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Mercedes-AMG Unveils 1,169-HP Electric GT 4-Door Coupe

The Mercedes-AMG era of thunderous V8s and tire-smoking excess isn’t dead—it’s just been plugged in. With the unveiling of the new Mercedes-AMG GT 4-Door Coupe, AMG has fired its loudest shot yet in the rapidly escalating EV horsepower war, and the numbers are almost absurd: up to 1,169 horsepower, 2,000 Nm of torque, and enough charging speed to make today’s EVs look prehistoric.

At first glance, the new GT 4-Door Coupe barely resembles the gasoline-powered AMG GT models that came before it. Instead, this electric flagship takes heavy inspiration from the wild AMG GT XX Concept, trading long-hood aggression for a smoother, more futuristic silhouette shaped as much by airflow as by aesthetics. The result is sleek rather than brutal, but still unmistakably AMG.

The front fascia is dominated by an illuminated closed grille flanked by headlights connected through a full-width LED strip, while the rear features one of the most distinctive light signatures AMG has ever attempted—three glowing elements on each side, sitting beneath another horizontal light bar. It looks more concept car than production sedan, and that’s entirely the point.

AMG engineers obsessed over aerodynamics here, and it shows. Active aero elements beneath the bodywork constantly adjust airflow, while even the 19- to 21-inch wheels are sculpted for efficiency. The payoff is a remarkably slippery drag coefficient of just 0.22, a figure that puts the big AMG in genuine EV hyper-sedan territory.

Inside, the GT 4-Door Coupe abandons nearly every trace of analog simplicity. Screens dominate the cabin. A 10.2-inch digital gauge cluster sits ahead of the driver, while twin 14-inch displays stretch across the dashboard—one for infotainment and another dedicated to the front passenger. It’s dramatic, expensive-looking, and exactly what buyers in this segment now expect.

Still, AMG hasn’t forgotten performance theatrics. Three rotary controllers mounted on the center console operate the new AMG Race Engineer interface, allowing drivers to tweak throttle response, chassis behavior, grip settings, and cornering characteristics with race-car-like precision. There’s also enough luxury to remind you this thing is still a grand tourer: leather-covered sports seats, carbon-fiber trim, dual wireless phone charging, illuminated cupholders, and a panoramic “Sky Control” glass roof that can switch from transparent to opaque at the touch of a button while projecting AMG graphics overhead.

Practicality? Surprisingly decent. The rear hatch opens to reveal 507 liters of cargo space—enough for weekend luggage, golf bags, or perhaps the emotional baggage of traditional AMG fans still mourning naturally aspirated engines.

Then come the numbers.

The entry-level AMG GT 55 uses a triple-motor axial-flux setup producing 816 horsepower and a colossal 1,800 Nm of torque. AMG claims a 0–100 km/h sprint in 2.8 seconds and a 300-km/h top speed with the optional Drivers Package.

But the real headline belongs to the AMG GT 63. Its three electric motors unleash 1,169 horsepower and 2,000 Nm, enough to catapult the four-door coupe to 100 km/h in just 2.4 seconds. Top speed remains electronically capped at 300 km/h, though the limiting factor may be physics—or bravery.

Both models use a 106-kWh battery pack capable of delivering up to 700 kilometers of WLTP range. More impressive is the charging capability: the system supports up to 600 kW charging speeds, allowing approximately 460 kilometers of range to be added in just 10 minutes under ideal conditions. If real-world infrastructure catches up, this could become one of the first EVs that genuinely makes charging stops feel irrelevant.

And because AMG knows silence alone won’t satisfy loyalists, the company has created AMGFORCE Sport+, a drive mode that synthesizes the sound of a roaring V8 both inside and outside the vehicle. Purists will roll their eyes. Customers will probably love it.

Additional drive modes include Comfort, Sport, Race, Slippery, Individual, and—for the first time ever in an AMG model—Eco mode. Yes, an AMG with an Eco button. Welcome to 2026.

Production begins this summer at Mercedes’ Sindelfingen plant, with pricing still under wraps. Expect it to land deep in six-figure territory and squarely against rivals like the Porsche Taycan Turbo GT and Lucid Air Sapphire.

Whether enthusiasts are ready or not, AMG’s electric future has arrived—and it’s faster than almost anything wearing an AMG badge before it.

Source: Mercedes-Benz

Auctions

This 2200-KM Volkswagen Scirocco Is Basically a Brand-New 1992 Time Capsule

Few cars wear their survival story as proudly as this 1992 Volkswagen Scirocco GT II. In a world where most second-generation Sciroccos were modified, neglected, or simply driven into the ground, this Jasper Green Metallic time capsule has somehow escaped all three fates—and it may just be one of the lowest-mileage Volkswagens left on the planet.

With only around 2200 kilometers showing on the odometer after 34 years, this Scirocco doesn’t merely look preserved; it looks frozen. The paint still carries the deep gloss that defined early-1990s Volkswagen showroom floors, while the original 14-inch alloy wheels appear as though they’ve spent more time under fluorescent lights than on asphalt. Which, in a way, they did.

According to the auction listing, this GT II sat inside a German showroom for more than a decade before finally finding its first owner in 2003. That strange limbo likely saved it from the fate suffered by so many of its siblings. The Scirocco was never treated as a collectible in period. It was a stylish front-drive coupe that spent most of its life being driven hard, modified poorly, or discarded once hot hatches evolved beyond it. Seeing one survive in this condition feels almost improbable.

The interior is where the car really sells its story. Open the door and you’re greeted by gloriously loud patterned cloth seats that perfectly capture Volkswagen’s playful early-’90s design language. Modern interiors may obsess over minimalism and giant touchscreens, but this cabin reminds you that cars once had personality. The original cassette deck remains in place, a tiny detail that somehow matters enormously, and the small sunroof adds just enough flair to elevate the whole package from economy coupe to genuine junior grand tourer.

Under the hood sits a naturally aspirated 1.8-liter inline-four producing 90 horsepower and 136 Nm of torque, paired with a five-speed manual transmission driving the front wheels. By modern standards, those numbers barely register, but that misses the point entirely. The Scirocco has never been about outright speed. It’s about lightness, simplicity, and the kind of analog charm that disappeared long before “driver engagement” became a marketing phrase.

The car received its last service in 2023, though another inspection is recommended before it returns to regular road use. That caveat feels almost ceremonial. Cars like this aren’t really bought to commute; they’re bought because they preserve a moment in automotive history that has mostly vanished.

Unsurprisingly, the auction has already generated significant attention, including interest from buyers reportedly considering importing the car to the United States. And honestly, it’s easy to understand why. Pristine Mk2 Sciroccos have become almost mythical, especially untouched examples finished in period-correct colors with virtually no mileage.

In today’s collector market, rarity alone isn’t enough. Authenticity matters more. This Scirocco has both—and in quantities almost nobody expected to see again.

Source: Bring a Trailer

Auctions

Ferrari’s First 430 Scuderia May Be the Most Valuable Yet

The Ferrari 430 Scuderia has never needed help cementing its place among Maranello’s greatest hits. But every so often, a car surfaces that reminds you even legends have another level. This may be it.

Developed during Ferrari’s golden era of analog-meets-digital insanity—and with input from seven-time Formula One World Champion Michael Schumacher—the 430 Scuderia distilled the standard F430 into something sharper, louder, and far more focused. It was a car obsessed with weight reduction, throttle response, and lap times long before every supercar brand started using the word “hardcore” as marketing shorthand. Now, one of the earliest and most mysterious examples ever built has quietly emerged from the shadows, and it could rewrite the market for Ferrari’s track-bred V8 icons.

Privately listed through Atelier M in Munich, this particular 2008 Ferrari 430 Scuderia carries chassis number 155217 and is believed to predate the very car Ferrari unveiled at the 2007 Frankfurt Motor Show. If true, that would make it the first 430 Scuderia ever built—a tantalizing detail in the Ferrari collector world, where provenance matters almost as much as horsepower.

According to the seller, Ferrari retained the car internally from new, reserving it exclusively for senior management use. Unlike many early-production exotics, this one reportedly escaped the usual press-fleet abuse and media circuit mileage. Instead, it lived a far more sheltered existence before eventually disappearing into a private collection, where it has spent most of the last 15 years.

And then there’s the spec.

Forget Rosso Corsa. This Scuderia wears Blu Scozia, a deep and elegant metallic blue rarely seen on Ferrari’s stripped-out track special. Combined with silver racing stripes, yellow brake calipers, and oversized Scuderia shields splashed across the front fenders, the result is far more understated than the typical red-and-black Scuderia formula—but no less dramatic. In fact, it may be more special because of it.

Inside, the cabin leans fully into Ferrari’s late-2000s obsession with Alcantara. Nearly every visible surface is wrapped in Grigio Alcantara, from the dashboard and seats to the pillars and rear bulkhead. It transforms the normally purposeful Scuderia interior into something unexpectedly sophisticated, while still retaining the race-car-for-the-road vibe that defined the model in the first place.

Mechanically, the 430 Scuderia remains one of Ferrari’s all-time great driver’s cars. Its naturally aspirated 4.3-liter V8 screams to 8500 rpm, producing 503 horsepower while the automated manual gearbox slams through shifts with a violence that modern dual-clutches have largely engineered out of existence. It’s raw, impatient, and gloriously mechanical—a Ferrari from the final years before turbocharging and digital polish softened the edges.

This example has covered just 23,000 kilometers from new, with fewer than 4,000 added over the past decade and a half. A documented service history accompanies the car, though the biggest selling point is undoubtedly its origin story. Early-production Ferraris with factory ties rarely come to market, and when they do, collectors tend to notice.

The asking price remains undisclosed, but expectations are already sky-high. Earlier this year, a 430 Scuderia from the collection of Ferrari enthusiast Phil Bachman reportedly sold for $1.65 million, establishing a staggering benchmark for the model. Whether this Blu Scozia car can surpass that number remains to be seen, but with its unique specification, factory provenance, and possible status as the very first example built, it may have a stronger case than almost any other Scuderia in existence.

For years, the Ferrari 430 Scuderia sat in the shadow of newer hypercars and headline-grabbing limited editions. Now, the market seems to be realizing what enthusiasts already knew: this wasn’t just another special-series Ferrari. It was the moment Ferrari perfected the naturally aspirated V8 supercar formula before the industry changed forever.

Source: Atelier M

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