AHEAD OF THE CURVE

MERCEDES-AMG GT C

ALEX INWOOD

FIRST AUSSIE DRIVE

STRANGE WHAT POPS into your mind when you’re at max attack in a supercar worth upwards of $330K. The road is narrow, undulating and peppered with well-sighted sweepers and tight on-camber curves. And the AMG GT is demolishing it. This isn’t a car that flows gracefully from corner to corner. There’s accuracy here, and real talent, and that sense that this is a car only just in charge of the fury that lurks within.

Which brings me to that thought: how would a 911 - surely the GT’s most obvious rival - feel on this road? More contained, for sure, and you’d have a greater sense of agility, and of connection to the surface and key controls. But would a 911, even one from the GT department, be more fun? I’m not so sure…

This is the facelifted AMG GT. The key mechanicals carry over: no tweaks to the suspension, no recalibrations to the seven-speed dual-clutch gearbox, no tapping into that mighty mid-mounted, dry-sumped 4.0-litre V8 to unleash even more kilowatts and Newton metres.

AMG has been quietly honing the GT’s dynamic package for years, leaving this update to improve the parts starting to show their age - namely the cabin, the infotainment interface and some exterior styling cues. Facelifted cars now boast Apple CarPlay and Android Auto (though no MBUX functionality), the 10.25-inch central screen is larger, the instruments now sit in a fully digital 12.3-inch screen. Mini screens replace buttons for key functions that used to line the centre console, and the new steering wheel has spoke-mounted control dials. Outside, there are fresh LED light signatures, new alloy designs, and bolshier rear diffusers for the GT S and GT C.

Model Mercedes-AMG GT C