A car as if drawn from the full. Luxury roadster, weighing just under two tons, V8 biturbo, 585 hp, nine-speed automatic transmission, four-wheel drive, ceramic brakes, roll compensation, rear-axle steering, seat ventilation, massage and much more. But without hybrid, electric motor, charging cable, lithium-ion battery weighing tons and the like. Almost too good to be true.
The SL carries the legacy of its predecessors on its shoulders. It is also the technical basis for the next AMG GT.
The new SL has a great heritage
Large grille, narrow headlights, long bonnet: Anyone who sees the SL in the rear-view mirror knows that an athlete is coming.
There is a lot of overtaking prestige in the design
The R 232 was, that’s new, completely developed by AMG. The design leaves no doubt about it, the SL has an imposing appearance. Wide open, AMG-typical Panamericana grille, narrow headlights, long bonnet, seats far back, flat, somewhat rounded rear again with narrow lights. At the back is the electrically extendable spoiler, which changes its position depending on the driving situation.
Engine type/cylinder
installation position
valves/camshafts
camshaft drive
displacement
kW (HP) at 1/min
Nm at 1/min
Vmax
transmission
drive
Brakes front/rear
test car tires
tire type
wheel size
Exhaust gas CO2
Consumption*
tank capacity
fuel type
gasoline particulate filter
pass-by noise
trailer load used/unused
drawbar load
trunk volume
Length Width Height
wheelbase
basic price
Test car price (is evaluated)
People up to 1.50 meters tall should also be able to sit in the back of the new SL. Given the narrowness in the rear, this is rather uncomfortable.
The SL is actually more of a two-seater
It’s all the more comfortable in the first row, the tight multi-contour seats of the test car (in a package 7259 euros) can be adjusted in countless ways and offer ventilation, massage and a neck dryer. However, they are still not optimal – there is a lack of support in the shoulder area.
The cockpit of the SL knows how to please. However, the large touchscreen seems somehow out of place, and the seats lack lateral support.
Almost everything fits in the workplace
You sit deep in the car, firmly adjusted between the door and the massive, high center console. The cockpit is built coherently and perfectly, the seams are finely drawn, details such as the illuminated ventilation nozzles in turbine optics are slightly playful. The instruments in the 12.3-inch instrument cluster can be configured in eight different layouts, all of which are beautiful and easy to read.
acceleration
0-50km/h
0-100km/h
0-130km/h
0-160km/h
0-180km/h
0-200km/h
0-230km/h
0-250km/h
intermediate sprint
60-100km/h
80-120km/h
curb weight/load
Weight distribution v./h.
Turning circle left/right
seat height
braking distance
from 100 km/h cold/warm
warm from 200 km/h
interior noise
at 50 km/h
at 100km/h
at 130/160 km/h
consumption
saving consumption
test consumption
Average of the 155 km test lap (deviation from the WLTP specification)
sports consumption
CO2 (test consumption)
Range (test consumption)
Only the 11.9-inch, upright touchscreen in the middle doesn’t quite fit into the harmonious ensemble. Looks like it was added later. After all, it can be tilted by 30 degrees – this should improve readability when the roof is open and there is strong sunlight – it doesn’t always work either. Basically, the display provides a lot of information, always in a brilliant look, the menus are extremely extensive but well structured, and the smart and fast MBUX voice control is always in top form.
A gem from a combustion engine: The four-liter biturbo V8 mobilizes 585 hp and 800 Nm of torque.
We will cry for the V8 at some point
body
drive
driving dynamics
connected car
environment
Comfort
Costs
AUTO BILD test score
