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An axial-flux EV motor uses magnetic flux that runs parallel to its shaft. Its disc-shaped rotors and stator make it short and wide, unlike the familiar cylindrical radial-flux motor. That shape can deliver high torque and power from a compact package, which helps explain its appeal to performance-car makers. It does not, by itself, prove that axial-flux motors are cheaper, longer-lived, or better for every electric car.
How an axial-flux motor works
In an electric motor, magnetic forces act across an air gap to turn the rotor. In an axial-flux design, the magnetic flux crosses that gap parallel to the shaft’s rotation axis. Two rotor discs can sandwich a stator, giving the motor its flat, disc-like form. In a radial-flux motor, flux runs outward from the center and the rotor and stator are arranged in a more conventional cylinder.
The axial layout can place active motor material farther from the shaft and increase the effective radius at which torque is produced. It can also reduce the motor’s length along the shaft. The trade-off is a package that is wider in diameter, so the useful shape depends on where a vehicle can accommodate it. Mercedes-Benz describes the arrangement this way in its material on the technology.
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Why automakers are interested
More output in less space
The main attraction is power and torque density: getting more output from a given mass or volume. YASA says its yokeless, segmented-armature design can remove up to 80% of stator-iron mass and reach two to three times the power density of non-axial machines. The company also claims up to 800 Nm and four times the torque density of other EV motors, and says its motors use 50% less volume and 50% less weight than a radial equivalent. These are YASA’s claims about its technology, not results that apply to every axial-flux motor or vehicle.
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Mercedes-AMG has described a separate high-performance example. In its CONCEPT GT XX release, the three axial-flux motors together deliver more than 1,000 kW peak; Mercedes-AMG says they have roughly three times the power density of conventional motors and need only one-third of the installation space. Those figures concern a demonstrator and should not be treated as specifications for all axial-flux systems or production EVs.
Heat management and sustained output
Peak power is only part of the story. A motor that produces a high short-duration output may have to reduce power as it heats up. YASA argues that its shorter windings and direct oil cooling help transfer heat away, supporting higher repeatable output.
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To illustrate the point, YASA compares a 200 kW peak radial motor that might sustain 80–100 kW with a 200 kW YASA motor that can sustain 150 kW. This is the company’s worked example, not an independently audited, like-for-like test. Continuous output depends on the particular motor, cooling system, operating conditions, and measurement method.
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A lighter or smaller motor could give vehicle designers more room for other components or reduce mass. YASA says that its claimed reduction in motor mass can create a 5–10% efficiency and range opportunity. That is a company estimate, not a guaranteed improvement in a completed vehicle: the result depends on the vehicle, its battery, gearing, cooling, and the drive cycle.
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Axial flux and radial flux compared
| Consideration | Axial flux | Radial flux |
|---|---|---|
| Flux direction and shape | Flux runs parallel to the shaft; rotor and stator can form a short, wide disc. | Flux runs outward from the center; the motor commonly has a cylindrical arrangement. |
| Packaging | Can reduce length along the shaft, but needs room for its larger diameter. | Can suit a longer, narrower motor package. |
| Density and output | YASA claims high torque and power density for its designs; those figures are not universal axial-flux results. | YASA’s comparisons describe common or equivalent radial motors, but do not establish a universal radial-flux baseline. |
| Thermal performance | YASA highlights short windings and direct oil cooling; sustained output still depends on the specific design and cooling system. | Continuous output varies by motor and cooling design; the YASA example is not an independent, standardized comparison. |
| Manufacturing and ownership | Industrial production is under way for named applications, but comparable long-term cost and service data are not established. | There is no comparable lifetime, repair-rate, or ownership-cost dataset in the cited material to rank the two architectures. |
A fair comparison needs more than peak kilowatts. Check whether figures are normalized by motor mass or volume, and compare continuous as well as peak output. Cooling method, operating speed, voltage, packaging, manufacturing maturity, and the motor’s effect on the whole vehicle also matter.
What published specifications show
A 2026 peer-reviewed review of axial-flux in-wheel motors lists the following product figures. They are model-specific values reported by the review, not a controlled comparison of suppliers; the figures alone do not establish equivalent duty cycles, cooling, or test conditions.
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- 4.Speed Adjustable – Built‑in potentiometer allows continuous speed control from 1000 to 1500 RPM.
- 5.Quiet & Balanced – The 85 mm 3‑blade propeller and precision motor reduce vibration and noise during high‑speed rotation.
| Motor listed in the 2026 review | Peak power | Peak torque | Speed | Efficiency | Mass | Peak power density |
|---|---|---|---|---|---|---|
| YASA 750R | 200 kW | 790 Nm | 0–3,250 rpm | Over 95% peak motor efficiency | 37 kg | 5.4 kW/kg |
| Magnax AXF275 | 300 kW | 500 Nm | 8,000 rpm | Not stated in the review | Not stated in the review | Not stated in the review |
YASA’s broader claim of up to 800 Nm is not the same as a specification for every YASA motor; the review lists 790 Nm peak torque for the 750R. Likewise, a peak efficiency figure is not the same as average efficiency over a drive cycle.
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Where axial-flux motors are being used
Ferrari and Lamborghini applications
YASA says it opened a serial-production facility near Oxford in 2018 and that Ferrari became its first volume-production OEM customer in 2019. YASA also says the 2024 Lamborghini Temerario hybrid uses three of its axial-flux motors. Those examples show the technology in production vehicles, including a hybrid, rather than establishing that it is already a standard choice across the EV market.
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Mercedes-Benz production and the AMG GT 4-Door Coupe
Mercedes-Benz announced on June 9, 2026, that large-scale axial-flux motor production had begun at its Berlin-Marienfelde plant. The first named production vehicle is the new Mercedes-AMG GT 4-Door Coupe. Mercedes says the front-axle motor exceeds 15,000 rpm and that three motors are packaged into high-performance electric drive units with compact planetary gearboxes.
Mercedes reports 98 production steps, of which 35 are new worldwide, and more than 30 patent applications for the manufacturing technology. The scale-up matters because advanced geometry has to be produced consistently, not just demonstrated in a prototype. YASA says a £12 million investment supported an Oxfordshire factory designed to scale beyond 25,000 units per year; that is a stated design capacity, not evidence of annual output at that level.
What the evidence does not yet establish
The available figures make a strong performance and packaging case for particular premium and specialized applications. They do not establish a general lifetime advantage over radial-flux motors. Comparable long-term data on purchase cost, durability, repair rates, serviceability, and total ownership cost are not provided by the cited sources.
Manufacturing complexity, production volume, materials, tolerances, and automation will affect whether the design makes economic sense beyond high-performance vehicles. A motor’s density advantage is also only one part of a vehicle decision: a wider package may not suit every platform, and vehicle efficiency must be measured in the complete car under a defined drive cycle. For now, the defensible conclusion is that axial flux is a compelling option where compact packaging and high output matter—not a universal replacement for radial flux.
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