Mercedes-Benz SL 500 2012 Review - International

Name: Mercedes-Benz SL 500 2012 Review - International
Brand: Mercedes-Benz

All-alloy and all-new, the latest in a long line of Mercedes-Benz SL roadsters hits its target market bullseye

Mercedes-Benz SL 350 & SL 500

International Launch
Marbella, Spain

What we liked
>> Twin-turbo V8 is mega
>> Calm, quiet cockpit at speed
>> Ride and refinement of standard suspended version

Not so much
>> ABC equipped model handling and steering not a highlight?
>> Lacks elegance
>> Roof can only be operated when stopped

OVERVIEW
-- Slimmer but not trimmer
Mercedes-Benz SLs have dominated the elite roadster segment almost since the badge was first used in 1954. Though originally the label described the cars as "super, lightweight", they have for most of their near-60-year history defined the luxury sports roadster segment.

In more recent years they have been challenged but never topped (least of all in sales terms) by models from other German, UK and Italian marques. The latest SL is proof positive the badge remains as desirable as ever. ??For this latest generation Mercedes-Benz has sought to turn around the trend that has seen the SL gain mass. Though the new R231 Series SL has more convenience, safety and luxury features than ever before, it manages to shed over 130kg compared to the outgoing R230. ??This weight loss is in a large part a function of an all-new aluminium-rich monocoque (the body-in-white is 110kg lighter) that sets the SL apart from lesser Benzs. Only AMG's SLS uses more aluminium in its construction.

Interestingly, while the car is new to the market, it’s not brand new – its design was frozen some years ago before the latest SLK was penned and current Benz styling chief Gorden Wagner took over. ??Some insiders say the delay was political. Others suggest it was necessitated as Mercedes required more time to perfect the car's aluminium chassis construction. ??Adding weight to the former theory is SL Product chief, Klaus Rehkugler, who told motoring.com.au point blank, the techniques used in SL were honed building the SLS.

PRICE & EQUIPMENT
--

Should want for little

The new generation SL will arrive in V6 and V8 form Down Under in September 2012. The V8 AMG version is on the same timeline and an order-only V12 AMG model should hit in 2013. ??Until then Mercedes-Benz Australia will not be talking price. And, to a degree, nor will it talk detailed specification.

Pricing will be near or the same as the current level, say insiders. And in this rarefied category – the outgoing SL range starts at $240,200 for the SL350 and runs through to a stratospheric $508,500 for the twin-turbo V12 SL 65 AMG – you can safely assume the cars will not want for standard equipment.

The mod-cons you'd expect are likely to be standard kit – certainly in the case of the SL500s on hand for the world launch in Spain. Take outs include keyless entry and start, the new Comand Online web-ready infotainment system, multifunction heated and cooled seats with Airscarf neck level heating and a high-powered audio system with full Bluetooth connectivity (see below).

Choices of leather and cabin trim will be extensive, massage seats and the like are offered as an option and there will also no doubt be a substantial program of wheel choices as well as metallic and matt paint options.

In the words of Mercedes’ own spokesperson: "SL options tend to be for personalisation rather than necessity." In this regard, it's not so different from the series it replaces.

The new generation of SL does however debut a range of goodies – in some cases, however, they are firsts for the SL, rather than firsts for the brand or segment. For example the (optional) Magic Sky Control variable-opacity glass vario-roof made its debut in last year's SLK, however, the Magic Vision Control (a grandiosely named integrated washer/wiper system) and FrontBass audio system are Benz firsts.

Also a first for Benz and the class is Hands-Free Access. Providing you have the key on your person, the system "provides hands-free, contactless operation of the boot lid". ??Move your foot "in the vicinity of the rear bumper" and the SL will open and/or close its boot lid – just the thing when your hands are full of Prada, DKNY and Marianna Hardwick bags.

PACKAGING
--

Pure roadster, no +2

The SL is nothing if not conventional roadster with a long nose and passenger compartment set well back. In this regard it’s true to form for the badge and genre.

Fifty millimetres longer (4612mm) and 57mm wider (1877mm), the new car also rides on a 25mm longer wheelbase (2585mm). ??Mercedes claims the changes have been made to provide "more room for more comfort in the interior". Effective shoulder (+37 mm) and elbow room (+28 mm) have been increased too.

The chassis is not all-alloy – but almost so. Super high-strength steel is used to reinforce the A-pillars and windscreen frame.

A massively complex structure that incorporates extrusions, cast sections and custom formed sections that are welded, riveted and bonded together, the body in white is claimed to be more than twice as stiff as its predecessor. ??All external panels are alloy while the folding vario roof is a mix of glass and magnesium and around 6kg lighter than the last generation.

The roof's still not light enough that Benz will allow it to be used on the move, however. Benz's experts say this is for safety reasons – they’re concerned about the roof injuring occupants should a collision occur while it’s in operation. ??The roof is electrically operated (on approach or departure it can be operated via the key fob) and time up and down is around 20sec.

That said, unlike the outgoing R230, the new SL can be had with a choice of three roof styles – painted, conventional panoramic glass or with Magic Sky Control glazing. This system allows you to switch the glazing from light to dark and back again at the push of a button.

Strictly a two-seater, the SL pampers both driver and passenger with a handsome and beautifully finished, if somewhat fussy cockpit (in the door tops along I counted seven different 'elements'). ??There are lashings of leather including a stitched dashpad. Notable was the fact the stitching in our launch cars was considerably neater than in the SLS roadster we drove recently.

The clock on the middle of the dashtop is very Porsche SportsChrono-like. Rumour has it was added to SL (and SLK) at the express wishes of Benz boss, Dr Dieter Zetsche.

Centre console switchgear is cool-to-touch alloy and the SL adopts the latest Benz family steering column stalks (not as elegant as the old ones) which groups all functions on the left of the wheel. ??A new AMG-style mini gear level with push button P (Park setting) is used. Paddles take care of gearchanging duties if the spirit moves you – there's no longer an option to use the console-mounted lever.

Storage is an important consideration in roadsters and the SL offers a reasonable level of lidded compartments to keep things away from prying eyes. There's a split lidded centre console bin cum armrest and behind that a deeper roll-topped bin. This is rear set enough to be hard to access on the move.

For occasional items there are larger lockable bins behind the seats. These are a 'car stopped and seats swung forward' proposition to access.

Behind the occupants is an electrically operated mesh-screen windblocker. M-B Australia believes this feature will be standard on its cars and it needs to be. Though the cockpit is commendably still at highway speeds without it, once up its further calms things and also helps reduce noise.

The boot of the new SL is officially larger but still on the tight side even for two (with the roof down at least). The increase in size is deceptive, as since the last generation debuted measuring standards have changed. ??Comparing apples with apples, the roof up capacity has increased from 339 to 381 litres, while in open roadster trim there now 241 litres available (was 235). In practice this is two carry-on sized wheel suitcases – big enough given the SL's role in life.

MECHANICAL

New heart, new lungs

The volume-selling versions of the SL will be offered with 3.5-litre V6 and 4.7-litre twin turbo V8 engines. Both are direct-injected petrol powerplants. At this stage Mercedes-Benz has eschewed diesel or hybrid versions of the SL.

Later V8 and V12-engined AMG versions will be debuted. The non-AMG V12 SL 600 has been discontinued in the R231 generation.

The SL 350 uses Mercedes' latest 60-degree V6 which is rated at 225kW at 6500rpm and 370Nm from 3500-5200. This is the most economical SL, at just 6.8L/100km combined despite being able to sprint from 0-100km/h in 5.9sec – just half a second slower than the 'old' 5.5-litre SL 500 model.

The new SL500 is an altogether more muscular beast; its twin turbo V8 rated at 320kW at 5250rpm (up from 285 at 6000). The real story is the engine's torque output. At just 1800rpm – which corresponds to 120km/h in top gear of the range's default seven-speed 7G-Tronic automatic gearbox – there is a massive 700Nm available. This is held to 3500rpm where it starts to taper off. ??That said there’s still plenty on hand high into the rev range. The outgoing 5.5-litre could muster a reasonable 530Nm but not until 2800rpm.

Predictably, performance is effortless. With no turbo lag of which to speak, any throttle movement is almost instantly transmitted to the road. The 500's 0-100km/h sprint has been shaved to 4.6sec.

Combined fuel economy is 9.1L/100km – down from 12. Despite some pretty spirited driving at last week's launch, our test SL still managed a real world figure of 13.3L/100km.

New SL carries over the latest generation of Benz powertrain and chassis smarts. Electrically-assisted Direct Steer variable ratio steering is used. It's a superfast rack too, with just over 2.1 turns lock to lock. ??Electric power steering systems are not known for their faithful transmission of feedback but the latest Direct Steer system is in the main good (but see below for the qualifier). The advent of Direct Steer also means SL can be optioned to include a self-parking system.

All new SL models also feature auto stop-start.

Four wheel conventional disc brakes are used, and the latest antilock hardware and software is a given. AMG versions will offer ceramic brake options. Depending on the model 18 and 19-inch alloys are standard.

Two suspension systems are offered, both with semi-active adjustable damping standard. The standard steel sprung system is offered in standard and sport tunes. The latter drops the ride height by 10mm and adds stiffer springs, re-rated dampers and antiroll bars. It's our pick of the set ups.

Active Body Control (ABC) is optional and features hydraulic actuated spring struts to effectively cancel out dynamic forces. The system uses sensors to proactively detect and counter body roll, pitching and other movements without, says Mercedes-Benz, sacrificing comfort.

Unfortunately it's our initial experience that it also lends the car a very artificial feel and struggles to cope with the fast directional changes the SL easily generates in sporty going. With so much going on underneath you it's almost ironic that the system also cancels out almost every ounce of feel the steering offers.

SAFETY

-- Raising the (roll) bar
Mercedes-Benz seems to raise the safety equipment bar each time it debuts an all-new model. The SL doesn't move the game on as much as some recent releases, but in matching the latest E-Class et al, it effectively heads the roadster class in the level of aids it offers.

To whit... “The new Mercedes-Benz SL sets new standards for roadsters and can confidently be referred to as the safest roadster in the world,” claims Professor Dr Rodolfo Schöneburg, Director of Passive Safety at Mercedes-Benz.

“The rigid aluminium bodyshell offers superb preconditions for a stable occupant cell, as well as for precisely defined deformation zones,” he continues. “This provides optimum protection for the occupants in the event of an accident.”??“But we do not just think about those inside the vehicle – we also consider the other road users, for instance through effective pedestrian protection measures or assistance systems which also protect other motorists.”

In the event of a rollover the SL's reinforced A-pillars and spring-loaded rear rollover loops protect the occupants. The airbag count includes head bags as well as thorax side airbags. Seatbelts are seat-mounted to ensure optimal positioning.

Like E-Class, the SL's bonnet is spring loaded to help reduce pedestrian injuries. The SL is also designed to have a “soft nose” to reduce impact loads.

Pre-safe, Attention Assist, Adaptive Brake, Intelligent Light System, Adaptive Headlamps, speed limit, lane departure and blind spot systems and a host of other safety systems are onboard. Most of these will be standard equipment, though final details will need to wait until the car's local debut.

Benz has even 'reinvented' the washer/wiper for the new SL. The system incorporates the washer system into the wiper blade. The shame of it is that it requires a large (matchbox sized) 'box' on the top of the wiper arm which sits annoyingly in your sight line.

COMPETITORS
--

Dominant in its class

Sales wise, the SL dominates its class which in its own right ensures plenty of competitors – at least on paper. Aston, Bentley, Maserati, Porsche cabs and the normal crop of supercars all take their tilt – and usually come up short, says Benz. Indeed, SL has the most loyal customer base for the brand it says.

In this writer's opinion, the closest car in concept and feel to the SL is Jaguar's XK. Forget the XK's nominal +2 status; it’s for all intents a two-seater and a pretty one at that.

ON THE ROAD
-- 500 miles
Mercedes-Benz claims, compared with its predecessor, the new SL offers "considerably more comfort and sportiness, setting new standards in the luxury roadster class". Even with a modest number of miles under our belts, we're prepared to accept the car has moved the class on – at least in some aspects.

On hand for the launch were SL 500s only – a mix of standard, sport and Active Body Control-equipped (ABC) cars.

The twin-turbo 4.7-litre V8 is a very, very muscular engine, propelling the car from 0-100km/h in well less than 5secs. But that's just one dimension of its performance. ??Developing peak torque at 'normal' road speeds, roll-on acceleration is errr... robust! Overtaking seems almost, as the cliché goes – instantaneous.

In terms of refinement, the 500 is at the very top of its game – top up or down. Even at speeds beyond 140km/h there’s no buffeting in the cabin once the electrically operated windblocker is raised. You might have to raise your voice marginally but conversation is easy at speeds that in Australia will likely get you locked up.

Roof down there's also a muted V8 burble to keep you entertained. Close up the car and you're rewarded with just enough induction rumble and under bonnet 'note' to convince you you're in a sports car.

But it's not a super sports car; that mantle will remain firmly with the SLS, even when the AMG versions of the SL arrive later this year. The SL's dynamics are good, but not in the supercar league.

Our favourite of the trio was the standard car rolling on its standard 18-inch alloys and Yokohama rubber. Though ultimately it didn't have the performance of the AMG-kitted sports suspended car on 19-inch wheels and ContiSport tyres, it rode better, had better steering feel and seemed to flow and feel like an SL should.

The lack of any bodykit on the standard car also seemed to make the most of the in part clumsy styling. The standard SL will likely be a favourite of the traditional SL buyers.

The AMG-kitted sports suspended SL was sharper in the tight stuff and understeered less, but you paid for this with a slightly choppier ride (even on the comfort setting) and a degradation of steering feel. It was a hoot to drive but if you're looking for a sportier SL, perhaps the clever thing to do is wait for the real AMG version.

The ABC car was frankly a disappointment. The 'smart' chassis limits might ultimately be higher but it takes all the feedback away from the driver and replaces it with odd, artificial sensations (especially in fast changes of direction) as the car struggles to reset itself for the change in attitude. ??This translates as a disconnected feel between front and back ends and even at times confuses the stability control system. Mercedes needs to do more work here.

Ultimately it's the abilities and the refinement of the standard SL 500 that shines through. If you're looking for a cut price SLS, you'll be disappointed. And a two-door S-Class, it's not either – that role falls to the CL.

Simply the SL is very much an up-to-date version of the Pagoda and R107 series that for many epitomise the badge. In that regard Benz has hit the bullseye.

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Mercedes-Benz SL 500 2012 Review - International

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