Benz Faqs

The V-12-powered, $126,670 Mercedes SL600 is much closer in spirit to Cadillac’s 16-cylinder Sixteen concept vehicle, which GM would also like to market in the six-figure range. The challenge is convincing consumers to spend that much on a Cadillac. Lutz commented at this year’s 2004 North American International Auto Show in Detroit that the Sixteen prototype, shown a year ago, might still see production, since Cadillac’s strategy is to attack the high-end market in order to regain its lost prestige.

Unlike the Sixteen, however, Mercedes’ SL brand has a very long history, dating back to its famous 300SL Gullwings from the 1950s. GM can’t just roll out a new behemoth like the Sixteen and win instant creditability or, more importantly, instant profits. But it could learn a few things from Mercedes.

DaimlerChrysler’s Mercedes-Benz division sold more than 13,000 SL-Class cars last year in the United States, at an average price of about $100,000 each. That’s a huge pile of cash. Although Cadillac has just introduced the well-received, $70,000 XLR roadster, the company has to fight its way back to the top, one model at a time if need be.

For proof, look at BMW. That carmaker’s splendid Z8 was meant to be an SL rival, but those who could vote on the matter buyers didn’t seem to want $100,000 two-seat BMWs as much as the SL600. So the Z8 lived only for a few short years, selling about 400 units per 12 months; Mercedes sells 2.5 times that many SLs every 30 days.

But it’s more than just a legacy. There’s serious substance to the SL600, way beyond that three-pointed star on the bonnet not that the Z8 had any shortage of performance chops and appeal, but the SL600 is a hot car by virtually any measure. Just consider the V-12 with 493 horsepower and 590 foot-pounds of torque, it’ll launch the SL to 60 miles per hour in 4.5 seconds.

Yet at 80 mph it’s barely breathing, only churning at 2,500 rpm; so, unlike other machines that can accelerate this quickly, the Benz is true to its heritage. Smooth power is this car’s raison d’être, and it is manifested through luxurious packaging, an unbeatable reputation and excellent engineering.

And the ride, too, can be as yielding as you’d ever desire from a car this powerful (not as cushy as big-sedan plush, but remember, this isn’t a big sedan). Can be, because Mercedes lets you adjust both the ride height and the sportiness of the suspension, so you can nail the car to the road or let it cruise more softly. That’s a lot more flexible than what Porsche offers in its 911 line, making the Benz a better choice if you want a sports two-door that can be driven all day, every day, for commuting.

One of the interesting things about the SL is how well Mercedes controls wind noise, even with the folding metal/glass top in the retracted position. There’s an electrically deployable wind baffle that folds up behind the rear seats at the touch of a dash-mounted button, and when the windows are up you can drive at 75 mph without even adjusting the stereo. And since the 600 comes standard with a hands-free, voice-control Motorola V60 cell phone, you might just want to drive around with the top down and talk at the same time.

Another distinguishing factor of the SL is how seriously Mercedes incorporates safety features. There’s the usual brace of six airbags, but even better, the SL600 gets standard traction and stability control. Active suspension also aids handling by cutting squat and dive during braking, which can alter the delicate balance of traction in slippery conditions.

When the weather isn’t frigid or slippery, the active suspension also cuts side-to-side body roll. As you round turns hard, the suspension gives you more control because the weight of the car isn’t bending away from the wheels that are fighting for grip.

Hit the “Sport” mode, and active suspension ratchets things down even more; the compromise here, however, is that in Sport even minor road dips and ruts will be felt through the wheel and in the seat of your pants.

No matter where they place these switches, though, it’s important to know that this is decidedly not a Porsche 911, let alone a $120,000 911 Turbo. The distinction here is one of grip and control as well as feedback. The steering of the SL600 weighs up nicely in corners, but there’s nothing like the tactile feel you get in the Porsche.

And although the Mercedes gets huge, 18-inch tires (255/40 front, 285/35 rear), traction gives way well before it does in the Turbo, and that giant width can also lead to unpleasant tramlining in Sport mode.

Honestly, the only thing missing from the SL experience is that slightly raw edge you might desire from a 911 Turbo or, if you can afford one, a $160,000 Lamborghini Gallardo. These are all rarified cars, but if you’re thinking about the SL, we doubt you’re considering Lamborghini or even Porsche Turbo.

The Benz is nothing like those cars, nor should it be; although they are more expensive, Aston Martin’s DB7 convertible and Bentley’s new Continental GT coupe are, as stately 12-cylinder showboats, more similar to the SL600.

But Mercedes has earned its reputation making quality automobiles in large numbers. The company is confident enough in its brand that it can offer a car in virtually every price range. For those who want to buy a $100K-plus sports car that they know will be as comfortable as a luxury sedan, the SL600 should be at the top of any prospective buyer’s list.

This isn’t an extreme exotic. It drives more smoothly, it corners less aggressively, and its engine lives in front of you, not out back. But we can’t think of why that should really matter. This is an SL, a slightly exotic, very sexy, very easily driven machine. If you don’t get it, you shouldn’t buy one. If you do, there’s no excuse not to.