The signature tristar convertible is an express cruiser, with superlative comfort, even on rough seas.
Iconic is probably one of the most abused words in the English language. Those guilty of misusing it include yours truly – generally when trying to find a more suitable word seems too arduous a task, but mostly by folks who either have no institutional memory or who can’t tell the difference between kitsch and classic, or both.
But here and now, talking about the Mercedes-Benz SL, “iconic” isn’t only an apt adjective, it’s the only one that will do.
Still a strict two-seater, but SL is roomy and perfectly refined for the driver and co-driver,.
You see, the Merc in question has a regal lineage that stretches farther back in time than even the evergreen Porsche 911 (1954 versus 1963). And, unlike its Stuttgart neighbour, which had rather humble beginnings, the SL began life with a silver spoon (and later, a couple of Silver Arrows).
The first SL was a race variant of the 300SL, a 1952 limited-production car made for the track. Two years, later, the street-legal 300SL made its debut. Known lovingly as the Mercedes Gullwing because of its unique flip-up doors, it became an instant classic – not only because of the way it looked, but also because of the way it moved (more on this in the box story opposite).
Occupants enjoy warm air around the neck area from the Airscarf air vents and foot-tapping music from the Frontbass woofers.
Because of a brilliant engineer named Hans Scherenberg, who developed a high-compression fuel injection system, the roadgoing 300SL produced 215bhp – 40 horses more than the racing version. It was the precursor to the modern direct injection engine, such as the one in the latest SL, unveiled to the motoring press in the lovely seaside town of Marbella in southern Spain.
The new SL actually shares a number of other items that made the early SL models magical. One, as mentioned, is its high-compression engine. The SL350’s V6 has a diesel-like compression ratio of 12:1. Next, its lightweight construction, on the back of a wide application of aluminium (body panels) and magnesium (frame and roof components). The seven 300SL racers of 60 years ago had aluminium bodies.
The instrument panel of the Mercedes-Benz SL500.
Then there’s the styling. An oversized three-pointed star emblem supported by a single horizontal chrome bar across a near-vertical radiator grille underlines the newest SL look (replicated in the SLS and SLK models). These are design elements common to yesterday’s 300SL as well as other vintage SLs such as the 300SL Roadster and 190SL.
A couple of the latter-day SL models lost their way in the styling and heritage departments, but the extraordinary DNA has resurfaced in the latest “roadstar”.
The infotainment system of the Mercedes-Benz SL500.
For instance, there are mock side vents highlighted by a strong character line that underscores the SL’s long two-third, front-and-mid section. These design elements also distinguish the 300SL (although the side vents back then were real rather than decorative). The new car’s upright grille, which some may consider inelegant, is actually closer to the original interpretation.
And, like the aluminium 300SL (a lightweight marvel in its time), today’s SL weighs less than its immediate predecessor despite being appreciably larger. (To be precise, up to 140kg less.) Even so, the SL500 has a kerb weight of just under 1.8 tonnes. With an engine tuned for more low-end torque than all-out power (435 German horses from a 4.7-litre twin-turbo V8 is relatively modest), the SL500 has a power-to-weight ratio of over 240bhp per tonne.
The cabin is luxuriously appointed, with double stitching on the dashboard and finely finished metallic surfaces that line parts such as the shift gate and crossed air-con blowers.
That may not be exactly lethal compared to a recent power roadster such as the Audi R8 Spyder, but the SL’s main proposition is a package of grace, refinement and a sense of occasion. On that front, the SL500 – the only variant available for testing here – ticks all the boxes, with style.
This is obvious from the moment I strap myself behind its multi-function, leather-bound aluminium-spoked steering wheel and click a button to see its foldable hard-top drop away silently. I notice the cabin is not only very spacious, it is luxuriously appointed – from the double stitching on the dashboard to the finely finished metallic surfaces that line parts such as the shift gate and crossed air-con blowers.
The headlamp of the Mercedes-Benz SL500.
The driver’s seat provides luxury and support. If you opt for the adaptive sport seats, the hip bolsters react to cornering forces to make sure you stay put while enjoying the car’s dynamic dance around a bend, without slip-sliding along with it.
As I depress the Start button to fire up the car’s bi-turbo V8 (which comes to life with a restrained roar) and slip the thumb-sized joystick of a gear lever to Drive, I realise straightaway how silkily the car overcomes inertia as it moves out of its lot.
Mercedes-Benz SL500 viewed from the rear.
Within the first few kilometres, it becomes clear that the SL500 is made to glide. Even with the roof down and the wind whooshing past the “dropped” top, it is impossible to ignore how well controlled the body movements are. The car’s standard semi-active damping system does a great job of keeping the 4.6m long, 1.9m wide roadster on an even keel along undulating stretches. For a sizeable convertible, it has very fine ride characteristics.
If, however, you prefer a car with sportier handling, opt for the AMG Sports package fitted in the factory. This lowers the SL by 10mm, and its spring struts and torsion bars are made 10 per cent stiffer. This works well, too, as the car aces the serpentine mountain roads encircling Marbella.
Magic Vision Control integrates minute spraying holes with the wiper blades for smooth, splash-free cleaning of the windscreen for all weather conditions.
But if you want the best of both worlds, go for the optional Active Body Control. This is a fully active suspension system that lets you select the type of ride and handling you fancy, there and then, with the touch of a button.
Besides its first-rate body control, the new SL also impresses with superb steering. The electro-mechanical, speed-sensitive system is lively, communicative and natural in the hands. I would have preferred a heftier feel at higher speeds (above 160km/h), but on the whole, this Merc offers one of the sweetest steering sensations around.
Only drive-by-wire gear knob that looks and feels even better than the one in the SLS AMG.
It is precisely because of its steering that the elongated, long-nosed roadster feels more controllable than you would dare expect of something of its stature. Quick lane-changing at high speeds is accommodated without fuss, even when veering back in a hurry after overtaking in the middle of a downhill right sweeper.
You feel the lateral force beneath the surface, but the sticky tyres, together with the car’s excellent chassis and steering control, keep it beneath the surface. Flawless brakes complete the picture beautifully – because nothing mars the joy of a quick, agile car like a set of brakes that is either too mushy or too jerky.
Twin-turbo 4.7-litre V8 in SL500 is 12 percent stronger and 22 percent more economical than the old 5.5-litre naturally aspirated V8.
Even though the SL500 is not the fastest car in its class, it matches the impressive 4.6sec century sprint clocked by the outgoing SL63 AMG. The beauty of it lies in the sheer effortlessness with which it accomplishes the sprint – so much so that a few other rivals appear like brutes.
This is precisely why the 2012 SL will retain its special place in a rarefied field of cars, some of which cost more, run faster and/or have more prestigious family names. Few, if any, can match the SL’s historic lineage and iconic status.
The DNA of the legendary SL has resurfaced in this state-of-the-art “roadster”.
The latest SL’s concession to modernity comes in the form of two advanced features Mercedes seems particularly fond of. The first is Frontbass, a woofer system built into the footwells, and the second is Magic Vision Control, a windscreen washer system that employs a row of nozzles on the wipers. There are other gadgets, of course, such as a sensor below the rear bumper that opens the boot lid if you simply “kick” under it.
All said and done, the SL500 will still be a heck of a car without any of these newfangled features.
Mercedes-Benz SL500 4.7 (A)
DRIVETRAIN
Type V8, 32-valves, turbocharged
Capacity 4663cc
Bore x stroke 92.9mm x 86mm
Compression ratio 10.5:1
Max power 435bhp at 5250rpm
Max torque 700Nm at 1800-3500rpm
Power to weight 243.7bhp per tonne
Gearbox 7-speed automatic with manual select
Driven wheels Rear
PERFORMANCE
0-100km/h 4.6 seconds
Top speed 250km/h (governed)
Consumption 11km/L (combined)
SUSPENSION
Front Multi-link, adaptive damping, anti-roll bar
Rear Multi-link, adaptive damping, anti-roll bar
BRAKES
Front / Rear Ventilated discs
TYRES
Type Continental ContiSportContact 5P
Size 255/40 R18 (front), 285/35 R18 (rear)
SAFETY
Airbags 6
Traction Control ABS with ESP
MEASUREMENTS
Length 4612mm
Width 1877mm
Height 1315mm
Wheelbase 2585mm
Kerb weight 1785kg
Turning circle 11m
Price To be announced (ETA S’pore Q3 2012)
Warranty 3 years/100,000km
WE SAY
+ Effortlessness, exceptional blend of ride and handling, sleek styling with classic links
– Plasticky bits, fake side vents, no aural feedback at low engine revs
Find out more about the Mercedes-Benz SL’s history here
