High-performance sports car pays homage to Mercedes's 1950s `Gullwing' coupe

Comments on this story (1)

Special to the Star

LAGUNA SECA Calif.–Did Juergen Schrempp, CEO of Daimler-Benz who organized the takeover – oops, "merger" – with Chrysler, do so just so he could drive a Dodge Viper to a board meeting?

Probably not.

But the thought came to mind as I drove the new Mercedes-Benz SLS on the Pacific Coast Highway, and a Viper passed me going in the opposite direction.

Mercedes-Benz and AMG officials would shudder at the thought. They'd much rather I'd think of the mid-'50s Mercedes-Benz 300SL "Gullwing" coupe, to which the SLS pays close homage.

But the ultra-long and low hood, the aft-oriented and snug cabin, the curvaceous fenders, even parts of the grille (the Viper's has the Dodge cross-hairs; the SLS the Mercedes three-pointed star) – well, you tell me.

Mercedes-Benz and AMG officials shudder even more strongly when you suggest the SLS replaces the Mercedes-Benz SLR McLaren.

"The SLS is the first complete new car developed by AMG, created from a clean sheet of paper," they say.

Fair enough.

Except SLR goes away, SLS arrives. How is that not a replacement? And with names only one letter apart?

Never mind the historical and marketing considerations. Let's look at what the SLS is, and how it competes with its peers, and – it must be said – the SLR.

First, unlike SLR, the SLS is not a limited-edition car, and is less than half as expensive. Canadian prices aren't set yet, but 150,000 euros exclusive of taxes translates currently to about $235,000.

The technical concept for a high-performance sports car hasn't really changed since the 300SL. High power. Low weight. Industry-leading technology. Almost race-car-like handling. Sufficient comfort and practicality for real-world (if not necessarily everyday) transportation.

Modern customer demands for creature comforts and safety make this a harder nut to crack than ever.

The SLS's all-aluminum body brings overall weight to some 60 kg less than the largely carbon-fibre SLR, which is an impressive start.

You might not think that weight distribution – 47/53 front/rear on SLS – would contribute to that weight savings. But Thomas Rappel, product manager for the car, notes that you need heavier underpinnings if the weight is more concentrated in one end or the other.

"Our naturally aspirated engine helps too," he added – no supercharger and its associated hardware.

The engine is front-mid-mounted (well behind the front axle) and is a development of the award-winning 6.2-litre four-camshaft V8 that was AMG's first totally in-house engine.

(AMG calls it a 6.3, but 6208 cc rounds to 6.2 litres, new math or old math.)

Lighter pistons and revised valve gear help boost power to 563 horses, and peak torque to 479 lb.-ft., 45 and 14 more respectively versus the version used in other AMG cars.

Zero-100 km/h is dusted in 3.8 seconds; top end is an electronically limited 317 km/h.

Dry sump lubrication means no oil pan, so the engine sits lower in the car for a better centre of gravity.

Mercedes' first dual-clutch transmission, a seven-speed Getrag box, is mounted in the rear axle to achieve that rear-biased weight distribution. It is connected to the engine by a torque tube, and driven by a lightweight carbon-fibre drive shaft.

Four-wheel independent suspension and massive brakes – carbon ceramics are an option – complete the chassis basics.

The gullwing doors are the most obvious link to the 300SL. The sills are lower, so it isn't that hard to climb in or out, although be careful not to bang your head on the door.

Don't ask.

There's no pull-down strap, nor an electric assist on the doors; shorter occupants may have to stand up to grab the armrest/pull grip.

The interior is simple, almost stark, but beautifully finished. The horizontal motif is interrupted only by four big round dash vents, and a legible instrument cluster.

You'll recognize lots of Mercedes parts-bin bits – switches, levers, the COMAND control system with SatNav and satellite radio – but it all looks of a piece.

You sit low in the car, even with seat height adjustment. Fat front windshield pillars and big side-view mirrors compromise cornering visibility somewhat.

Four transmission programs are available: "Controlled efficiency," Sport, Sport-plus and Manual, each reasonably self-explanatory.

The shifts are instant and smooth, but when starting from rest it sometimes took our test car a second or two to figure out what gear it wanted. I even managed to stall it once.

On the Laguna Seca race track, even in Sport-plus mode, it would sometimes upshift in the middle of a corner, which can upset the car if you're cooking near the limit. I wasn't, but still, it should hold its gear.

Of course I could have stayed in Manual mode and shifted by the steering wheel paddles.

The Electronic Stability Control system can be set to normal or sport, or shut off entirely. Even on the track, I left it in Sport – Laguna Seca is difficult enough to master as it is.

My track car seemed to have a right rear tire that had been compromised by previous drivers. That, or I was more ham-footed than usual because, even with ESC operational, I managed to get sideways a couple of times.

The acceleration numbers tell you the car is very fast. It also sounds terrific.

Ride quality in civilian use is firm, but nicely rounded, not harsh like a lot of cars of this performance potential. The trunk is adequate for a weekend's worth of luggage for two.

I have little doubt that the SLS is a better car than the McLaren SLR. It is less outrageous perhaps, but more livable on a day-to-day basis.

It has a more retro look than such competitors as the Aston Martin DB9 or Ferrari 599 GTB.

If it is possible or even meaningful to look at cars in this price range objectively, you'd have to say the SLS's biggest competitor is right beside it on the showroom floor: the Mercedes-Benz SL 63 AMG.

You trade off the 45 extra horses and more common styling for a folding steel roof and enough cash to buy another Mercedes-Benz.

Toronto Star