2018 McLaren 720S Vs 2018 Mercedes AMG GT C Roadster

2018 McLaren 720S
Driving, insist the folks at McLaren, is a pastime that should be invested in and improved. And they’re true to their word: Invest $285,794 in the 2018 McLaren 720S, and you’ll probably find yourself driving smoother and faster than you ever have before, both on the track and on your favorite quiet back road. This new McLaren is as scintillatingly quick as you’d expect a 710-hp supercar to be. But with all that power comes a chassis that both flatters and encourages drivers, regardless of their ability behind the wheel. Push yourself, and the 720S responds. More importantly, though, it supports, as well. It’s like the gifted teacher who can bring out the best in every student in the class. As detailed in our preview story, the 720S is McLaren’s first second-generation supercar, replacing the 650S, and the first of 15 new sports cars due from the company by 2022. McLaren says 91 percent of the 720S’ parts are new, though the 4.0-liter twin-turbo V-8 mounted midships is an evolution of the 3.8-liter engine that powered 2011’s MP4-12C, progenitor of the company’s current sports car lineup. The basic vehicle concept is similar, too. Like the 12C, which morphed into the 650S and the 675LT, the 720S features a trick computer-controlled active suspension system. Its design is philosophically similar to that of the 650S, but the hardware is new, with different geometry front and rear, and the whole setup weighs 35 pounds less. The system now also features an accelerometer on each upright and pressure sensors at the top and bottom of each damper to precisely communicate to the 720S’ electronic brain what is happening at each corner of the car in real time.

2018 Mercedes-AMG GT C Roadster
The AMG GT roadster comes in two versions: There’s a standard GT, rated at 469 horsepower and 465 lb-ft of torque; it charges from zero to 60 mph in a claimed 3.9 seconds and tops out at a governed 188 mph; above that, AMG is launching a new power and equipment level, the GT C, which sits above the GT S but below the GT R versions of the coupe. (Mercedes is mum on the subject of a GT C hardtop.) The GT C roadster makes 550 horsepower and 502 lb-ft of torque, it’s said to hit 60 mph in 3.7 seconds, and the governor is reprogrammed to 196 mph. We suspect AMG wants to save the 200-plus-mph software for a Black Series version, which is sure to hit showrooms eventually. All AMG GT models are powered by the same twin-turbocharged 4.0-liter V-8, internally code-named M178. The roadster sits atop the same chassis that forms the basis of the remarkably capable AMG GT coupe. The GT C further adds to its capabilities by fitting a number of enhancements that surpass even the GT S coupe, because they’re taken from the GT R. They include rear-wheel steering, which turns the rear wheels in the opposite direction of the front wheels at lower speeds, and in the same direction at 62 mph and above, to enhance agility and high-speed stability.The GT C roadster also comes with an electronically controlled limited-slip differential, whereas the regular GT roadster lacks that feature. The gearing of the GT C’s seven-speed dual-clutch automatic is revised, and the drive mode selector offers an additional Race mode. A lithium-ion battery saves valuable pounds. And perhaps most obviously, the AMG GT C roadster is wider—by a whopping 2.3 inches. The wider rear track enables cornering-enhancing wider tires, and it lends a distinct look to this most extreme of AMG roadsters. Up front, both the roadsters are fitted with the new Panamericana grille first seen on the GT R. It is part of a front fascia that includes active aero elements. Eventually the GT and GT S hardtops will receive the new front end as well.

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