POWER, PEDIGREE AND PERFORMANCE
Mercedes-AMG GT C Roadster gives Porsche 911 a serious run for its money
Snakes, cactus and sunshine predominate the rocky landscape that flanks Highway 89 north to Prescott, Ariz. Unfettered by frost heaves, the twisting highway arcs its way through the mountains like a Sonoran Sidewinder. Out here is no place for the timid or weak. Happily, we’ve brought a weapon — the 2018 Mercedes-AMG GT C Roadster — and it’s in a hunting mood.
The $180,000 GT C Roadster is, of course, the natural extension of the highly regarded GT S Coupe, one of the first cars to blunt our enthusiasm for the venerable Porsche 911. And while some markets will get a base GT Roadster, Canada, for now anyway, gets only the far more potent C Roadster, which is a very good thing.
Its superiority is demonstrated by the speed at which this roadster devours straights, chews bends and obliterates corners — even when taken at three times the recommended speed — all the while howling like a ferocious Warg from Middle Earth, the exhaust echoing off canyon walls in raucous rage. While the GT C Roadster sounds divine, and could be even louder than that allowed by the sport exhaust, the car is, more importantly, fast, able to top 100 km/h in 3.7 seconds on its way to a top speed of 316 km/h. That’s a hair faster than the GT S Coupe.
But it’s just not straight-line rocketry that sets the roadster apart; the GT C is also wellbehaved, well sorted as a proper, topless sports car. Its frontengine, rear-wheel-drive architecture could be a blueprint for every other roadster that follows in this car’s footprint, even if it does weigh 1,660 kilograms. It’s also a relief that cars like this still exist, a gift to those with money who take great pleasure in the act of driving.
The steering, for example, is light, seriously accurate, still hydraulic and gifted with feedback. It is able to trace curves with remarkable clarity, requiring minimal movement of the wheel. Lift off the gas entering a corner and a small amount of weight spills to the front wheels, creating excellent bite, yet enter without lifting off the throttle, and the car stays true to the asphalt’s trajectory.
Even when pushed too hard, understeer fails to enter the conversation. Sure, the rear will push out when too much throttle is applied before the apex, and the weight of the car can be felt at times. But even here the slip doesn’t come as a surprise. The discussion is adult, about letting the driver know what’s happening and allowing each turn to be greeted with more enthusiasm than the one before.
Much of that talk comes from the AMG twin-turbo V8, hand assembled in Affalterbach, Germany. Peaking at 550 horsepower and 502 pound-feet of torque, the 4.0-litre engine delivers power with grace, poise and no detectable turbo lag.
A seven-speed, dual-clutch automatic transmission that can be set to full manual and controlled via paddle shifters delivers the immense power with deliberate efficiency. This is especially true in Sport Plus, one of five drive modes that also include Race, Individual and Comfort. Changes in personality between these modes are striking. In Comfort mode, even the winter-ravaged roads of Sudbury might be tolerable, which extends the use of the roadster beyond a thrilling performance machine for the track or rural back roads.
No one will doubt this car’s pedigree. Cast an eye over the low and wide front, with its Panamericana grille, in honour of Mercedes’ racing heritage in the 1950s. Its angry LED headlamps create a look that is both modern and historic, a full-blooded Mercedes with a sophistication that is as elegant as it is gorgeous.
The rear, too, is appealingly wide, as wide as the AMG GT R. Coupled with LED tail lamps, vents and scoops and that long, creased hood, the GT roadster presents as one of the sexiest vehicles of our time.
In addition to the wider track, which helps with handling, GT C models also come standard with performance brakes, sport suspension, an electronic limited-slip rear differential and rear-wheel steering, in which the back wheels turn in opposite direction of the car below 100 km/h and in the same direction over 100 km/h.
At those speeds, a new, threepiece roof (in either black, tan or red) will quell what little wind enters the cabin. At the touch of button, the insulated roof will open or close in 11 seconds at speeds below 50 km/h. With the top down and side windows up, wind will still make a mockery of most hair products, but it’s not uncomfortable or intrusive; conversation at speed is still easy and there’s no need to shout. The cowl does not move one bit. If only we had more sunny days to enjoy it.
Even for the chillier days, Mercedes has given the GT C standard sport seats with the “Airscarf” treatment, which blows warm air from the back of the seat at the driver and passenger’s neck level in three settings; it’s a lot like heated seats for the upper body.
While the shifter is awkward to reach, it’s simple to operate, and the rest of the interior is pleasing, with great seating position, analogue gauges in the centre cluster, plus an excellent navigation system.
Interior options range from carbon fibre to aluminum, and several packages are available, although a Burmester sound system is standard, as is Nappa leather.
Surrounded by that sumptuousness, the AMG GT C Roadster, much like the coupe, enhances whatever talent the driver has, then asks if there’s anything else it can do, not even hesitating at eating snakes that get in its way.