HONDA

Honda XL 750 Transalp E-Clutch 2026

Honda usually doesn't mess with a winning formula. And the Transalp works. Since its return in 2023, this name has regained its rightful place: that of a well-balanced mid-sized adventure motorcycle, suitable for daily use, with good touring capabilities and some off-road capability.

By 2026, the golden wing brand decided to do the smartest thing you can do with a good motorcycle: improve it.

The new features are concrete, and the electronic clutch is the big attraction.

The system, which we first saw in 2024 on the CB 650, is now present in 15 Honda models, half of them sold in Europe, including the 750cc and 500cc engines. This mechanism allows you to dispense with the use of the clutch, assisting in gear changes and facilitating starts and stops.

A "democratic" system that allows you to choose between using the clutch lever in manual mode or letting the electronic clutch (E-Clutch) make gear changes more smoothly than a quickshifter. The E-Clutch also allows you to adjust the sensitivity of the gearshift pedal in three levels (hard, medium or soft) for both uphill and downshifting.

And pay attention to the detail of off-road use, because here the system goes a step further: off-road it is possible to change gears smoothly even when the rear wheel is slipping.

This is not a technological whim. It is a real advantage, as the Transalp has an electronic throttle-by-wire system, which the CB 650 and the 500 line with electronic clutch do not have, providing even more benefits for the rider.

This allows the electronic clutch (E-Clutch) to act as a slipper clutch during engine braking, engaging like a half-clutch for smoother, safer and more predictable downshifts. The throttle position sensor (TBW) is what allows the electronic clutch to function with such precision; without it, the automatic accelerations during downshifts wouldn't be so smooth.

Small detail, big message: it's not just an ordinary clutch, it's also a sophisticated electronic management system.

So, what exactly is the electronic clutch (E-Clutch)? Honda's system isn't a dual-clutch like Honda's DCT, we already know that, it's something different.

It's your old clutch, with the lever exactly where it's always been, but with an intelligent system that decides when to engage on its own. But the gearbox is manual, and you still operate it with your foot and you're the one who changes gears – the DCT is fully automatic, both the gearbox and the clutch.

You turn it on, turn it off, maneuver in a hellish parking lot in forty-degree heat, with your helmet on and your nerves on edge... and the bike doesn't stall. Never. Because the clutch only works when you're not using it. Want to use it manually? Use it. The lever responds. Want to forget it exists? Forget it. It works both ways, and that's a silent revolution, pure democracy. We even managed to start in sixth gear, from a standstill, and the bike takes off, even uphill.

Magical! According to the brand, the system's operation also guarantees a longer lifespan for the discs, as the mechanism always acts with precision.

Moreover, for off-road use, those who like to control the bike with the manual clutch in technical areas, or those who like to lift the wheel to get over obstacles, such as ditches, or do wheelies, can do so because, when pressing the lever, the system goes directly to manual mode and, when we stop using it in manual mode, it returns to automatic mode on its own in seconds.

The only downside is the extra weight on the bike. Even so, it's fantastic! The comfort it provides to the hands, the performance in slow-paced urban environments, and the excellent handling on open roads and in sporty riding. It's always part of my equipment. Combined with an engine that remains unchanged.

The heart of the 2026 Transalp is the well-known 755cc parallel-twin engine that delivers 67.5 kW (91.8 hp) and 75 Nm of torque, also available in a limited version for drivers with an A2 driving license. It's an agile and versatile engine. And we can't forget that the electronic clutch is the icing on the cake.

The engine responds with impressive smoothness. It's not a bike that gives you a jolt and leaves you trembling; it's a bike that accelerates consistently, has torque from low revs, breathes easily in the city without effort, and cruises at highway speeds without giving the impression that the engine is going to give up.

The riding position is perfect: upright, comfortable, with that high handlebar that provides visibility and confidence. The chassis, the suspension, the 21-inch front wheel, which is still the ideal size for off-road riding... Everything reflects a philosophy that Honda has been perfecting for decades: the motorcycle works for you, not the other way around.

Tuned...The Transalp also features improvements in its most criticized aspect: the suspension, which is now fully adjustable. This is the other big news, and anyone familiar with the Transalp knows what this means. The 43mm Showa inverted fork retains its 200mm of travel, but in 2026 both the front fork and the rear shock incorporate compression and rebound adjustments, expanding the bike's potential in terms of rider preference and adaptability to terrain conditions.

Previously, it was possible to adjust the preload. Now, you can adjust everything. This makes the Transalp a much more robust motorcycle for those who want to explore the limits of off-road capability without sacrificing comfort on the road.

The work on the suspension has been completed, especially on the shock, which was previously unstable and not entirely precise.

Not only is its setting adjustable, but it now resembles that of a full touring motorcycle, with a sporty feel, unlike before, when it was designed primarily for touring, prioritizing comfort above all else. This was a conceptual error in the intended use of the Transalp, now corrected by the brand's engineers, who finally got the suspension right.

Also included as standard is a 2.5 mm thick aluminum lower skid plate with an improved aerodynamic design. An even more robust and enveloping lower skid plate, with greater coverage, is available as an option, protecting both the crankcase and the exhaust system. This demonstrates that Honda knows who buys this motorcycle and for what purpose.

There are motorcycles that ask your permission to get on. That look at you with a certain superiority, as if saying: "Are you sure you can handle this?". And then there's the Transalp.

The Transalp opens the door for you, hands over the keys and says: "Let's go, let's do this". Honda has spent decades perfecting this philosophy and, with the Transalp's electronic clutch, has taken a step that, let's be honest, not everyone expected. An electronic clutch on a mid-displacement adventure motorcycle.

It's not a superbike, but a hypersport. A mid-displacement adventure motorcycle. The one that can be yours. Mine. Compared to the Africa Twin, the Transalp remains the smart choice: less motorcycle on paper, just as capable in practice for 95% of real-world uses. Who is this motorcycle for?

For those who have always dreamed of an adventure motorcycle but feel intimidated by the clutch in traffic. For those who enjoy weekend rides and also use the motorcycle during the week to go to work.

For those who want technology without paying the price of a racing motorcycle. The Transalp is not the most radical motorcycle on the market, nor the most extreme, nor the one that looks most impressive in an Instagram photo.

It's something better: it's the most useful motorcycle. The one you'll want to ride as many kilometers as possible on. The one that won't apologize for you, nor ask you to apologize for it. And, deep down, that's what many of you are looking for.

by Autonews

 

MERCEDES-BENZ

New MB Axor

Simplicity, reliability and proven economy...To meet the needs of road transport over medium and long distances with reliability and low operating costs, the Mercedes-Benz Axor extra-heavy trucks have been completely renewed. The Axor has evolved and been modernized to meet the needs of transporters who require a robust, reliable, simple, easy-to-maintain and low-operating-cost truck. A new, sophisticated and distinctive exterior style, a new, more functional and comfortable interior with a low engine tunnel, and a new powertrain with the reliable Mercedes-Benz OM 460 engine bring about this renewal, offering the robustness and reliability that have marked this line of Mercedes-Benz trucks. With its simplicity and efficiency recognized by the market, the new Axor is available in 4x2 and 6x2 versions. A new Axor, with much more added value for the brand's customers, reinforcing its recognized low operating costs and excellent cost/benefit ratio. Axor, now in its best version.

Mercedes-Benz OM 460 engine, strong and robust...With the efficient and reliable Mercedes-Benz OM 460 engine, extensively tested in the reality of Brazilian transport, the transporter can count on the quality and reliability recognized in the market, especially regarding after-sales support and ease of maintenance, provided by the wide availability of parts and the knowledge of the workshop teams, already familiar with the maintenance of these renowned engines. Available in two power versions, 380 hp and 449 hp, they also provide excellent performance and low fuel consumption, ensuring productivity and the best cost/benefit ratio.

Meeting all types of operation and needs, the metal suspension is suitable for operation on any type of pavement, especially those in poor condition, where its resistance brings high reliability, low maintenance demand and greater productivity. In the Axor 2038 S 4x2, the suspension features parabolic springs, and in the Axor 2545 S 6x2, it is a rocker type with trapezoidal springs, always ensuring robustness and ease of maintenance, essential for performing the work with minimal interruptions and stops.

The new cabins are suitable for all types of operations, including those that require a lower external cabin height, such as car transport (car carrier). Restyled, it has become more elegant, sophisticated, modern and functional, and can even be equipped with LED headlights, which offer better brightness and greater durability. The renovated interior features a high standard of finish and a high level of comfort, with an ergonomic wraparound instrument panel, new pneumatic seats with multiple adjustments, a low engine tunnel - which provides space and convenience, facilitating movement inside the cabin - as well as several luggage compartments and a spacious and comfortable bed. Onboard well-being and comfort for driving and resting are ensured.

With the simplicity and robustness proven by the market, the Axor is available in two models, with 4x2 and 6x2 drive configurations, meeting a wide range of road freight transport applications. Its versatility and flexibility ensure suitability for the most varied types of operation and implements, with all the reliability and durability characteristic of the Mercedes-Benz brand.

Maintenance plans and extended warranty...Mercedes-Benz Maintenance Plans include preventive and corrective maintenance throughout the dealer network nationwide, with qualified labor and approved parts, ensuring predictability and lower operating costs for the transporter. Several plan options guarantee service to the conditions of each operation. Extended Warranty, with up to two years of additional protection, provides peace of mind, security and keeps the vehicle always like new.

Autonews and Mundoquatrorodas

 

LAMBORGHINI

Restored Lamborghini Miura SV

Long before Lamborghini turned SV into a familiar nameplate on the Diablo, Murcielago, and Aventador, it quietly applied the same two letters to the Miura. This was the ultimate evolution of a car that many still consider the world's first true supercar, and of all the SVs that followed, none carry quite the weight of this one.

The exterior of this particular Miura SV is truly fascinating. It's the only example painted in a dazzling shade of Bleu Tahiti blue, with stunning gold accents on the sills and wheels.

For some, the Miura is one of the most beautiful cars ever made, and when presented like this, it's hard to argue with that. The exterior looks absolutely phenomenal, but the interior is just as striking. White leather dominates the seats, door panels, headliner, and dashboard.

Mecum Auctions will offer the car on May 16th at its Indy 2026 event. It has covered just 1,516 km and was restored by an Italian company, which largely explains its exceptional condition.

No estimate was released for this exotic Italian car before the auction, but it will undoubtedly sell for millions. Only 150 Miura SVs were ever produced, and demand for them has never been higher.

Earlier this year, a red example with almost 4,400 km on the clock sold for almost $4.5 million. Last year, another low-mileage Lamborghini Miura SV sold for $4.46 million, but none of them looked as good as this one.

When building the SV, Lamborghini added upgraded Weber carburetors and a different camshaft setting to the 3.9-liter naturally aspirated V12 engine, allowing it to deliver 385 hp at 7,850 rpm and 400 Nm of torque at 5,750 rpm.

Autonews

AUTONEWS

Study finds 40 km/h zones cut pedestrian crashes by 24%

New research from the Monash University Accident Research Centre (MUARC) has found that lowering speed limits to 40 km/h on certain Victorian roads can significantly improve road safety, particularly for pedestrians. The findings provide evidence to guide potential further expansion of 40 km/h zones across the state.

The study, conducted as part of MUARC's Baseline Road Safety Research Program, analyzed crash data and driver behavior in areas where 40 km/h speed limits had been introduced, including local roads, shopping strips, and high pedestrian zones. It also surveyed drivers to better understand attitudes and compliance with lower speed limits. The research is published in the journal Monash University.

The study found that roads with newly implemented 40 km/h speed limits had a 9.7% reduction in casualty crashes, and a 23.8% reduction in crashes involving pedestrians. The research highlights how strategic implementation of lower speed limits in urban areas can reduce injury risk and align with Safe System principles, particularly in areas with high foot traffic or vulnerable road users.

Professor Stuart Newstead, MUARC Director, said the findings show a clear safety benefit and provide evidence for policymakers in considering any future program expansion.

"Our study shows that implementing 40 km/h zones has proven benefit in reducing crash and injury rates, especially in areas where pedestrians are most at-risk," Professor Newstead said.

"Expanding these lower speed zones in local streets and busy pedestrian areas could contribute significantly to reducing road trauma. But to be effective, this must be coupled with improved signage, education and data collection."

The study considered the potential benefits of expanding 40 km/h zones, especially on local roads outside metropolitan Melbourne, where estimated crash reductions could be as high as 131 crashes annually. It also identified the value of better road asset data and implementation tracking to refine future evaluations.

MUARC researchers also noted that, while self-reported speeding behavior suggests general support and compliance with 40 km/h limits, actual driving patterns reveal a discrepancy that must be addressed through targeted interventions and public engagement.

Further research is recommended to enhance data accuracy, improve understanding of unintentional speeding in low-speed zones, and explore how infrastructure design and enforcement can better support compliance.

Why are 40 and 30 km/h zones so much safer?

Lower speeds:

1. Reduce the risk of a crash

2. Reduce the risk of death or injury when a crash does occur

The key difference between a crash at different speeds is the energy or force someone is

exposed to. A crash occurring at 60 km/h results in four times the energy transfer compared to

a crash at 30 km/h, even though the speed is only two times as much.

In complex urban environments with multiple road users, drivers “are more likely to reach the

threshold of their information processing capabilities when traveling at higher speeds.” At safer

speeds, “decisions can be made in a more timely manner.” 

In addition, drivers are more willing to give way to pedestrians on crossings at lower speeds.

Stopping distance...Stopping distance is made up of:

● Reaction distance – the distance travelled in approximately 1.5 seconds during which no

braking is happening as the driver processes the need to stop

● Braking distance – the distance from when the driver starts braking to when the vehicle

stops.

Similar to energy, braking distance is four times longer when speed is only two times higher.

Travelling at a speed of 50 km/h, a vehicle will require about twice the braking distance compared to travelling at 30 km/h. This assumes drivers recognise the critical situation and respond quickly.

Studies of safer speed zones 40 km/h limits...In 2019, the speed limit in the Cairns CBD was reduced from 50 to 40 km/h. Comparing the two years before and after, road injuries reduced by 24% and there was a 36% reduction in walker and bike rider injuries.

In 2012 and 2016 the City of Stonnington reduced the speed limit from 50km/h to 40km/h in parts of Toorak and Prahran in Melbourne. The total number of crashes reported by police

reduced from 70 to 38 (when comparing the three-year periods before and after they were introduced) and the number of people injured fell 42%, from 137 to 79. The number of vulnerable road users (people walking, riding a bike or motorbike) who were injured fell from 46 to 22, although the number of serious injuries remained stable. 

30 km/h limits...A Canadian study found that reducing the speed limit from 40km/h to 30km/h on more than 300km of local roads in one area resulted in a 28% decrease in crashes with walkers and a 67% decrease in serious and fatal injuries.

An analysis of 20 years of data from London found that introducing 32 km/h (20 mph) speed limits resulted in an estimated 42% drop in injury crashes with the effect on the numbers killed or seriously injured slightly greater than for injuries overall. The numbers of killed or seriously injured children were reduced by half. There was an estimated 32% decrease in pedestrian injuries.

A review of the impact of 30km/h speed limits in 40 cities across Europe found that the average reduction in crashes was 23%, the average reduction in injuries was 38% and for fatalities 37%.

Encouraging walking and bike riding...International organisations including the UN have recognised the role that 30 km/h traffic speeds play in creating safer, more welcoming conditions for walking and cycling in the context of broader urban planning.

Evidence shows that 30 km/h streets where people mix with traffic not only save lives, but also promote walking, cycling and a move towards zero-carbon mobility. 

In town centres, lower traffic speeds are a typical outcome of streetscape improvements (sometimes including speed limit reduction) that are also usually associated with higher pedestrian volumes and, where measured, economic activity. But research that is able to draw direct connections between speed and pedestrian activity is relatively rare.

A study from Basel, Switzerland, found a speed limit of 20 km/h on local roads resulted in residents being two to three times more likely to talk, play, observe and sit in the public space compared to streets with a speed limit of 50 km/h.

A study in San Fransisco found that increased traffic speed of 10 mph was associated with reduction in the distance people were willing to walk of an average 60m. 

A 32 km/h (20 mph) speed limit pilot scheme in South Central Edinburgh, UK, found that after speed limits were reduced from 30 mph, residents were strongly supportive and reported improved safety for children walking and playing, and improved walking and cycling conditions. There was a 7% increase in the number of trips walked, a 5% increase in the number of bicycle trips and a 3% reduction in car journeys in the year after the scheme was introduced.

Provided by Monash University

 

AUTONEWS

How electric cars could help tropical cities run on solar

In tropical cities, afternoon thunderstorms can plunge entire neighborhoods into brief moments of darkness. When civil engineer Markus Schläpfer moved to Singapore a decade ago, he recognized these thunderstorms as an emerging engineering challenge. For cities that hope to run on solar energy, these short periods without strong sunlight could destabilize urban power grids and undermine reliability.

In a paper, published in Nature Communications, Schläpfer and collaborators explain how tropical cities, which will soon contain half of the global population, can address this problem without expensive infrastructure build-outs. For Schläpfer, the solution lies in connecting electric vehicles to the grid.

"If you have a thunderstorm moving over an area with solar energy, you can have your electric cars that are parked serve as the energy source and balance out this lack of energy generation," said Schläpfer, assistant professor of civil engineering and engineering mechanics at Columbia Engineering. "When the thunderstorm moves away, the cars are charged again by the photovoltaics."

The hidden cost of going solar...Solar photovoltaics (PV) have become one of the cheapest sources of energy on the planet. PV energy is inexpensive, carbon-free, and reliable—when the sun is shining.

When thunderstorms cut off power generation in one neighborhood, electricity has to travel from neighboring regions that are generating power. While that trip may only be a mile or two, the amount of electricity flowing through power lines can easily overwhelm the grid's capacity.

Traditionally, fixing a problem like this would require new infrastructure, but that comes with significant drawbacks. In dense cities, such projects can be staggeringly expensive. Underground transmission lines in Singapore, for example, cost around 60 million Singapore dollars per kilometer.

"Building new infrastructure is extremely challenging and expensive in dense cities," Schläpfer said. "This is a way to use the existing network in a more efficient way and integrate more solar photovoltaics, which would otherwise need more transmission line capacity."

Batteries already on the road...Researchers across the world are exploring the possibility of using electric vehicles—namely their batteries—as a substitute for new grid capacity. The idea is simple: since electric vehicles have high-capacity batteries that connect to the grid through charging cables, the grid should be able to use the energy stored in these batteries as a backup during short-lived lulls in PV generation.

"Car batteries can feed in the electricity stored in their batteries to the grid," Schläpfer explained. "We do not need to import the electricity from nearby neighborhoods. Therefore, we do not need to install a new cable."

When a thunderstorm cuts off solar generation in a neighborhood, nearby parked cars discharge stored energy into the local grid, absorbing the shortfall without requiring power to travel from elsewhere. When the storm passes, the panels recharge the cars.

These illustrations show how electric vehicles can help balance a city's power grid as solar generation fluctuates during passing thunderstorms. Credit: Urban Systems Engineering Lab

The right scale for the problem...Schläpfer's paper demonstrates the importance of scale in developing a strategy for charging and discharging EV batteries for this purpose. A conventional city-wide optimization strategy can make things worse: by smoothing aggregate demand, it allows local imbalances to accumulate, forcing the system to push large amounts of electricity across longer distances. According to the team's research, loads traveling through some transmission lines more than doubled during thunderstorms.

A better approach is managing charging neighborhood by neighborhood—in this case, across Singapore's 55 urban planning areas—to reduce maximum line loads by roughly 18% on storm days while also smoothing the broader daily demand curve.

"It's one of those things that only seems intuitive once you see it," Schläpfer said. "This potential hasn't really been explored before."

Where cars park matters...The method's effectiveness depends on where cars are parked. Residential neighborhoods empty out during the day, leaving fewer batteries available when solar generation peaks. Commercial districts show the reverse. The researchers mapped these patterns using anonymized, aggregated mobile phone data, which provided a level of detail that allowed for more accurate models.

Crucially, the approach works even where car ownership is low. Singapore has roughly one vehicle per eight residents.

"This solution is really working in very car-light environments," Schläpfer said. "We need only a small number of cars, and it works."

Provided by Columbia University School of Engineering and Applied Science 

KTM

KTM Freeride E 2027: the electric off-road model

Why does KTM manufacture electric motorcycles? KTM has believed in the potential of electric mobility for over a decade. There is a growing gap in the motorcycle market between current technology and the hardware and software advancements yet to come. The advantages of an electric motorcycle are especially evident for younger and beginner riders.

With increasing environmental restrictions in off-road riding—noise, emissions, available space—and the need for affordable dual-sport models, the advantages of electric propulsion systems are more relevant than ever.

Continuous improvements in battery capacity and energy management make electric mobility more valuable over time: as entry-level platforms, urban transport, more flexible driving options, and even as racing machines for young people.

The electric motor of the new Freeride E achieves a maximum power of 19.2 kW and a torque of 37 Nm, with a top speed of 95 km/h.

Three riding modes and three energy recuperation levels allow the rider to adapt power delivery to each terrain and extend range as needed. The lithium-ion battery has a capacity of 5.5 kWh with swap technology, and KTM estimates between two and three hours of use in enduro conditions.

Charging time is eight hours with the standard 660 W charger or one and a half hours with the optional 3.3 kW charger.

As for the chassis, the motorcycle retains the chrome-molybdenum steel frame with an aluminum subframe and fiberglass-reinforced nylon. The curb weight is 112 kg, an improvement over the previous generation.

The seat height increases to 910 mm. The suspension is WP XACT, with 21- and 18-inch aluminum wheels, Braktec brakes, and Michelin Enduro Medium tires.

The instrument panel consists of LEDs, and the electronic equipment includes a rollover sensor and adjustable traction control.

The 2027 version features an improved power supply system and a slight increase in battery capacity compared to the previous generation.

All the advantages of the latest technology in electric motorcycles: low emissions and maintenance, ease of use (handlebar brake controls), as well as being reliable, durable and safe.

Chassis specifically designed for this model, with a chrome-molybdenum steel frame and a weight of 112 kg.

Adjustable WP XACT and XPLOR suspensions and 21” and 18” aluminum wheels.

Interchangeable battery technology, charging time of 8 hours with a 660 W charger, 1.5 hours with a 3.3 kW charger (0-100%) and a battery capacity of 5.5 kWh for 2 to 3 hours of enduro riding.

Key power figures: nominal power of 8.3 kW, maximum power of 19.2 kW, torque of 37 Nm and top speed of 95 km/h.

Autonews and Mundoquatrorodas 

 

MERCEDES-BENZ

Electric Mercedes-AMG GT 4-door 2027 coupe

At the end of June last year, Mercedes-AMG showed off the GT XX Concept, which announced the production electric car from AMG, scheduled for launch in 2026. The company recently revealed the interior of the production model, while the latest video shows a camouflaged prototype testing in Lapland.

American actor Gabriel Macht, AMG brand ambassador since mid-2025, enjoyed driving the electric vehicle ahead of its official launch.

The highlight of the video clip is the start-up sequence when the driver selects Sport+ mode. This setting brings the digital V8 engine to life, along with a simulated rev counter that reflects the feel of a car with an internal combustion engine.

The new model imitates the character of a V8 engine, relying on a combination of synthetic sound, feedback and clever engineering.

The interior emphasizes a driver-oriented layout, a low seating position and intuitive controls to create a direct connection between driver and vehicle, while offering the comfort expected of a four-door grand tourer.

The main highlight is the AMG RACE ENGINEER system, which allows drivers to fine-tune the vehicle's behavior using three rotary controls located on the center console. These controls adjust throttle response, agility and traction control, allowing drivers to adapt the car's dynamics to their driving style and road conditions.

The cockpit also features a fully digital display with a 10.2-inch instrument cluster and a 14-inch multimedia screen facing the driver, while an optional front passenger display (also 14 inches) expands the digital experience.

The sports seats provide strong lateral support during dynamic driving, and the AMG Performance steering wheel integrates haptic controls. Rear passengers enjoy comfortable seats and generous legroom, which enhances the vehicle's capabilities.

At the heart of every racecar reveals intensity and precision — an unyielding level of control. And the high-performance of the new AMG GT 4-door Coupe is intertwined in its stunning new interior. Brace yourself, exhilaration lies ahead.

Enticing you into the cabin, you’ll first notice the low sporty seating. Newly developed, these seats offer extreme lateral support, so you stay firmly in place during dynamic cornering. And the rear seats? Nothing but comfort here with contoured lines and generous leg room thanks to the recess in the floor for your guests.

Now, grip the wheel. The AMG Performance steering wheel with its flattened bottom indicates excitement ahead. Its AMG buttons illuminate in brilliant colors offering you driving programs and functions.

Heightening the allure, its digital cockpit boasts three displays — a driver-oriented screen, a multimedia display and an exclusive passenger display. Each sizable display offers razor-sharp graphics for maximum readability and convenience. From there, your journey is led by the AMG RACE ENGINEER, a precisely coordinated system of hardware components and software. Setting the stage are three driving dynamic controllers: Response, Agility and Traction, together known as AMG RACE ENGINEER CONTROL UNIT. Each ensures ease with ergonomic positioning. The galvanized air vents combine a solid metal look with a sophisticated high-tech aesthetic.

Additional features include adaptive ambient lighting, the SKY CONTROL panoramic glass roof with illuminated AMG elements and the MBUX infotainment system powered by Mercedes-Benz MB OS.

Together, these technologies aim to provide a personalized digital environment, while maintaining the character of the AMG GT four-door coupe focused on performance.

The car will otherwise succeed the current Mercedes-AMG GT 4-Door and, according to factory announcements, will represent serious competition to models such as the Lucid Air Sapphire and Porsche Taycan Turbo GT.

As a reminder, the GT XX Concept has a new electric powertrain with three 1000 kW/1360 hp motors and a 114 kWh battery, capable of charging up to 850 kW. The motors are created by British manufacturer Yasa, owned by Mercedes, while the drive is to all four wheels.

The car serves as a technology demonstrator for what will become the long-awaited successor to the GT 4-Door Coupe and the most powerful AMG to date (although the production model will have less power than the concept).

Mercedes has previously announced that the upcoming production model will target a 0-100 km/h time of less than 2.5 seconds.

The GT XX is the first model built on the new AMG.EA electric car platform with 800V. Its battery pack is integrated into the chassis to increase torsional rigidity and crash protection. The body is made of a mixture of aluminum, steel and carbon fiber composite.

At 5,204 mm long, 2,130 mm wide and 1,317 mm high, the GT XX is 150 mm longer, 61 mm wider and 130 mm lower than the existing GT 4-Door Coupe launched in 2018. These dimensions are expected to be carried over to the production car, which will be built at the Mercedes-Benz plant in Sindelfingen, Germany.

The GT XX also features active roll control and rear-wheel steering, which will be adopted by its production sibling.

AMG says it has gone to great lengths to retain the emotional appeal that remains the main draw of today’s V8 models. For example, the concept’s eight-speaker exterior sound system mimics the sounds of acceleration.

The model will be joined by a related SUV, scheduled for launch in 2027.

by Autonews