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Published
on 15
May 2012
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All rights reserved.
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Few cars can
dominate its
class quite like Mercedes SL. Since W113 series
came out in 1963, the SL has rarely been challenged as the world's best
luxury roadster. It might be right that Ferrari and Porsche build much
sportier alternatives, but when it comes to completeness – especially
what most people expect for open-air motoring – nothing
can quite compare with the Mercedes. Its domination is evident from the
fact that each of its generation usually last for more than a decade!
For example, the outgoing R230
lasted for 11 years, following 12 years of R129 and 18 years of R107. It is one of the most
enduring designs in modern ages.
However dominating it was, the outgoing R230 inevitably felt tired in
its final years. While a facelift done in 2008 kept it fresh to eyes,
its interior wasn't so classy due to the fact that its foundation stone
was laid down by ex-CEO Jurgen Schrempp during the cost-cutting era.
Its chassis looked a bit outdated and heavy beside the aluminum Jaguar
XK. Moreover, the powertrains also need overhaul in order to keep up
with the trend of reducing emission. All these factors drove the
development of the new generation, R231.
Although the R231 represents a vast progress in technology again, we
won't say the same to its styling. Compare the new car with the
outgoing one, you will find its nose is less sleek, its large headlamps
are a bit odd and the clampshell boot lid looks bulky. The new exterior
design has abandoned the avant-garde theme that the SL line used to
take. Instead, there is a stronger emphasis on classical theme, such as
the prominent front grille and side vents that resemble the classic 300SL. As a result, the new car
actually looks more conservative than the last generation R230. No
wonder in the first road test event Mercedes brought all its
predecessors bar the R230 for photo shooting (see the last picture of
this report).
The
classical theme is carried over to the interior, but unlike the
exterior it is pleasing to eyes. A simple twin-dial instrument and 4
circular vents contribute to style and ease of use. The quality is
good, as you can expect on a top-of-the-range Mercedes. Leather, wood
and metal mix and match flawlessly. The only flaws are the slightly
plasticky gauges and the unintuitive Comand control system. As for
comfort, the cabin offers generous space for two – unlike SLS – and
very comfy seats. There are also some classy features that you cannot
find elsewhere, such as Airscarf seats (which blow warm air to your
neck to allow open-air motoring even in winter) and a glass roof with
Magic Sky Control (which utilizes electrochromic technology to adjust
transparency from clear to complete darkness).
The retractable roof system is
outstanding.
Wind noise and buffeting are very well suppressed, thanks partly to an
electric wind-blocker risen behind the cockpit. An excellent
aerodynamic drag – 0.27 with the roof in place or 0.32 with it stowed
away – contributes to the refinement, too. In coupe form, the cabin
feels as refined as in an S-class. In open form, its structure still
feels rock solid. There is no hint of scuttle shake or steering column
vibration even on bumpy
surfaces.
Such a solidity must thanks to a new aluminum monocoque chassis. Having
experimented with SLS, Mercedes finally follows the footsteps of Jaguar
(XK) and Audi (R8) to put aluminum chassis into mass production. Some
89 percent of the SL's monocoque is made of aluminum, no matter by
means of chilled casting, vacuum casting, extrusion or stamping. The
others? Well, the roof frames are made of even lighter magnesium, ditto
the rear bulkhead. The nose cone is made of plastic in order to achieve
the softness to comply with pedestrian safety regulations. Steel is
used only at the tubular windscreen pillars and header to provide the
required strength for rollover protection, as aluminum ones would have
been too thick for good visibility. Mercedes claims the aluminum
chassis is 20 percent stiffer than the old one, yet it saves 110 kg
compare with an equivalent steel monocoque. More important to us is the
final kerb weight: a new SL500 tips the scale at 1710 kg, undercutting
the old car by 125 kg. Even without inspecting the engine bay, we can
be sure that the new car is quicker.
As
before, the chassis rides on by multi-link suspensions at all corners.
The front control arms and steering knuckle are now made of aluminum to
cut unsprung weight. The same goes for the whole rear suspensions.
Steel springs and electronic adaptive damping is equipped as standard,
while Active
Body Control (ABC) suspension continues to be optional. Following
the industrial trend, the steering has switched to electromechanical
assistance. This also enables variable gear ratio and speed sensitive
assistance easily. The only major part remains unchanged is the
7G-Tronic
automatic transmission. The rumored 9G-Tronic is not going to arrive
anytime soon.
Two engines are offered:
SL500 (or
SL550
for the US market) is powered by the new twin-turbo, direct-injected
4.7-liter V8 already introduced to S-class. It produces 435
horsepower and 516 lbft of torque. Needless to say, performance is much
improved over the old, 388hp / 391 lbft 5.5-liter V8. 0-60 mph
acceleration is shortened from 5.3 to merely 4.5 seconds. Meanwhile, EU
combined consumption is reduced by 22% to 29.8 mpg, partly thanks to
the automatic stop-start and taller 7th gear.
SL350 switches
to
new direct-injected 3.5-liter V6. Horsepower is actually down by 10
ponies to 306 hp, but torque is up slightly to 273 lbft. It is
primarily the lighter body that accounts for the 0-60 mph improvement
from 5.9 to 5.6 seconds. Fuel economy takes a 30 percent leap to a
remarkable 41.5 mpg.
On the Road, the SL500 performs extremely well for what it is supposed
to do: a relaxing cruiser. Its power is creamy smooth. Engine noise is
barely audible at cruising speed. Performance is effortless, as there
is so much torque available from just above idle. Seamless is the best
description to its gearshift and ride quality. Most roadsters ride well
on motorways, but no one else excels on a variety of surfaces like this
car. You glide over back roads without noticing how poorly they are
surfaced. The lack of shakes, vibration and noise enhance this sense of
smoothness. In fact, it is so smooth that the driving experience could
be a little sleepy. Call this the roadster version of S-class.
Benefited by the more direct steering, wider tracks and stiffer
chassis, the new SL turns into corners more responsively. It also grips
and brakes better than the old car. Unfortunately, this is still no
sports car. Its biggest problem is the variable-ratio electric power
steering – unnaturally quick, inconsistently weighted and lacks feel.
It fails to tell you the grip level at the front tires, thus you never
get the confidence to attack corners at full speed. The active body
control suspension also fails to deliver a fluent handling. Drive the
SL up to 8/10 effort and it feels remarkably stable. Push it towards
the last 20 percent and its fine dynamics distorts heavily. Understeer
enters the scene first. The steering becomes imprecise. The ABC gives
up near the cornering limit and relays each road bump into the cabin.
The car becomes unstable and ESP intervenes to correct things. On the
lighter SL350 with standard steel springs and adaptive dampers, the
aforementioned problem is less pronounced. It feels more agile to
steer, and the handling is more progressive. Having said that, its
handling is still not as fluent and engaging as its direct rival Jaguar
XK, let alone the much much sportier 991 Cabriolet.
A dream collection
That finding
is quite sad considering how much Stuttgart has invested into the car.
Individually inspected, the new SL has many merits, e.g. a flawless
coupe-cabriolet roof, a spacious and comfortable cabin, impeccable ride
and running refinement, high build quality, powerful V8, aluminum
chassis, green credential and many high-tech gadgets. However, its
overall result is less than the sum of its components. It might still
be the best luxurious roadster on earth (if you emphasize on luxury),
but for the first time in 23 years the SL no longer feels ahead of its
time, just like what its exterior suggested.
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Verdict:  |
| Published
on 18
May 2012 |
All rights reserved.
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SL63 AMG
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We
are a little
disappointed with the dynamic aspect of SL500, mainly about its
steering and on-limit handling. However, that is not the end of the
world. Most customers purchasing the SL500 put quality, comfort and
refinement on higher priority than driving thrills. That has been the
case since the very
beginning of the line. A small portion of customers who demand more
driving excitement is to be dealt with AMG. As before, the new SL
offers two AMG models, SL63 and SL65. Also like before, we would choose
the SL63 instead of the flagship model because its lighter engine
results in a more balanced package, hence better handling.
Enhanced with more aggressive grilles, bumpers, intakes, aero kits,
thin-spoke wheels and quad-rectangular exhaust, the AMG model is
definitely better looking than the standard car. It corrects some of
the bulkiness and contradiction of that car, resulting in a more
desirable
form. While Maserati Gran Turismo / GranCabrio is still our favourite
design, the AMG's unique character is not to be ignored. Inside, the
revision from the regular SL is subtle, but the dark color scheme and
carbon-fiber trims are very effective to enhance the sense of occasion.
The center of modifications is the engine, of course. Following S63,
CL63 and E63, this is the fourth AMG model to employ the new 5.5-liter
twin-turbo V8 dubbed M157. Thanks to forced induction, it doesn't need
to rev as hard as the old 6.2-liter M156 yet it can easily achieve more
torque, especially at lower rev. 590 pound-foot is available from 2000
to 4500 rpm, compare with the old engine's 465 lbft at 5200 rpm. As for
top-end power, it also trumps the old one with 537 hp / 5500 rpm versus
525 hp / 6800 rpm. Moreover, with the help of direct injection,
automatic engine stop-start and revised gearing, fuel consumption drops
by 30 percent, at least according to its official EU combined rating.
Apart from cool figures, the new engine also excels in subjective feel.
AMG
did an excellent job to give it a quick throttle response and an
exhaust note nearly as marvelous as that of the 6.2.
And then there is the Performance pack. Its remapped ECU lifts the
maximum boost pressure from 1.0 to 1.3 bar, taking the output to 564
hp and 664 lbft. It goes without saying that this is the easiest way to
earn extra profit. Increased power aside, the Performance pack comes
with a limited slip differential, and its speed regulation is lifted
from the usual 155
mph to 186 mph to please those fascinated to see "300 km/h" on the
speedometer. That said, the SL63 can easily exceed 200 mph if it is
fully derestricted.
As before, the AMG model uses a 7-speed MCT gearbox with AMG Speedshift
program. While it is derived from the regular 7G-Tronic, it has the
torque converter replaced with a wet multi-plate clutch to enable
quicker gearshift and even a launch mode. The company claims 0-60 mph
take 4.1 seconds, or three-tenths quicker than the old car. I won't be
surprised if some American magazines manage in the
high 3-seconds range.
Concerning chassis, the aluminum construction of R231 enables the SL63
to have its kerb weight cut by 125 kg. That should benefit performance
as
well as agility. Meanwhile, the wider tracks – up 50 mm and 52 mm front
and rear respectively – enhance roadholding and cornering stability.
Compare with the regular SL, the AMG version has its ABC suspension
tuned firmer. The AMG wheels house monster-size brakes, no
matter with steel or ceramic discs. It also fitted a different steering
rack – a constant-ratio electromechanical steering instead of the
variable-ratio unit on lesser models. Obviously, AMG dislikes the
steering on the standard car like us. To certain extent, the change is
an improvement. Its response to steering angle is more linear, and the
level of assistance is more consistent. Nevertheless, it is still far
from
perfect. Its initial response is still too aggressive to feel
intuitive, and it is still devoid of road feel. The steering
remains to be the Achilles' heel of the car.
Still, its handling is much improved over SL500. Grip, body control and
braking are all superior, allowing the car to attack corners at higher
speed yet with more confidence. Understeer is better contained. Should
you turn off the ESP and floor down the throttle, the tremendous torque
will easily spin the rear wheels and turn the car sideway, revealing
the hot-rod side of AMG. Such personality contrasts to the clinical
approach of Ferrari California or Porsche 991. Those cars are
apparently lighter and more agile. On the big AMG, you can feel more of
its mass. It uses electronic suspensions, quick steering, wide tires
and big brakes to mask it mass reasonably well, but in the process you
lose some sensitivity and transparency that only lighter, better
balanced machines can provide. This mean while the SL63 is highly
capable in straight line and in fast bends, it is not as enjoyable to
attack mountain roads as some rivals.
However, bear in mind that the SL63 is a high-speed luxury GT, it is
hard to fault. The power and sound produced by its twin-turbo V8 is
just amazing. The MCT transmission is a good compromise between
response and refinement. The ride is firmer than that of lesser SLs,
but still very comfortable if you leave the ABC in the softest setting.
The interior, the roof and wind management are first rate. While Jaguar
XKR-S, Maserati MC Stradale and Ferrari California are more fun to
drive, none of them are as well rounded as the big Mercedes.
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| Verdict: |
Published
on 13
Apr 2013
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All rights reserved.
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SL65 AMG
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When SL65 AMG debuted in
2004, it received a cordial welcome by car lovers and journalists. Its
6.0-liter twin-turbo V12 offered 136 more horsepower and 222 pound-foot
more torque than the supercharged SL55 AMG, enabling a performance
nearly matching the mighty SLR McLaren yet costing just a third of its
price. It made sense to the millionaires who pursued supercar
performance and GT refinement simultaneously.
Fast forward to 2013, the new generation SL65 AMG is powered by much
the same V12, albeit with modified turbos, manifolds and exhaust to
liberate another 18 hp to a total of 630 hp. The headline torque of
1000 Nm or 738 lbft remains unchanged. Its 0-100 mph sprint is improved
from the previous 12.9 to 11.8 seconds. This is not just down to the
increased power but also two other factors: 1) kerb weight is down by
160 kg thanks to the new aluminum chassis; 2) the outgoing 5-speed
automatic transmission is finally replaced with a high-torque version
of 7G-Tronic. Sadly, top speed remains electronically limited to 155
mph. While the lesser SL63 may opt for a performance pack to raise the
limit to 186 mph, the flagship model is not as lucky.
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The SL65 still impresses with its strong straight line performance. Its
power delivery is seamless and instantaneous as the biturbo V12 has a
flat torque curve and very little turbo lag, while the new gearbox
shifts smoothly. However, it no longer presents a significant
performance edge over the new SL63. It offers only 66 more horsepower
and 74 pound-foot more torque, while it carries an extra 105 kilos. The
official 0-60 mph sprint is just 0.2 seconds quicker. This makes its
thick price premium (£170,000 vs £110,000) hard to justify.
Moreover, the V8 engine's thunderous noise sounds far more exciting
than the V12's cultured soundtrack. Its MCT gearbox reacts quicker to
throttle than the torque-converter auto. Its lighter nose also results
in a sharper turn-in than the SL65, which handles more like a GT than
sports car. Meanwhile, by GT standards the ride of SL65 is probably too
hard, at least on country roads.
If you have £170,000 to spend, you can have plenty of more
desirable choices, such as Ferrari 458, McLaren MP4-12C and Mercedes'
own SLS AMG. If you are more concerned of everyday usability, a Ferrari
California, Aston Martin Vanquish or Bentley Continental Supersports
could be better options. Even if you prefer the traditional philosophy
of AMG, you would find no sensible reasons to choose the SL65 over the
V8-powered SL63. The flagship SL65 is by no means a bad car, but it is
virtually superfluous now.
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| Verdict: |
Published
on 8
Mar 2016
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All rights reserved.
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SL facelift 2016
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The current
generation Mercedes SL, or R231, is technically advanced, luxurious and
well built. However, its biggest fault is styling, in particular its
nose. I suspect this is the main reason why it gets less popular than
its predecessors and is rarely seen on roads. After nearly 4 years,
Stuttgart finally gives it a desperately needed facelift. The new nose
is certainly more handsome than before. It is more sculpted and
refined. The grille is decorated with radial mesh elements in the
background like A-class. Like the 2013 E-class facelift, it is the best
one can hope to achieve in a facelift, and its designer has to be
praised. However, the rest of the package is untouched thus still
leaves something to be desired. If you are looking for the most
beautiful Mercedes coupe, turn to S-class Coupe or AMG GT.
As usual, the facelift is accompanied with some updated engines. The
entry-level SL400 has its 3.0-liter twin-turbo V6 boosted from 333 hp
to 367 hp, and its maximum torque is improved by 15 lbft. 0-60 mph
acceleration is quickened to a respectable 4.7 seconds, no wonder its
American version is badged SL450 instead. Meanwhile, SL500 (SL550)
gains another 20 horsepower to 455 hp, finally matching other Mercedes
“500” cars. It takes only 4.1 seconds to go from rest to 60 mph, almost
a match to the unchanged SL63 and SL65 AMG. Both the SL400 and SL500
have their 7G-Tronic gearbox upgraded to 9G-Tronic, which enhances
smoothness and fuel economy further. In manual mode it is still a bit
less obedient than the best ZF gearboxes though.
In the chassis, the only change is adding Curve Tilt function to the
Active Body Control suspension. Like S-class Coupe, this feature tilts
the car for a couple of degrees in fast cornering to counter the
g-force acted on the occupants. Like that car again, it feels
unnatural, actually reduces feedback thus is best to be avoided. I
would have liked Mercedes to add 4-wheel steering to sharpen its
handling, but Mercedes is okay with its comfort-biased manner. After
all, the SL is a luxury roadster rather than a true sports car.
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| Verdict: |
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SL350
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2012
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| Front-engined,
RWD |
Aluminum monocoque
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| Mainly aluminum |
4617 / 1877 / 1315 mm
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| 2585 mm |
V6, 60-degree
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| 3498 cc |
DOHC 24 valves, DVVT
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| VIM |
DI
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306 hp / 6500 rpm
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273 lbft / 3500-5250 rpm
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7-speed automatic
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F: 4-link
R: multi-link
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Adaptive damping
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F: 255/40ZR18
R: 285/35ZR18
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1610 kg
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155 mph (limited)
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5.6 (c)
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| - |
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SL500
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2012
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| Front-engined,
RWD |
Aluminum monocoque
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| Mainly aluminum |
4617 / 1877 / 1315 mm
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| 2585 mm |
V8, 90-degree
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| 4663 cc |
DOHC 32 valves, DVVT
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| Twin-turbo |
DI
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435 hp / 5250 rpm
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516 lbft / 1800-3500 rpm
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7-speed automatic
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F: 4-link
R: multi-link
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Active body control
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F: 255/35ZR19
R: 285/30ZR19
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1710 kg
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155 mph (limited)
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4.5 (c) / 4.1* / 4.0** / 4.3***
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9.6* / 9.7** / 9.9***
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SL63
AMG
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2012
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| Front-engined,
RWD |
Aluminum monocoque
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| Mainly aluminum |
4633 / 1877 / 1300 mm
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| 2585 mm |
V8, 90-degree
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| 5461 cc |
DOHC 32 valves, DVVT
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| Twin-turbo |
DI
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564 hp / 5500 rpm
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664 lbft / 2250-4750 rpm
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7-speed MCT
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F: 4-link
R: multi-link
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Active body control
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F: 255/35ZR19
R: 285/30ZR20
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1770 kg
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186 mph (limited)
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4.1 (c) / 3.6* / 3.5**
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7.9* / 8.0**
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Performance
tested by: *C&D, **MT, ***Autocar
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SL65
AMG
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2012
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| Front-engined,
RWD |
Aluminum monocoque
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| Mainly aluminum |
4633 / 1877 / 1300 mm
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| 2585 mm |
V12, 60-degree
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| 5980 cc |
SOHC 36 valves
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| Twin-turbo |
Twin-spark
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630 hp / 4800 rpm
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738 lbft / 2300-4300 rpm
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7-speed automatic
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F: 4-link
R: multi-link
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Active body control
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F: 255/35ZR19
R: 285/30ZR20
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1875 kg
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155 mph (limited)
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3.9 (c) / 3.7*
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8.1*
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SL400
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2014
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| Front-engined,
RWD |
Aluminum monocoque
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| Mainly aluminum |
4617 / 1877 / 1315 mm
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| 2585 mm |
V6, 60-degree
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| 2996 cc |
DOHC 24 valves, DVVT
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| Twin-turbo |
DI
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333 hp
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354 lbft
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7-speed automatic
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F: 4-link
R: multi-link
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Adaptive damping
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F: 255/40ZR18
R: 285/35ZR18
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1655 kg
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155 mph (limited)
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5.0 (c) / 4.6*
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| 11.1* |
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Performance
tested by: *C&D
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SL400
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2016
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| Front-engined,
RWD |
Aluminum monocoque
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| Mainly aluminum |
4631 / 1877 / 1315 mm
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| 2585 mm |
V6, 60-degree
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| 2996 cc |
DOHC 24 valves, DVVT
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| Twin-turbo |
DI
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367 hp
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369 lbft
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9-speed automatic
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F: 4-link
R: multi-link
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Adaptive damping
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F: 255/40ZR18
R: 285/35ZR18
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1660 kg
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155 mph (limited)
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4.7 (c) / 4.5*
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| 11.2* |
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SL500
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2016
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| Front-engined,
RWD |
Aluminum monocoque
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| Mainly aluminum |
4631 / 1877 / 1315 mm
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| 2585 mm |
V8, 90-degree
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| 4663 cc |
DOHC 32 valves, DVVT
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| Twin-turbo |
DI
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455 hp
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516 lbft
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9-speed automatic
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F: 4-link
R: multi-link
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Active body control
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F: 255/35ZR19
R: 285/30ZR19
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1720 kg
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155 mph (limited)
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4.1 (c)
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-
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Performance
tested by: *C&D
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Copyright©
1997-2016
by Mark Wan @ AutoZine
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