towards the driver. A separate 14-inch screen is available for the front passenger.
The centre console incorporates physical controls and, in the GT 63 and GT 55, the three rotary AMG RACE ENGINEER controls.
An AMG Performance steering wheel provides direct access to key driving functions, including energy-recovery adjustments through its paddles.
The seats are designed to combine strong lateral support with long-distance comfort. AMG Performance seats with integrated headrests are available as an option.
Mercedes-AMG has also paid attention to rear-seat practicality. Despite the sloping roofline, the rear compartment is designed to provide generous headroom and legroom. A three-seat rear bench is standard, and the rear seatbacks can be folded to increase cargo versatility.
Electrically folding rear headrests add convenience, while the panoramic SKY CONTROL glass roof can switch between transparent and opaque modes. Optional AMG lighting effects are designed to enhance the cabin atmosphere at night.
Ambient lighting, carefully coordinated display themes and a selection of upholstery and trim materials allow owners to personalise the interior.
MANUFAKTUR Personalisation: More Than 60 Paint Colours
Buyers looking for a more individual specification will have access to an extensive MANUFAKTUR personalisation programme.
Mercedes-AMG says more than 60 exclusive exterior paint finishes will be available, providing a broad range of colours and finishes beyond the standard palette.
For the first time, AMG forged wheels can also feature colour accents. Options include matt vanadium silver, matt copper and matt black wheels with contrasting rim details in Angel Blue, Sunny Lime or Orange Flame.
The interior can be customised with MANUFAKTUR seat belts in Fjord Blue, Green Hell or Orange Flame, bringing additional colour into the cabin.
These options allow customers to create a vehicle that reflects their personal tastes while retaining the distinctive proportions and performance-focused design of the AMG GT SUV.
MB.OS and MBUX: AI-Powered Digital Technology
The digital experience is another central element of the new Mercedes-AMG GT SUV.
The latest generation of MBUX runs on the Mercedes-Benz Operating System, known as MB.OS, which coordinates infotainment, vehicle settings and connected services through a unified software architecture.
The driver can choose from several instrument-display styles, including Classic, AMG Special, Pure, Vehicle Data and Trip. The AMG-specific interfaces provide information such as power output, temperatures, tyre data and navigation details.
The Zero Layer interface displays frequently used applications, relevant information and context-sensitive suggestions, allowing drivers to access key functions more quickly.
Mercedes-Benz also integrates three artificial-intelligence services into MBUX: ChatGPT, Microsoft Bing and Google Gemini. The MBUX Virtual Assistant is designed to support more complex, multi-step conversations, making voice interaction more natural.
Availability and functionality of individual services may vary by market, subscription and software configuration.
The system is complemented by three AMG-specific applications: AMG PERFORMANCE MENU, AMG SET-UP and AMG TRACK PACE.
The AMG PERFORMANCE MENU displays real-time information about the vehicle’s electric powertrain and driving dynamics. Energy Flow visualises power distribution between the axles, while Aero Flow shows the status of the active aerodynamic components.
Other functions provide information on tyre and operating temperatures, suspension behaviour, electrical power availability and acceleration forces.
AMG SET-UP allows drivers to configure vehicle functions and customise selected steering-wheel controls, driving programmes and aerodynamic settings.
AMG TRACK PACE: Track Telemetry for Performance Drivers
The GT SUV’s performance technology extends beyond public-road driving.
AMG TRACK PACE records more than 80 vehicle-specific data points at a rate of ten measurements per second, allowing drivers to analyse lap times, acceleration, braking and other performance metrics.
Lap and sector times can be displayed across the instrument cluster, central multimedia screen and head-up display. The system includes a selection of pre-installed circuits and allows drivers to record their own routes.
Track-focused navigation can provide information about corner angles, braking points and the preferred racing line. An augmented-reality function can overlay a previously recorded racing line to help drivers refine their technique.
Acceleration and deceleration data can also be measured and stored for later analysis. An optional dashcam, where available, can record HD video with overlays showing information such as speed, acceleration, steering angle and brake application.
Another advanced feature is the Predictive Performance Manager, or PPM, technology previously used during the record-setting programme of the Mercedes-AMG CONCEPT AMG GT XX.
The system manages the distribution of electrical energy according to the selected RACE or SPRINT strategy and the demands of individual sections of a circuit.
Rather than continuously requesting maximum power, the software can preserve energy on sections where additional output offers limited benefit, making more power available for uphill sections and long straights.
On a demanding circuit such as the Nürburgring Nordschleife, this approach could help improve consistency over multiple laps by balancing power delivery and thermal management.
The technology reflects a growing trend in electric performance cars: intelligent energy management is becoming just as important as peak motor output when chasing repeatable lap times.
Braking Performance: Carbon-Ceramic Hardware for the GT 63
The braking system is tailored to each version of the Mercedes-AMG GT SUV.
The GT 53 features steel brakes at both axles, while the GT 55 also receives steel brakes as standard. Buyers of the GT 55 can specify carbon-ceramic brakes as an option.
The flagship GT 63 comes equipped with carbon-ceramic brakes on both the front and rear axles.
This arrangement reflects the different performance targets of the three models. Carbon-ceramic systems are particularly relevant to vehicles expected to handle repeated high-energy braking, although actual stopping performance also depends on tyres, road conditions, temperature and vehicle load.
Combined with active suspension, rear-wheel steering and variable all-wheel drive, the braking hardware is intended to help the GT SUV maintain control during demanding driving.
Production at Sindelfingen, Germany
The new Mercedes-AMG GT SUV will be assembled at Mercedes-Benz’s Sindelfingen plant in Germany, specifically in Hall 32, which has been adapted for the requirements of AMG.EA production.
The facility will handle key manufacturing processes, including pressed components, body-in-white construction and paintwork.
Founded in 1915, Sindelfingen is one of the historic manufacturing sites within the Mercedes-Benz Group. Its role in producing the new electric AMG underlines the importance of existing German manufacturing facilities as Mercedes-Benz expands its high-performance electric vehicle portfolio.
Mercedes-AMG GT SUV Price and Release Date
The Mercedes-AMG GT SUV will initially be available in three versions, with the GT 53 arriving first.
The GT 53 SUV is scheduled to open for orders on 20 October 2026, with a starting price of €113,050. The GT 55 and GT 63 are expected to follow in spring 2027.
Mercedes-AMG has not provided a complete price list for all variants in the supplied announcement. Final prices, equipment availability and delivery schedules may differ between markets.
For buyers considering a high-performance electric SUV, the three-model line-up provides a clear distinction between the entry-level dual-motor configuration and the more powerful three-motor versions.
The GT 53 offers 544 hp, while the GT 55 raises output to 816 hp. The GT 63 sits at the top of the range with 1,169 hp and a claimed 0–100 km/h time of just 2.5 seconds.
Is the Mercedes-AMG GT SUV a New Benchmark for Electric Performance SUVs?
The Mercedes-AMG GT SUV arrives with an ambitious technical specification and a clear objective: to demonstrate that an electric SUV can deliver supercar-level acceleration without sacrificing long-distance comfort, everyday practicality or charging convenience.
Its combination of axial flux motors, an 800-volt electrical architecture, directly cooled cylindrical battery cells and active hydraulic suspension gives it a distinctive engineering identity within the Mercedes-AMG line-up.
The headline numbers are impressive. Up to 1,169 hp, a 270 km/h maximum speed with the Driver’s Package, a claimed 700-kilometre WLTP range and charging capability of up to 710 kW position the GT 63 SUV among the most ambitious electric performance vehicles announced by the brand.
However, peak power and maximum charging rates tell only part of the story. Real-world range, repeated acceleration performance, charging availability and handling on public roads will ultimately determine how well the vehicle fulfils its promise.
The simulated V8 and six-cylinder sound experience also reveals an important aspect of AMG’s strategy. Electric performance is no longer being defined exclusively by acceleration and power output; manufacturers are increasingly attempting to recreate the emotional feedback that has historically distinguished their combustion-engine models.
If the production vehicle delivers on its technical claims, the Mercedes-AMG GT SUV could become a significant contender in the premium electric performance SUV segment.
For AMG, the mission is clear: preserve the character of a sports car while embracing the possibilities of electrification. The new GT SUV is the brand’s boldest attempt yet to prove that these two worlds can coexist.
Porsche has unveiled the Mission S, a forward-looking vision model that previews the future direction of the German sports car manufacturer’s design language. Developed as part of the company’s “Sportwagenschmiede ’35” strategic realignment, the concept introduces a new interpretation of Porsche’s iconic styling while exploring the possibilities of a mid-engined super sports car positioned above the legendary 911.
The Porsche Mission S is more than a styling exercise. According to Porsche, it represents a potential permanent addition to the brand’s sports car portfolio rather than a one-off hypercar. Its design combines inspiration from historic Porsche icons with a modern approach to aerodynamics, lightweight construction, driver-focused ergonomics and the integration of digital technology.
The concept also signals a clear design philosophy for future Porsche models: authentic, consistent and timeless. At a time when automotive interiors are increasingly dominated by large touchscreens and digital interfaces, the Mission S takes a different approach, placing the connection between driver and machine at the centre of the experience.
Porsche Mission S: A New Mid-Engined Supercar Above the 911
The Mission S explores a mid-engined super sports car architecture that would sit above the Porsche 911 in the manufacturer’s product hierarchy. Rather than imagining an exclusive, limited-production hypercar, Porsche describes the concept as a versatile platform that could become a lasting part of its customer offering.
Porsche CEO Dr Michael Leiters says the Mission S provides a glimpse of the design ideas and features that could shape the brand’s future vehicles. The central objective is to ensure that every new model remains immediately recognisable as a Porsche while allowing the company to develop its design identity.
The mid-engined configuration plays a crucial role in the concept’s proportions and visual character. Positioning the engine centrally helps create the distinctive sports car silhouette, with a low front end, pronounced front fenders and a flowing roofline that stretches towards the rear.
However, Porsche has not confirmed production specifications, powertrain details, performance figures or a launch date for the Mission S. For now, the vehicle serves as a vision model illustrating the company’s design ambitions rather than a confirmed production car.
Porsche Mission S Makes Its World Premiere in New York
Porsche chose a location with considerable historical significance for the Mission S world premiere: a pier in Queens, New York, overlooking the Manhattan skyline.
The setting deliberately recalls 1953, when photographs of the mid-engined Porsche 550 Spyder taken at the same pier circulated around the world. The 550 Spyder became one of the most important early models in Porsche’s history, helping establish the company’s identity as a manufacturer of focused, lightweight sports cars.
The car also contributed to Porsche’s growing popularity in the United States, a market that would become central to the brand’s international success.
By presenting the Mission S at the same location, Porsche draws a direct connection between its motorsport heritage and its future design direction. The message is clear: the next chapter of Porsche’s identity should build on the engineering principles and visual character that made its historic sports cars distinctive.
Porsche Mission S Design: Classic Proportions Meet Modern Aerodynamics
The exterior of the Porsche Mission S combines familiar brand characteristics with a more contemporary interpretation of the sports car silhouette.
Its design revolves around three defining elements: pronounced torpedo-shaped fenders, an iconic Porsche roofline and a dramatic relationship between width and height. Together, these features give the concept a low, muscular stance while preserving the visual clarity associated with the brand’s most recognisable models.
One of the most distinctive design features is Porsche’s use of so-called floating volumes. Flowing body surfaces appear to float above the underlying technical structures, creating a sculptural appearance that communicates both performance and engineering precision.
A continuous main character line connects the front and rear light signatures, visually tying the bodywork together. Above this line, the surfaces emphasise muscularity and movement. Below it, technical components and functional details become more prominent, reinforcing the concept’s lightweight construction philosophy.
The result is an exterior that aims to balance visual drama with the restrained, purposeful design associated with Porsche’s sports cars.
Historic Porsche Models That Inspired the Mission S
The Mission S brings together design references from several important Porsche models, reinterpreting them for a potential future production direction.
The Porsche 911 is evident in the concept’s pronounced front fenders and rounded headlight treatment. These elements preserve a familiar visual connection with Porsche’s best-known sports car while adapting its traditional design cues to a mid-engined architecture.
The iconic Porsche 911 G-model generation also provides inspiration. Its characteristic body shut lines are reinterpreted through the Mission S’s integrated lighting graphics, creating a cleaner relationship between bodywork and illumination.
At the front, the low, flat profile recalls the Porsche 911 GT1, the road-going counterpart of one of the company’s most memorable competition cars. The roofline, meanwhile, draws inspiration from the Porsche 959, flowing dynamically beneath the rear wing and continuing towards the back of the vehicle.
The rear section introduces a car-in-car design concept derived from the GT1, creating a distinctive visual structure within the overall bodywork.
Porsche has also looked to the 928 when developing the Mission S wheels. The concept builds on the historic model’s distinctive dial-inspired wheel design, adapting the motif into a new interpretation focused on reducing weight.
These references are not simply nostalgic styling exercises. Porsche’s intention is to create a coherent modern design language in which historic elements serve a functional and visual purpose.
Porsche Mission S Rear Wing and Cooling: Function Shapes the Design
Aerodynamic and cooling solutions play an important role in the Mission S concept.
The mid-engined layout influences how the bodywork is shaped around the central powertrain, while the overall proportions help create the low, flowing silhouette expected of a high-performance sports car.
One of the standout features is the fully integrated active rear wing. Rather than appearing as an isolated aerodynamic component, it forms part of the vehicle’s overall design, combining visual continuity with a performance-oriented function.
The cooling concept also references Porsche’s racing heritage, including the radiator-fan arrangement associated with the legendary Porsche 917.
These details reflect a longstanding Porsche principle: engineering components should contribute to the vehicle’s character rather than simply being concealed or treated as decorative additions.
Although Porsche has not released technical specifications for the Mission S, its design clearly places emphasis on aerodynamic integration, functional bodywork and lightweight construction.
Porsche Mission S Interior: A Return to Driver-Focused Design
Inside, the Porsche Mission S takes a deliberately different approach from the increasingly screen-heavy interiors found in many modern vehicles.
The cabin draws inspiration from historic Porsche sports cars, particularly the 550 Spyder and the 356. Two defining lines extend across the dashboard and doors, creating a visual connection between the interior architecture and the exterior bodywork.
These lines also reinforce the sensation of sitting deep within the car, a characteristic associated with traditional sports car cockpits.
Porsche’s stated objective is to create an interior that feels modern without abandoning the tactile interaction and intuitive controls that have long been central to the driving experience.
Classic switches and physical buttons are combined with digital displays, allowing essential functions to remain accessible without requiring the driver to navigate layers of touchscreen menus.
The seats follow the same philosophy, combining comfort and modern functionality with motorsport-inspired details. Among the innovations are a seatbelt buckle integrated into the centre panel and repositioned electric adjustment controls.
The overall effect is intended to make the cabin feel purposeful and uncluttered, with the driver’s needs taking priority over the display of technology for its own sake.
Five Round Instruments and a Reimagined Porsche Driver Experience
The Mission S cockpit places the driver at the centre of its ergonomic design.
Its most distinctive feature is a set of five round instruments positioned behind the steering wheel. At the centre sits the rev counter, which combines an analogue needle with a digital display behind it.
The instrument arrangement can adapt to the selected driving mode. Depending on the configuration, the circular displays can sit alongside one another or appear in a staggered arrangement, changing the visual emphasis of the cockpit.
Porsche has also designed the rev counter to move closer to the driver in certain driving modes, further reinforcing the focus on the essential information needed when driving a sports car.
The concept includes a specially designed vehicle key holder positioned to the left of the steering wheel, following a traditional Porsche layout. New dashboard controls use a push-pull operating principle to provide direct access to selected driving and comfort functions.
The Sport Chrono element has also been reimagined, combining analogue styling with digital precision.
Together, these features demonstrate Porsche’s intention to preserve the physical character of a traditional sports car cockpit while incorporating the flexibility of modern electronic systems.
No Permanent Centre Screen: Porsche Mission S Embraces a Different Digital Strategy
One of the most surprising aspects of the Mission S interior is what Porsche has deliberately left out.
The concept does not feature a permanently integrated central display or a fixed passenger-side screen. Instead, Porsche has developed a retractable smartphone system compatible with Apple’s MagSafe technology.
When required, the driver’s personal smartphone can serve as a navigation or information display. When it is not needed, the system can be retracted, helping maintain a clean dashboard layout.
The My Porsche app provides access to the vehicle’s functions and allows drivers to select digitally rendered, historically inspired designs for the circular instruments.
This approach suggests that Porsche wants to make digital technology more adaptable rather than allowing it to dominate the cabin. Physical controls remain important, while digital interfaces provide additional functionality when needed.
The concept therefore challenges the idea that a more advanced automotive interior must necessarily include more screens. Instead, Porsche places greater emphasis on clarity, ergonomics and the quality of interaction between driver and vehicle.
Porsche Mission S Colours Reflect the Brand’s Motorsport Heritage
The Mission S exterior and interior colour palette reinforces its connection with Porsche’s racing history.
The vision model combines white, grey and red tones inspired by the manufacturer’s successful competition cars. Specially developed finishes include Firn White Metallic, Light Red Metallic, Black Chrome and Special Black for the interior.
These colours reinterpret traditional Porsche Motorsport themes in a contemporary context, linking the concept’s modern surfaces and sculptural bodywork with the company’s longstanding competition identity.
The restrained palette also supports the broader design philosophy. Rather than relying on excessive decorative elements, the Mission S uses its proportions, surfaces, lighting and carefully selected finishes to establish its visual identity.
What the Porsche Mission S Means for Future Porsche Models
The Mission S offers an early indication of how Porsche intends to evolve its design language over the coming years.
Its combination of mid-engined proportions, integrated aerodynamic features, historic styling references and a driver-focused cockpit points towards a philosophy that values continuity as much as innovation.
The concept also raises the possibility of a new permanent sports car positioned above the 911. Such a model would give Porsche an opportunity to explore a different vehicle architecture while maintaining a clear relationship with its established sports car range.
However, the Mission S remains a vision model, and Porsche has not confirmed that the concept will enter production in its current form. Its eventual influence may be seen through individual styling elements, cockpit solutions and engineering approaches adopted by future vehicles.
What is already clear is that Porsche wants its future cars to remain recognisable through their proportions, purposeful design and emphasis on the driving experience.
Porsche Mission S: A Vision of the Sports Car’s Future
The Porsche Mission S combines historic inspiration with a forward-looking interpretation of the sports car. Its mid-engined architecture, sculptural exterior, integrated active rear wing and minimalist cockpit demonstrate how Porsche intends to balance performance-oriented engineering with a timeless visual identity.
Perhaps its most interesting feature is the interior philosophy. At a time when automotive manufacturers increasingly rely on large digital displays, Porsche is exploring a more restrained solution built around physical controls, adaptable smartphone integration and a driver-focused instrument cluster.
Whether the Mission S ultimately becomes a production model remains to be seen. For now, it provides a clear statement of intent from Porsche: future innovation should strengthen the connection between driver and car, not dilute it.
If the design principles demonstrated by the Mission S reach future production vehicles, Porsche’s next generation of sports cars could combine more advanced technology with a renewed emphasis on the qualities that made the brand famous in the first place.
