That cynical might say that whatever will be branded “an icon” if it makes the industry automatically quite money, but Mercedes-Benz SL deserves more than most of the most. Boast legacy legitimate racing, star connection, and true luxury bonafides, SL has set trends more often than following them. For 2022 Mercedes-AMG SL, though, the Division Tuning Auth has taken the wheels completely, and it’s not the only tradition.
There was a driving for all wheels for the first time, and lost was a folding hardtop roof that had survived for the last three generations. Inside, this is 2 + 2 by default, the Mercedes configuration has not offered SL since the third generation Roadster was launched in the early 70’s.
You don’t need to go back to the first 1952 and SL to understand the car today, but it doesn’t hurt. First was built for Motorsports, the original driver pushed 300 SL Gullwing in 1954, and then replacing Roadster three years later. Either way, this pitch is mostly the same: keeping the grand prix winner, but the layer on some luxury expected by the enclosed Mercedes buyer.
In decades of intervention, a fixed premium price label but some classic designs crowded fall on the roadside. At the sixth SL SL landed in 2012, the awkward style and dynamics that fell short of rival de-facto such as the Porsche 911 suggested Mercedes Stalwart might have been lost.
Add AMG, take over SL at all and mark the end of ‘Benz Budghing on the car. Where the tuner is responsible for only the most effective roadster iteration, for the seventh-gen conversion they call all shots. There is a completely new architecture, with a lightweight composite aluminum chassis that offers 18% torcential stiffness, and all wheel drive is standard and not rear wheel drive like Old SL.
The exit of the Hardtop Concertina is neat but decent, with a new three-layer soft roof replacement. The fact that this trim more than 46 pounds versus metal roofs is the main advantage, of course, but considering the Z-Fold-saving-spatial design also reduces the stem and decreases the overall center of the gravity of the car means the benefits are as multitudinous as its hinges.
To be honest, it looks better. Hardtop Mercedes strength is smart things, but not entirely graceful than every corner. This new SL deserves better, to complete the thick but not too large gril, extending lines, and balanced proportions.
There are two versions, 2022 AMG SL 55 and SL 63. Both use the Biturbo V8 4.0 Liter AMG machine: SL 55 gets 469 horsepower and 516 lb-ft of torque, while SL 63 is set for 577 horsepower and 590 lb-ft. Zero-60 MPH arrives in 3.8 seconds or 3.5 seconds, respectively, while the highest speed is 183 mph or 196 mph.
Automatic transmission MCT 9-speed is standard, along with a rear axle steering. The latter allows the back wheel to rotate one of the front counters, help maneuver with low speed, or together with them, increase high-speed stability. The light steel brake system is standard, while ceramic composite brakes are options.
For SL 55, AMG uses a steel suspension with its drivers control system. It has two pressure remover valves for each silencer, independently controlling releases and compression. Available – and the standard on SL 63 – is AMG Active Ride Control, a new hydraulic system that overts the old mechanical anti-roll bar. Mercedes said it was not only faster than the previous system, but had a wider range of convenience to drive sportsier.
This is an important change because AMG cannot make a new SL Purist sports car. The new roadster represents more with most faces of the Mercedes challenge here, ready between superlative tones of performance and the reality only those who buy SL and how they really drive it.
