A new Mercedes is a very fine thing and the latest Sports Leicht two-seater is one of the greatest toys on earth. Yet it seems many people, even some who buy one, don't understand what an SL really is. Mercedes SL Discreet charm: the new Mercedes SL is brimming with subtle improvements
The tradition goes back half a century. In the 1950s, owning an SL Gullwing or 300SL roadster marked you out as extremely wealthy, but also as a true enthusiast who understood that it wasn't only the Italians who were passionate about creating incredibly fast, luxury sports cars.
Without question, the latest SL measures up to that description, but part of its attraction is that you can blend into the traffic of a very different world. You are not showing off: you are a person of impeccable but discreet taste and those around you simply see another Merc, few realising that you have spent between £63,000 and £100,000-plus. That has to feel good.
The SL is one of those cars that must keep designers awake at night, worrying over the splendid baggage of the past - only Porsche 911 designers can have a harder time. The look of the latest SL, with a metal roof that retracts in 16 seconds, was established four years ago and, for 2006, Mercedes has produced many significant improvements. These are innumerable inside, while the outside world will notice only a new front spoiler, three-louvre radiator grille, chrome foglight surrounds, clear-lens rear lights and new wheels in three sizes - 17in,
18in or 19in.
There are three engines: the 268bhp SL350 3.5-litre V6, 382bhp SL500
5.5-litre V8 and 510bhp SL600 5.5-litre biturbo V12. Their respective
0-62mph times are 6.6sec, 5.4sec and 4.5sec; all are electronically restricted to 155mph and have super-smooth seven-speed automatic transmissions plus the option of F1-style paddle controls - far better than the previous buttons.
Much work has gone into improving engine smoothness and efficiency. This includes lateral bolting of the castings containing the main bearings, new tumble flaps in the inlet manifolds, intelligent thermal management, reductions in the weight of reciprocating parts, bigger engine mountings and new vibration dampers. Mercedes SL Sexy: this two-seater is one of the greatest toys on earth
You really feel these benefits, but what appealed to me even more was the sense of discreet improvement to the entire car. The fundamental integrity of the structure has always been exemplary; with roof open or closed, the torsional rigidity of the SL-class is remarkable.
Up from 5.0 to 5.5 litres, the 2006 SL500 is 80bhp more powerful than the 2005 model. The latter was already renowned for its driver appeal, so I was surprised to find an increased level of involvement. On 17in wheels, the ride was superb, the whole machine much smoother and far more sporting than I expected.
The traction control was useful without being irritating, but it was the excellent feel of the steering and chassis that really got my attention. This is anything but an "old man's car", despite its great level of comfort.
Next morning, I drove an SL500 with 19in wheels. Yes, they look sexy. No, they are not a good idea. There is a tiny bit more grip in the dry and the low-profile tyres dealt well with water streaming across the roads (we were in sunny Majorca, but it just had two weeks of rain).
However, the steering felt comparatively dead, there was occasional distant tyre noise and some subdued but ever-present vibration. The car also pulled a little on uneven surfaces and, although perfectly safe, this is not what anyone should desire. Although 18in wheels were not available at the launch, a senior engineer said they would be his choice. I will take his word for that, but I can say with total confidence that the new SL is seriously fabulous on the 17in rims. The
19in option is for the marketing men, and poseurs.
The SL is extremely fast in any of its forms, but it is not the fastest Mercedes. That title falls to the 617bhp Mercedes SLR McLaren, which can get to 60mph in 3.8sec and go on to 208mph (Motoring, November 22,
2003). It is the only genuine supercar with a boot big enough to take a golf bag and, whatever you read elsewhere, take it from me, its cabin is big enough (by race car standards) to accommodate someone of 6ft 5in in great comfort.
But here we get to the heart of the confusion over what an SL really is. It is tempting to look at the performance figures and ask why you should spend £313,465 on an SLR when you can get a 510bhp SL for a third of the price. This misses the point that they are entirely different machines.
The SL is a magnificent, beautiful, luxurious sports car and a thoroughbred work of engineering art based on more than 50 years of achievement, but it is a road car.
The SLR, bigger but lighter, comes from another place altogether. The underbody aerodynamics, the layout and the structure derive from McLaren and motorsport. Although the SLR is astonishingly easy to drive on the road, it is much noisier inside than an SL and offers a raw experience when pressed hard, another dimension in performance.
In fact, they are so different that there is only one ultimate conclusion: you need one of each. Mercedes SL
Tech/spec
Price/availability: £62,885 for SL350, £75,880 for SL500, £101,220 for SL600. On sale now; AMG versions available soon.
Engine/transmission: 3,498cc V6 petrol with DOHC and four valves per cyl; 268bhp at 6,000rpm, 258lb ft of torque from 2,400-5,000rpm.
5,461cc V8 petrol with DOHC and four valves per cyl; 382bhp at
6,000rpm, 391lb ft of torque from 2,800-4,800rpm. 5,513cc turbocharged V12 petrol with DOHC and three valves per cyl; 510bhp at 5,000rpm,
612lb ft of torque from 1,900-3,500rpm. Seven-speed automatic gearbox with manual override, rear-wheel drive.
Performance: SL350: top speed 155mph, 0-62mph in 6.6sec, EU Urban fuel consumption 19.1mpg, CO2 emissions 246g/km. SL500:
155mph/5.4sec/15.5mpg/291g/km. SL600: 155mph/4.5sec/12.8mpg/340g/km.
We like: Magnificent style in best SL tradition of discreet elegance and presence; superb construction, including roof; efficiency of smooth new engines; effortlessly mighty performance; comfort; outstanding handling and driving feel, especially with the 17in wheels.
We don't like: Optional 19in wheels look great, but are too extreme, compromising ride quality and steering feel in exchange for marginal increase in grip.
Alternatives: Aston Martin DB9 Volante, from £112,000. Ferrari F430 Spider, from £127,050. Jaguar XK Convertible, from £64,955. Maserati Spyder, from £61,995. Porsche new 911 Carrera Cabriolet, from £65,260.
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