Mercedes-AMG's 1,153-HP Electric GT SUV: Platform, Power and Charging Explained
Mercedes-AMG will bring the 2028 GT SUV to the United States next summer. It is the first full-size SUV developed entirely in-house from the ground up in the division's 59-year history.
The SUV is built on the high-performance AMG.EA architecture and will launch in three trims: GT 53, GT 55 and flagship GT 63. The Verge
The flagship GT 63 produces 1,153 horsepower from three axial flux motors, a compact motor type that produces high turning force in a short package. AMG has not detailed the output split across the three trims in the latest disclosure, with the GT 63 at the top and the GT 55 and GT 53 below it. An earlier teaser described a dual-motor version with 536 hp, which now reads as background to the finalized three-trim lineup. The Verge
Powertrain and platform
AMG.EA is the shared foundation for the GT SUV and the 2027 Mercedes-AMG GT 4-Door Coupe. The 4-Door Coupe is also built on AMG.EA, according to Mercedes-Benz USA, and is listed with three driving dynamic controllers, electronic systems that manage how much torque goes to each wheel and how the chassis responds.
For comparison, Mercedes-AMG lists the GT 4-Door Coupe at a peak output of 860 kW (1,169 hp) during AMG Launch Control, a standing-start performance mode, at an 80 percent charge level. The GT SUV flagship sits close to that figure at 1,153 hp, but in a taller, heavier SUV body with different cooling and packaging limits.
The GT 63 SUV weighs 5,941 lbs. That weight is disclosed for the top trim only.
The broader context here is that mass shapes what engineers can do with that power. Three-motor all-wheel drive gives more control over torque vectoring, the side-to-side distribution of power, but tire load, brake sizing, inverter workload and cooling for repeated runs still depend heavily on weight.
Battery and charging
Battery size varies by trim. The GT 63 and GT 55 use a 128 kWh pack, while the GT 53 uses a 106 kWh pack. The cells use NCMA cathodes, a nickel-rich mix that stores energy, with silicon-containing anodes in cylindrical, tube-shaped cells.
The broader context here is that this chemistry points toward energy density and the ability to deliver strong power repeatedly, rather than the lowest cost per kWh.
The electrical system runs at 800 volts. Peak DC fast charging is rated up to 710 kW on the 128 kWh versions and up to 600 kW on the 106 kWh version. AMG quotes a 10 to 80 percent charge in 12 minutes, and up to 450 km (around 280 miles) of WLTP range, from the European lab test, added in 10 minutes of charging. The Verge
Maximum range for the 128 kWh versions is estimated at 435 miles. For the 106 kWh pack, the available reference comes from the sedan program, where Car and Driver reported around 300 miles of range from a 106 kWh pack in the GT 4-Door. That number applies to the sedan body style, not the SUV, and the SUV-specific range for the 106 kWh GT 53 was not included in the latest disclosure.
Timing fits a debut window that had circulated for weeks. Yahoo Autos reported in September that the fully electric GT model would debut on October 17, 2026, with the world premiere expected at The 140 Festival. The October 17 specifications release matches that schedule.
The broader context here is engineering priorities. Axial flux motors offer higher torque density and a shorter package than conventional radial flux machines, which helps fit three drive units without excessive overhang. Paired with a silicon-blended anode and an 800-volt bus, the setup favors short bursts of power and short, high-current charging sessions over maximizing rated range alone.
In my view, the charging figures need careful reading. A 710 kW peak describes what the vehicle can accept, not what public chargers reliably deliver. Few U.S. dispensers sustain that rate today, and a 12-minute 10 to 80 percent charge depends on battery preconditioning, ambient temperature, charge management and a charger that can hold voltage under load. For fleet and infrastructure planners, vehicle-side readiness is now running ahead of site-side power electronics and cable cooling.
Looking ahead to what this means for performance EVs, the GT SUV shows where AMG, led by Michael Schiebe, is placing its effort. The approach stacks motor design, cell chemistry, voltage and thermal headroom to allow repeated high-output runs in a 5,941-lb vehicle. If that holds up in independent testing, long-distance high-performance driving will depend less on careful charge planning and more on finding chargers that can keep pace with the vehicle.
