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News

Mercedes-AMG GT 4-Door Coupé Available for Orders

The future of AMG was always going to be loud—even after the V-8s went quiet. Now, with the arrival of the new Mercedes-AMG GT 4-Door Coupé, Mercedes-AMG has officially entered the electric hyper-sedan era with all the subtlety of a Nürburgring qualifying lap.

This isn’t just another fast EV wearing an AMG badge. The new GT 4-Door Coupé is a technological flex, a rolling engineering showcase that combines 1169 horsepower, fighter-jet acceleration, and enough active aero trickery to make a Le Mans prototype nervous. More importantly, AMG claims it still delivers the emotional mayhem buyers expect from Affalterbach—even if there’s no twin-turbo V-8 under the hood.

At launch, the lineup consists of two models: the GT 63 4-Door Coupé and the GT 55 4-Door Coupé. Both use a radically advanced three-motor setup featuring axial-flux electric motors—two mounted at the rear axle and one at the front. Unlike the bulkier radial-flux motors found in most EVs, these compact units deliver massive power density and razor-sharp response. Combined output reaches an astonishing 860 kW, or 1169 horsepower, placing the AMG squarely in hypercar territory.

The performance figures border on absurd. AMG says the GT rockets from 0 to 100 km/h in just 2.1 seconds and blasts to 200 km/h in only 6.4 seconds. Add the optional AMG Driver’s Package and top speed climbs to 300 km/h, because apparently 250 km/h simply isn’t enough anymore.

Unlike many high-performance EVs that fade after repeated launches, AMG insists this car was engineered for sustained punishment. The new high-performance battery pack focuses heavily on thermal stability and continuous power delivery, allowing the GT to repeat those brutal acceleration runs without wilting halfway through a track session.

Then there’s the charging. In a world where 350-kW charging still sounds impressive, AMG arrives claiming a staggering 600-kW charging capability. Connected to a suitably powerful charger, the GT can reportedly recover more than 460 kilometers of range in just 10 minutes. A typical 10-to-80-percent charging stop takes a claimed 11 minutes.

But AMG knows speed alone isn’t enough. Enthusiasts don’t just buy AMGs because they’re quick—they buy them because they feel alive. Which explains why the company engineered the new GT to simulate the experience of driving a roaring AMG V-8. Activate AMGFORCE S+ mode and the cabin fills with a signature AMG soundtrack, complete with simulated gear changes, traction interruptions, and haptic feedback designed to recreate the sensation of combustion-powered violence.

It sounds ridiculous on paper. It also sounds exactly like something AMG customers will absolutely love.

The engineering underneath the bodywork is equally serious. AMG RACE ENGINEER software allows drivers to fine-tune traction, response, and cornering behavior with obsessive precision, while active aerodynamics constantly adapt depending on whether the car needs maximum downforce or maximum efficiency. Depending on specification, the GT can be equipped with active Venturi underbody plates or an adaptive rear diffuser that adjusts in real time.

Naturally, AMG’s options catalog reads like a performance enthusiast’s dream—and a financial advisor’s nightmare.

The AMG DYNAMIC PLUS Package costs €5,295.50 and bundles the AMG ACTIVE RIDE CONTROL suspension with active roll stabilization, AMG RACE ENGINEER Control Unit, the “Race” driving program, and AMG TRACK PACE telemetry software.

The AMG Driver’s Package, priced at €5,250.00, unlocks the full 300-km/h top speed while adding an upgraded AMG Performance cooling system and carbon-ceramic composite brakes.

For buyers chasing maximum aerodynamic grip, the AEROKINETICS Venturi Flow package costs €5,176.50 and adds active underbody aerodynamic technology designed to optimize roadholding during aggressive driving.

The AMG Aerodynamics Package Plus comes in at €4,522.00 and includes the active rear diffuser along with aerodynamically optimized 20-inch AMG wheels aimed at improving efficiency and stability.

AMG’s Performance Seat Package is available in two versions: the Advanced package at €3,439.10 and the High-End package at €6,116.60, both designed to deliver maximum lateral support during spirited driving.

Mercedes-AMG GT 4-Door Coupé Available for Orders

Meanwhile, the AMG Performance Charging Package costs €2,380.00 and enables the car’s eye-watering 600-kW charging capability while adding extra cooling hardware for the powertrain.

Even the luxury options sound dramatic. The SKY CONTROL panoramic roof with illuminated AMG graphics costs €2,975.00 and features variable transparency across nine separate segments. A lightweight carbon-fiber roof is available for €4,760.00, while the Burmester High-End 4D Surround Sound System demands €4,879.00 for its 30-speaker Dolby Atmos setup.

For buyers who prefer their AMG looking sinister, the AMG Night Package I costs €1,130.50, while Night Package II adds further dark chrome and gloss-black accents for €654.50. AMG Carbon interior trim adds another €3,510.50 to the bill.

The fascinating thing about the new AMG GT isn’t just the performance. It’s the refusal to abandon AMG’s identity in the electric transition. Rather than building a clinically efficient EV, Mercedes-AMG seems determined to preserve the chaos, theater, and emotional aggression that made its V-8 monsters legendary in the first place.

And honestly? A 1169-hp electric four-door that pretends to be a snarling AMG V-8 sounds exactly as gloriously unhinged as it should.

Source: Mercedes-Benz

News

Alfa Romeo Finally Has a Plan—and This Time It Might Actually Work

The old Alfa Romeo playbook was built on passion, chaos, and the occasional miracle. The new one? Discipline. Structure. Execution. And if the latest roadmap from Alfa Romeo is anything to go by, the brand finally seems ready to stop surviving on nostalgia alone and start behaving like a serious global performance marque again.

That doesn’t mean Alfa is abandoning emotion. Far from it. But after decades of false starts and identity crises, the company appears to have found something far more valuable: clarity.

At the center of the strategy is a lineup divided into distinct roles. The new Junior is tasked with bringing younger buyers into the fold, effectively becoming Alfa’s volume-driving gateway drug. The Tonale—already past the 100,000-unit production mark—has matured into the company’s global backbone, the kind of crossover every premium brand now depends on whether enthusiasts like it or not. And then there’s the 33 Stradale, the carbon-fiber sculpture masquerading as a supercar, serving as the halo machine designed less to generate profit and more to remind the world that Alfa Romeo still knows how to make people stare.

Crucially, the Giulia and Stelvio aren’t going anywhere just yet. Both models, including the Quadrifoglio variants, will remain alive through 2027. That’s a surprisingly pragmatic decision in an industry stampeding toward full electrification. Alfa seems to understand that customers still want combustion-powered performance cars—and perhaps more importantly, that the Giulia remains one of the best-driving sports sedans of the modern era. Killing it prematurely would’ve been corporate malpractice.

Instead, Alfa is threading the needle between heritage and transition. The company plans to lean heavily on Stellantis architecture, but insists it won’t become another badge-engineered exercise in platform sharing. That’s the challenge now facing every premium brand under the Stellantis umbrella: how do you use common bones without losing your soul?

Alfa’s answer is to focus obsessively on differentiation. Shared platforms, yes. Shared technology, yes. Shared character? Absolutely not.

The next phase of the plan targets the industry’s most brutally competitive territory: the B- and C-segments. The Junior will receive updates throughout its lifecycle as Alfa pushes harder into the compact crossover market, aiming directly at younger buyers who may never have considered the brand before.

More interesting is what comes next.

A new C-segment SUV riding on Stellantis’ STLA Medium platform is on the way, promising multi-energy powertrains and a distinctly Italian flavor. Alfa says the focus will be on interior quality, performance, and driving pleasure—three things that sound obvious for the brand but haven’t always aligned in execution over the last two decades.

Then there’s perhaps the most intriguing announcement of all: a new C-segment hatchback inspired by icons like the 147 and Giulietta. For enthusiasts who’ve spent years begging Alfa to build another proper sporty hatch, this is the closest thing to a green light yet. Built on the multi-energy STLA platform, the car is expected to blend electrification and efficiency with the kind of sharp-edged personality that once made Alfa hatchbacks feel gloriously alive compared with their German rivals.

And yes, Alfa still plans to indulge its romantic side.

Following the reception of the 33 Stradale, the company confirmed another ultra-exclusive “few-off” project under the BOTTEGAFUORISERIE program. Translation: expect more limited-production rolling artwork designed to generate desire rather than sales volume. In an era where most luxury brands are terrified of taking risks, these boutique projects may end up being Alfa’s strongest statement of confidence.

As for the future of the Giulia and Stelvio, Alfa is keeping details intentionally vague. The company says it’s studying new interpretations of both vehicles for the evolving D-segment market, with flexible architectures capable of supporting hybrid and electric powertrains. That likely means the next-generation Alfa performance cars won’t abandon internal combustion entirely—but they also won’t ignore the realities of regulation and market demand.

For now, though, Alfa Romeo finally sounds like a company with a coherent plan instead of a collection of beautiful ideas.

That alone feels revolutionary.

Source: Stellantis

News

Maserati’s Camouflaged Prototypes Are Still Roaming the Streets of Modena

Maserati’s development fleet is still prowling the streets around Modena, and while the camouflage wraps may try to hide what’s underneath, they can’t disguise the company’s intent. The Maserati lineup is entering another critical phase of refinement, with disguised prototypes of the GranTurismo, GranCabrio, and Grecale continuing their road-test regimen around the brand’s historic hometown.

If there’s a better proving ground for an Italian grand tourer, we haven’t found it. The roads surrounding Modena deliver the full automotive sampler platter: cramped urban streets, fast-flowing autostrade, rough provincial routes, and the kind of twisting hillside pavement that exposes weaknesses faster than a Nürburgring lap time ever could. It’s exactly the sort of environment where engineers learn whether a car merely feels quick—or genuinely feels alive.

And that distinction matters to Maserati more than most.

The prototypes were spotted near the company’s longtime facility on Viale Ciro Menotti, the spiritual and engineering center of the Trident brand. While the public tends to associate vehicle testing with dramatic high-speed runs or frozen Scandinavian lakes, the reality is often less glamorous and far more important. These test sessions are about accumulation: thousands of tiny calibrations gathered mile after mile by professional development drivers chasing perfection in steering response, suspension tuning, powertrain refinement, and overall drivability.

For the GranTurismo and GranCabrio especially, the stakes are high. Modern Maseratis are expected to balance conflicting personalities—luxury cruiser one moment, sharp-edged performance machine the next. Fine-tuning that duality takes time, and the Modena roads offer engineers a natural laboratory to smooth out every vibration, sharpen every throttle input, and ensure the cars feel cohesive regardless of speed or surface.

The Grecale, meanwhile, remains central to Maserati’s broader ambitions. SUVs may not stir the soul quite like a low-slung Italian coupe, but they pay the bills, and Maserati knows its compact crossover has to deliver more than badge appeal. Continuous real-world testing suggests the company is still obsessing over the details, likely refining ride comfort, chassis composure, and the subtle dynamic traits that separate a genuinely premium SUV from one that simply looks expensive.

Camouflage can hide sheetmetal. It can’t hide effort.

And right now, Maserati appears determined to make sure its latest machines earn the Trident badge the old-fashioned way—through relentless development on the roads where the company’s identity was forged in the first place.

Source: Maserati