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Your support makes all the difference.Porsche offers two extremes at the head of its 911 range: the wild GT3, and the discreet Turbo. Both are viciously fast but go about deploying their speed in different ways. Mercedes-AMG GT C dynamics engineer Markus Hofbauer knows: he used to work for Porsche. If he had to take on a long journey, which would he pick? Surprisingly, the 911 Turbo, not the GT3 hero car.
That’s because the 911 Turbo’s character is so well suited to such an undertaking. You don’t have to feel like you’re driving a racing car to make swift progress: it’s discreet, secure and soaks up everything you can throw at it. It’s a fast business jet, to the GT3’s fighter jet tendencies.
Now he’s at Mercedes-AMG, his preferences are starting to show through there too: Its latest model, the GT C coupe, is one that Hofbauer has had a hand in. Joining the existing 550bhp GT C roadster, the new model sits above the base 496bhp GT and 515bhp GT S, but below the range-topping GT R.
It’s an increasingly broad-based range, offered as both coupes and roadsters, and it’s perhaps no accident this too mimics how Porsche does things with the 911. Here, all are based around the same 4.0-litre twin-turbo V8 engine and gearbox, just with different levels of power and ferocity.
After dropping into the dramatic, button-packed interior which feels just like one from a muscle car, it’s time to ignore the slightly curious lack of space for such a large car and savour once again the theatrics of its dramatic engine. The C sits near the top of the GT range and it has no shortage of noise or speed. All the while serving up delicious growls and exhaust pops.
You drive it a bit like an American muscle car: because you sit so far back, almost over the rear wheels, the natural style is to point and settle the long front end into corners, wait, and then boot the accelerator only as the road begins to straighten. It’s more of a GT style than a sports car one, more Aston Martin than 911.
What’s reassuring is that it’s now much more settled than before in corners. The original GT felt nervous, with the rear end feeling limp and unsettled. Now, although the steering remains oddly light, you can corner the GT with far more confidence. It’s more planted, with more feel through the steering, and the car overall seems agile, grippy and engaging.
The model we drove was an Edition 50 version, built to celebrate 50 years of AMG. You could pay extra and have one of those, and we’d understand why. Or you could just wait and pay a bit less to get a regular GT C instead. Either way, we’d understand why you’d want to.
The AMG GT has now evolved into a very charismatic car, one that’s been refined and updated to make it even more desirable and capable. No, it’s not a direct 911 rival, but that’s no bad thing. It boasts its own character, one that’s showy yet relaxed with it. Hofbauer’s influence is clearly working.
Mercedes-AMG GT C coupé 'Edition 50'
Price £139,855
Engine V8, 3982cc, twin-turbo, petrol
Power 550bhp at 5750-6750rpm
Torque 502lb ft at 1900-5750rpm
Gearbox 7-spd dual-clutch automatic
Kerb weight 1700kg
Top speed 197mph
0-62mph 3.7sec
Fuel economy 24.8mpg
CO2 rating 259g/km
Rob Adams is a writer for AutoCar.
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