![]() Step up to the SL63, and those figures swell to 577 ponies and 590 lb-ft. ![]() Here, it injects the base SL55 with 469 horsepower and 516 pound-feet of torque. But a more elemental experience comes with letting more air in, and I’d happily spend long hours on the highway without the protection of the windows or rear deflector – the SL's sleek shape, raked windshield, and low seating position mean the wind can rush through your hair without beating you about.Now You Don'tĮvery 2022 SL packs a twin-turbocharged 4.0-liter V8, to which I say, “good.” Mercedes' bread-and-butter hi-po engine is one of the most engaging eight-cylinders on the market. With the windows up and the removable wind deflector in place, the cabin remains quiet enough for polite conversations at highway speed. Negotiate appropriately with the touchscreen, and you’ll experience the SL at its best. Slip a millimeter, and the Roof du Soleil stops in its tracks and the slider bounces back to center. But the inconvenience of operating the new SL’s top overshadows how good it actually is.įor reasons I can't begin to comprehend, Mercedes hides the top control on a slider in the center touchscreen and then requires the driver to hold their finger in place while the roof does its thing. At high speeds, the thick roof and its aggressive sealing eliminate wind noise, while the ultra-stiff body means cowl shake is a distant memory. Top in place, this new convertible is as quiet as any hardtop SL that came before, muting the pelt, pelt, pelt of rain. ![]() It’s also faster to raise and lower (15 seconds versus 20) and works at 37 miles per hour (12 mph more than the tintop). The new three-layer fabric roof takes the place of the previous SL’s folding hardtop, trimming 46 pounds of fat in the process. I'd love to say that these touches worked, but the dreary conditions meant there was little direct sunlight for testing. Top in place, this new convertible is as quiet as any hardtop SL that came before.ĭrop the roof and the 11.9-inch MBUX touchscreen in the center of the dash rises from a relaxed 12-degree angle to a more upright 32 degrees, helping eliminate glare, while the 12.3-inch digital cluster wears deep shrouds on either side for the same reason. But it still excels at convertible things. Combined, the SL earns its AMG designation thanks to the effect it has on the driver – slot behind the wheel, and you know this car means business. The SL63 I drove also carried the optional Performance seats. The latest AMG flat-bottom steering wheel appears, complete with thick rim, huge aluminum paddle shifters, and an Alcantara/leather finish. The cabin's functional aspects follow the AMG formula. Yellow stitching on my test car is delightful and everywhere, and real metal accents – from the speaker grilles for the Burmester audio system to the vent surrounds and inlays on the steering wheel – abound. Carbon fiber and piano black trim form the sporty shape of a NACA duct on the transmission tunnel, while the SL opts for awesome turbine-inspired climate vents. The SL’s cabin is classic four-place convertible, with a high beltline shielding occupants and a tall, wide center console bisecting the cabin. In back, thin LED taillights wrap around the bulbous tail, drooping at the center like they're stretched taut across the body. The chrome side grilles are about all the tinsel there is, but they look tacked on and their finish clashes with my tester’s gloss-black badging. The profile relies on the SL’s vaguely phallic shape to define it, rather than any abundance of ornamentation. In front, the wide, menacing grille sports 14 slats, commemorating the 1952 300 SL that was genesis, and on each side, angry triangular headlights scowl ahead with LED eyebrows. The SL has those traditional design elements, but it’s also awash in modern Mercedes styling. More than perhaps any other body style, automakers have mastered the proportions of a sports car: long hood, short deck, rakish windshield, and high beltline. ![]()
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