The white body and the black kit are my favorite colors. They are low-key but vigorous. The depth of black and the brightness of white complement each other, which is particularly eye-catching. The long front is a windfall of shifting the center of gravity back, and the proportion inherited from SLS AMG will never be outdated.
The overly rounded tail is the controversial area of the AMG GT. This is to reduce the eddy current and the track-based design of the low-pressure zone, so that many appearance controls have new goals in addition to the gull-wing doors. The black fixed small tail wing is much lower-key than the GT R, and it is enough to increase the momentum of the whole car exponentially.
The V8 engine occupies half of the AMG family, and the rest are L4 and V6. In time, the newer, lighter, more powerful, and more fuel-efficient L6 will definitely threaten the status of this V8, but there is no talk of replacing it. Think about how long the V12 will be discontinued!
The pure black fixed rear wing gives the rear of the AMG GT C a completely reborn change, which is far more track-like than the small raised spoiler on the AMG GT S. Of course, most car owners have no chance to drive it off the track, and even if they go, they can’t reach the point where they need the tail to stabilize the rear.
The seats of the AMG GT C still maintain the usual comfort of Mercedes-Benz. Even if a lot of comfort is sacrificed for support, it can still satisfy my picky butt. The one-piece bucket seat has a four-point seat belt interface, which can be quickly installed once there is a need for upgrading.
AMG did not reduce the configuration because the GT C is a Chinese special edition. While increasing the power level, it also increased a lot of options. The sound of the Great Berlin option installed in the GT S model has also become the standard of the GT C. Equipped, because the torque has increased by 10Nm, the rear wheel has been widened from 295mm to 305mm, and the super running breath is extremely strong.