2013 Mercedes-Benz SL-Class

SL550 RWD 2-Dr Convertible V8 auto trans

2013 mercedes-benz sl-class Reviews and News

Mercedes Benz SL63 AMG Front View
It's eerie out here. The bayou forest sucks up sounds like a vegetative sponge. Even the Teutonic gnash of a 5.5-liter Mercedes-AMG V-8 sounds small. Trees covered in creeper vines and pale green moss stretch over this thin excuse for a road.
We've just crossed into Louisiana from Mississippi, and our 2013 Mercedes-Benz SL63 AMG looks like it popped out of another universe. Clad in Miami white and with bits of carbon fiber, 530 hp, and a folding hard top, it carries an as-tested price of $167,950.
And two worlds collide.
Louisiana is a state swamped in mythology. There's a sense that you could get lost among the choking greenery and never quite get found again. All the cliches -- bayous, gators, True Blood towns, endless crawfish bonanzas -- are evident. But those expectations are soon twisted, too.
Less than ten miles after we zero the trip odometer crossing the state line, we take a bad turn: Highway 66 dead-ends with armed guards and razor wire. We've stumbled onto Angola, Louisiana's massive, storied state penitentiary, the inspiration for the movie The Green Mile.
There are a few buildings just outside of the guarded gates, including a shack selling po' boys and boiled shrimp and a modest prison museum. Top sealed and doors locked, the car sits tight as we head into the museum and take in its collection of shivs (the inmates'), Tommy guns (the guards'), and Gruesome Gertie, the state's retired wooden electric chair. A quick reverse and we roar south, the freedom of a road trip suddenly seeming a lot more free.
The plan is to Huck Finn down a collection of local roads that shadow the Mississippi River until it spills into the Gulf. This tangle of byways is known as the Great River Road. But the river, she is coy -- a tease even.
We're spiriting down a lonesome country road, and the nav system shows the Mississippi just off our starboard side. There's no hint of it, though, as the river is hidden by a massive levee of raised earth to stop flooding. Eat your heart out, David Copperfield.
The land is otherwise flat, but the road is nicely curvy. Banish enough of the SL63's overly vigilant safety systems, and the roadster finally shows promise. The rear nudges out on sharp corners, and the basso profundo of the torque-drunk biturbo V-8 makes your sternum vibrate like a tuning fork. Big engine, lots of rubber, good times.
This car gobbles miles, and we gobble Louisiana's bounty of food. Mile 45, a muffuletta sandwich in Saint Francisville; mile 80-something, a shrimp étouffée among Baton Rouge's orderly streets. Roadside joints selling boudin sausage, bowls of jambalaya, and turtle soup (yes, with turtle meat).
Louisiana is not Average America. Manmade structures are at war with water; witness all those above-ground cemeteries and raised roadways hovering over swampland. Then there are the plantations, such as the Allendale Plantation just off the river. A future Louisiana governor bought the land, and 125 slaves, in 1852 for $300,000. Wandering among its back roads, we turn onto Old Quarters Road -- as in slave quarters. It's dirt and runs past hollow-eyed shacks that slump between railroad tracks and a freshly planted field. People still live and work here.
The road is muddy, and too late I realize that the SL is sinking. Turning around is a dicey, slow affair as mud cakes the Michelins. A reminder that history can still suck you down.
Later, we drive the Mercedes aboard a ferry, the only way to get a look at the mighty Mississippi up close. (A sign says, "Your ferry is now on Twitter!") I lean over the deck and brown foam sprays into my mouth. Too up close.
The sun slinks away just as we arrive in New Orleans, original home of sin. The roadster tucked away safely, we dive into pulled-pork sandwiches at Sylvain, a French Quarter gastropub in a 1796 carriage house. Then, the late-night purples and magentas of jazz and cigarette smoke and bleats of horns on Frenchmen Street.
The next morning arrives too soon and we're on the road, gunning south. The road is Texas-straight, and a bored foot translates into triple-digit speeds. At its core, the 530-hp SL63 is a muscle car with an overly engineered roof.
Alongside is the damned levee, once again hiding the river. The only sure sign that we're on the right track are the petrochemical factories, siphoning water and burning the sky with smoke.
We travel to the end of the earth, or this bit of it, anyhow. A sign reads: "You have reached the southernmost point in Louisiana. Gateway to the Gulf." This is also the end of the Mississippi, where it endlessly vomits black silt. It is not beautiful: too many factories and too much junk floating in the black water, including a half-sunken Chevy Avalanche.
There is a seafood joint, though, called CrawGator's. Its logo shows a creature with a crawfish head and claws with the back legs and tail of a gator. Looking around, I'm pretty sure it could happen.
Sylvain, 625 Chartres Street, New Orleans, 504-265-8123, sylvainnola.com
Located near the edge of the French Quarter, this gastropub retains the warmth and detailing of the original 1796 carriage house in which it is located. The small bar brings an eclectic local crowd and unpretentious, superdelicious vittles. A good place to make new friends.
The Myrtles Plantation, 7747 U.S. 61, Saint Francisville, 225-635-6277, myrtlesplantation.com
They say the place is haunted, and you can also sleep here. Even if you don't see the ghost of Chloe (a slave and murderess, apparently), the spirit of the antebellum South hangs heavy. Rocking chairs, mossy oak trees, and quiet rooms. Two hours northwest of New Orleans.
CrawGator's Bar & Grill, 237 Sports Marina Road, Venice, 54-534-9357, venicemarina.com/10_restaurant.htm
When you finally reach the end of the Mississippi and the Gulf, you'll be hungry. Luckily, you'll find this rather colorful joint right on the water, serving fresh-caught shrimp and fish.
2013 Mercedes Benz SL63 AMG Front Left View
Automotive journalists have a slightly warped view of the high-end sports car market. While we feeble automotive scribes pine for a Mercedes-Benz C63 AMG Black Series or for Porsche to offer a 911 GT3 RS with manual cloth seats and an A/C delete option, most real buyers aren’t interested in such compromise for ultimate performance. The truth is that many customers simply want a sports car that’s fast, a convertible, sounds good, and one that their significant other will actually ride in. Enter the Mercedes-Benz SL63 AMG that we recently drove in the south of France.
We’ve already told you about the latest SL550. It’s all-new including a near-300 pound diet and stiffer structure as a result of extensive use of aluminum. The SL63 adds to this package the M157 AMG twin-turbo 5.5-liter V-8 developing 530 hp and 590 lb-ft (the optional AMG Performance Package bumps those numbers to 557 hp and a staggering 664 lb-ft of torque while also adding a limited-slip differential, red brake calipers, and a bump of the speed limiter from 155 to 186 mph). As with the last SL63 AMG, out goes the torque converter from the seven-speed automatic, replaced with a wet clutch. The chassis upgrades include an AMG-spec ABC active suspension setup with two settings, electromechanical constant-ratio steering, and upgraded steel brakes (with carbon ceramics offered as an option). All this comes together with a goal of raising the performance level of the SL without dramatically sacrificing the comfort of the SL550.
Tackling the roads outside Saint-Tropez, one of the first things we felt was the impressive grunt of the turbocharged V-8. It adds an old-school supercharged SL55 AMG-like level of torque while minimally sacrificing the aural brilliance of the outgoing 6.2-liter normally aspirated engine. The growl and pops through the exhaust, especially in the sportier settings of the transmission are glorious. We actually found the standard, less powerful SL63 the superior setup. The AMG Performance Package tuning is less linear and acts more like a traditional turbocharged engine. The added power really isn’t needed or actually befitting of the focus of the SL63. Either way, the new engine is an excellent setup for larger AMG models like the SL, CL, and S-Class though we will miss the 6.2-liter in cars like the C63 AMG once it goes away due to the continued push towards lower emissions and increased fuel economy.
Speaking of fuel economy, we then come to that efficient new electromechanical power steering system. While the linear-rate SL63’s steering is miles better than the inconsistent variable system in the new SL550, it still isn’t good enough. It’s quite precise and accurate once you get used to the slightly too quick steering ratio but it is devoid of any real feel and is far too light, especially for a car with an AMG badge. When asked, head of AMG vehicle development Tobias Moers quickly agrees with our assessment and says that the steering system needs further tuning and will be sorted for production cars by the time they arrive in July.
The AMG-tweaked suspension setup is luckily better than the steering and exhibited good body control and impressive overall handling over the smooth roads in southern France. Mercedes-Benz USA smartly decided that the even stiffer, fidgety AMG performance suspension option would be special-order only in the U.S. We drove both setups in France and agree 100% with that decision. No matter what the setup, the SL63 is not an overly communicative sports car. It’s incredibly fast and extremely capable but slightly too synthetic as it goes about its business at a very rapid pace.
Then we come to styling. The new SL isn’t what you’d call pretty. This AMG version doesn’t change that but at least some of the extroverted add-ons dull the non-cohesive nature of the basic design. The interior of the newest SL is far better than the exterior and a welcome upgrade compared to the old car. It’s just a shame that each new generation SL seems to be less impressive to look at going down the road than the last. You can excuse the SL for not being the most focused sports car to drive but it needs to at least be beautiful.
As we wipe a tear for the loss of yet another normally aspirated engine application, there is no doubt the new engine offers a wider and more usable powerband that perfectly fits the demeanor of the SL63 AMG -- especially in the standard state of tune. If anything, the torque of the turbocharged engine makes us wonder why anyone would spend the extra money on the forthcoming SL65 AMG. Do you really need more power and likely less-impressive handling with the heavier V-12 engine? When we asked that to an AMG engineer, he explained that it is not a question that needs to be asked or answered. Quite simply, they have buyers that want an AMG V-12 SL so they will build an AMG V-12 SL. Seems logical.
Purists won’t be surprised that despite the phenomenal performance, the SL63 AMG won’t pull at their heartstrings. Potential buyers may be surprised to hear that the $9000 AMG Performance Package as well as the $12,625 carbon ceramic brakes are options to skip unless their ego can’t handle it. The SL63 AMG is not a track car and it’s not supposed to be. The AMG SL’s character makes further sense when you remember that Mercedes now offers the SLS AMG Roadster for those looking for a more focused (and normally-aspirated) two-seat convertible. Putting over $20,000 in options onto the $146,695 SL63 AMG just pushes it that much closer to the $196,675 SLS AMG Roadster. The SL63 AMG can easily dust most cars in a drag race in either state of tune and handles tidily while still allowing top up or top down motoring in impressive comfort. For many buyers, that is all that matters.
2013 Mercedes Benz SL550 Front Right Side View
The great irony of the Mercedes-Benz SL is that, for decades, its name has stood for Sport Lightweight -- two characteristics attributable to not a single SL produced in the last fifty years. If Stuttgart would stop promising "sports car" levels of performance, we'd probably stop expecting Porsche 911 levels of involvement. If the engineers stopped calling the SL "light," we wouldn't criticize it for being nearly as heavy as an S-class sedan.
There's a new SL this year, and Mercedes is attempting a little revisionist history. Suddenly, we're told that SL stands for "Super Light" and always has, which of course it hasn't. On the bright side, finally there's an SL that delivers on its name. Although aluminum body panels have been used in multiple generations of SL, the new, R231-chassis car is built almost completely out of the material. In fact, less than a tenth of the car's structure, by weight, is old-fashioned steel -- and most of that is in the rollover structure inside the windshield's pillars, a location where you want as much strength as possible. The SL's construction method -- not just the material used -- is particularly impressive: The car has a genuine aluminum unibody, not merely a spaceframe with aluminum body panels attached. It's made of extruded, chill-cast, and sheet aluminum parts that are married with exotic bonding, rivet-ing, and welding techniques, and the entire firewall -- an intricate, single piece of aluminum -- is, according to Mercedes, the largest piece of cast alu- minum ever used in a mass-produced automobile.
Indeed, the SL's structure is so stiff that it feels as though you're riding inside a vehicle made from one enormous cast piece. Mercedes' nerdy numbers back up that subjective impression: the chassis is almost twice as rigid as that of the brand-new Porsche 911 convertible (see chart on page 98).
The new car is not only twenty percent stiffer than the last SL, it's also much, much lighter. At 3947 pounds, the SL550 weighs some 275 pounds less than your neighbor's year-old SL550 -- despite the more rigid structure and additional safety engineering that would have added 165 pounds to the old car. The R231 is also 2.0 inches longer than its predecessor, with a significant 2.2-inch increase in width. The retractable hard top's frame is now made of magnesium (for lightness) and can be lowered in less than twenty seconds, says Mercedes. Sadly, the SL still needs to be completely stopped to raise or lower the roof, making twenty seconds feel like forty. Worse, since the intricate choreography occurs in near-complete silence, you need to pay close attention to the display in the instrument panel that tells you when it's finished, or you'll sit there for another half minute wondering why it's taking so darned long.
The roof is the only thing about the SL that's slow. The SL550 we drove, badged as an SL500 in Europe, is an absolute rocket. Mercedes ditched the old normally aspirated 5.5-liter V-8 in favor of a direct-injected 4.7-liter with two turbos and an extra 47 hp and 125 lb-ft of torque. The V-8 now assaults those poor rear half shafts with 429 hp, flinging the car to 60 mph in a mere 4.5 seconds, 0.8 second faster than last year's car.
In typical Mercedes style, the V-8's considerable growl is more brutal noise than melodic music -- we'll wait for the forthcoming AMG models for that. (The 2013 SL63 AMG has a 530-hp twin-turbo V-8 and hits 60 mph in 4.2 seconds; the new SL65 AMG has a 621-hp twin-turbo V-12 good for a 3.9-second blast to 60 mph.) The SL550's real music will be heard coming from its standard Harman Kardon stereo system, which places 7.9-inch subwoofers in the front footwells, freeing up space in the door pockets where woofers would normally reside. Very low frequency sounds aren't directional -- your ears can't tell where they're coming from -- so the subwoofers' location is somewhat irrelevant. But the position allows for better deep bass response that, combined with the great imaging and clarity of the remaining speakers, morphs the SL into an amphitheater when you turn up the volume. Even with the top down at triple-digit speeds, you can forget about hearing the wind or tires or engine: you can't even hear yourself think.
Strangely, the optional $6400 Bang & Olufsen system isn't nearly as good. Mercedes says it still uses the Harman FrontBass system, but the bass response is not only weak, it's muddy and loose to boot. Of course, the signature B&O illuminated tweeters are works of art -- and they tweet out enough crisp treble to tickle the insides of your brain -- but the standard stereo is just plain better.
The new SL's interior is more opulent than that of any previous SL; every last piece is high-style, from the dash vents to the small, leather-lined, embossed shifter. The aging Comand system feels unnecessarily complicated compared with newer systems from other makers, and the gauges themselves look slightly plasticky and cheap, but overall, this is Benz's most glamorous and well-constructed interior. It's very roomy, too, feeling as spacious as a full-size luxury sedan that happens to be missing the back of its cabin. The seats are as comfortable as they are attractive, with shoulder supports that cascade down from the headrests like the collar of Cruella de Vil's puppy-fur overcoat. Powerful seat heaters and the optional Air-Scarf that blows gently heated air at your neck -- a luxury that seems absurd until you've experienced it -- extend the top-down season.
Truly absurd is the SL's g-meter display, which uses the monitor on the center console to display momentary and peak g-force readings. Equally as pointless is Comand's Facebook integration. The SL's average customer is approximately 132 years old, and neither of those features seems appropriate in this class of car -- perhaps Magic Bifocal Control would be more useful. Magic Vision Control is, in fact, standard, but it doesn't help there -- it's a new computer-guided wash/wipe system that sprays washing fluid directly in front of the leading edge of the windshield wipers to minimize the possibility of splashing cleaning solution into the interior. Magic Sky Control, which debuted on the new SLK, turns the SL's transparent panoramic roof opaque at the touch of a button. And, as you can imagine, the SL is chock-full of available high-tech driver aids (lane-keeping assist, automatic parking, blind-spot detection, adaptive cruise control).
The SL also has a standard mesh wind blocker that rises electrically from behind the rear seats. Had we risked our driver's licenses to examine roof-down cabin turbulence at the U.S.-specification SL550's 130-mph electronically limited top speed, we'd be able to tell you that your toupee would have no risk of flying away. We did no such thing. We did, however, probe the European-specification model's 155-mph limiter, and at that speed, there's less in-cabin turbulence than in most convertibles at legal interstate speeds.
The SL's brakes are unfazed by repeated use, even from very high speeds. Unlike the last SL's electric brakes, the new car's conventional hydraulic pedal feels natural, and coming to a smooth stop at red lights is no longer accompanied by the fear of accidentally tapping the car in front of you. Now, all the SL driver needs to be wary of is the active steering.
At only 2.2 turns lock-to-lock, it's seriously quick -- except that it's not. The SL uses a rack that's slow on-center but begins to quicken as you turn the wheel, like Porsche has used for years. But the transition, which begins after just five degrees of lock, is anything but linear, and with electric power steering that can never decide how much assist to provide, the steering not only relays little information about what's going on at the front wheels, it also gives no indication of how much the car will turn for any given input at the helm. It's among the least confidence-inspiring steering systems we've encountered.
But that doesn't stop the SL from being brutally fast on back roads. Optional Active Body Control keeps body motions to an absolute minimum, although it feels as if its adjustments are half a beat behind the car. The combination of a strangely nonlinear accelerator pedal, a hint of turbo lag, and a massive torrent of torque (516 lb-ft from 1800 to 3500 rpm) means the rear tires can be easily overwhelmed. Even when traction isn't an issue, the rear end loves to walk around under hard acceleration. That's something we've experienced in other Mercedes-Benzes, but it's more disconcerting here because of the unpredictable steering. Like its predecessors, the SL doesn't much care to be hustled. In fact, it falls apart at the limit, transitioning between understeer and oversteer with no advance notice -- a not-so-subtle encouragement for you to back off. A sports car it most certainly is not, but if you need to cover huge amounts of ground quickly, comfortably, safely, and in grand style, the SL remains a remarkably comfortable and capable, if not rewarding, grand tourer in a class of one -- right where it has always been.
The all-aluminum construction is game changing, dragging the SL out of the doldrums of the last SL's cost-cut DaimlerChrysler era and into the spotlight as the worthy flag bearer for an apparently reinvented Mercedes-Benz. Now, if Mercedes could just add the word "beautiful" back into the SL's design brief. The awkward steering aside, the SL's biggest flaw is the way it looks -- it lacks the visual punch of a $100,000 jewel, too closely resembles the cheaper SLK, and is saddled with disjointed front, rear, and sides that look like they were designed by three different people. That is because they were, in fact, designed by three different people. Maybe next time, the Germans will tell us that SL stands for Supremely Lovely -- and they'll make the roadster as beautiful on the outside as it is underneath its skin.
2013 Mercedes-Benz SL-Class
2013 Mercedes-Benz SL-Class

New For 2013

The SL is all-new for 2013. It’s not nearly as beautiful as the original 300SL of six decades ago, but the new car is quicker and more refined than ever. Eight-cylinder engines that are more powerful and more efficient have put the twelve-cylinder models on notice. The SL600 is gone for good; the SL65 AMG is available in late 2012.


Its name suggests a sporty, lightweight car, but the SL is as much about pampering the driver as it is about pounding the road. Airscarf titillates the back of your neck with warm air for cold-weather, top-down cruising. Magic Sky Control allows the driver to adjust the transparency of the glass roof. The windshield washers meter out more water for cold, snowy conditions, and when the top is down, they only spray on the wipers’ down stroke to keep passengers dry. Active Body Control—standard on all SLs—uses hydraulic cylinders to continually tweak the suspension and eliminate any trace of unwanted body motions. An aluminum body that cuts weight by about 250 pounds compared with the previous car suggests that Mercedes would like to recapture the SL’s sports-car heritage, but its agility is compromised by variable-ratio steering that is unpredictable and imprecise. In a straight line, however, the SL is unquestionably competent, whether you choose the very fast SL550 or the effortless SL63 AMG with its 530-hp V-8. Both cars use a seven-speed automatic transmission, but the AMG model has a clutch in place of the usual torque converter to create the feel of a sportier launch. The optional AMG performance package raises the top speed to 186 mph, boosts power output to 557 hp, and adds a limited-slip differential.


ABS; front, side, and side curtain air bags; tire-pressure monitoring; drowsiness alert; and traction and stability control are standard. Options include active parking assist, active blind-spot monitoring, active lane-departure prevention, and adaptive cruise control with a collision-warning feature.

You'll like:

  • Great V-8 engines
  • Brilliant Airscarf feature
  • Surprisingly capable

You won't like:

  • Variable-ratio steering plagues the SL550
  • Numb brake pedal

Key Competitors For The 2013 Mercedes-Benz SL-class

  • Aston Martin V8 Vantage
  • Bentley Continental GTC
  • Jaguar XK
  • Maserati GranTurismo
2014 Mercedes Benz E63 AMG 4MATIC Wagon Front Three Quarters
Mercedes-Benz has turned to Garmin as its new source for in-car navigation systems. The deal will involve rolling out Garmin-based systems over the next four years, globally, on Mercedes vehicles.
Brabus 800 SL65 AMG Live
German tuning company Brabus regularly produces tweaked Mercedes-Benz AMG cars with extra horsepower and outlandish body parts, and the Geneva show continued that tradition. The tuner used the show to reveal five tweaked AMG products, so of which have as much as 788 hp.
Top  10 Powerful AMGs
The age-old proverb suggests power corrupts absolutely, but we beg to differ. In fact, when it comes to Mercedes-Benz’s AMG line, a glut of power is an indelible hallmark passed from generation to generation. Over the past 45 years, the tuner-turned-performance brand has built its legacy on crafting vehicles that are luxurious, bespoke, and ludicrously fast. To celebrate, we’ve compiled a list of its ten most powerful road cars ever built.
2013 Mercedes Benz SL63 AMG With Chef Daniel Humm
We wondered how the new 2013 Mercedes-Benz SL550 drove, but never inquired as to how it tasted. That said, the automaker has provided details of a gourmet “picnic” menu that was allegedly inspired by the latest SL roadster.

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2013 Mercedes-Benz SL-Class
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SL550 RWD 2-Dr Convertible V8
17 MPG City | 25 MPG Hwy
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2013 Mercedes-Benz SL-Class
2013 Mercedes-Benz SL-Class
SL550 RWD 2-Dr Convertible V8
17 MPG City | 25 MPG Hwy
2013 Mercedes-Benz SL-Class
2013 Mercedes-Benz SL-Class
SL550 RWD 2-Dr Convertible V8
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2013 Mercedes-Benz SL-Class
2013 Mercedes-Benz SL-Class
SL550 RWD 2-Dr Convertible V8
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2013 Mercedes-Benz SL-Class
2013 Mercedes-Benz SL-Class
SL550 RWD 2-Dr Convertible V8

2013 Mercedes-Benz SL-Class Specifications

Quick Glance:
4.7L V8Engine
Fuel economy City:
17 MPG
Fuel economy Highway:
25 MPG
429 hp @ 5250rpm
516 ft lb of torque @ 1800rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof (optional)
  • ABS
  • Stabilizer Front (optional)
  • Stabilizer Rear (optional)
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential (optional)
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear (optional)
  • Radio
  • CD Player (optional)
  • CD Changer
  • DVD
  • Navigation
50,000 miles / 48 months
50,000 miles / 48 months
50,000 miles / 48 months
Unlimited miles / 999 months
IIHS Front Small Overlap
NHTSA Rating Front Driver
Not Rated
NHTSA Rating Front Passenger
Not Rated
NHTSA Rating Front Side
Not Rated
NHTSA Rating Rear Side
Not Rated
NHTSA Rating Overall
Not Rated
NHTSA Rating Rollover
Not Rated
IIHS Front Moderate Overlap
IIHS Overall Side Crash
IIHS Rear Crash
IIHS Roof Strength

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5-Year Total Cost to Own For The 2013 Mercedes-Benz SL-Class

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Five Year Cost of Ownership: $82,197 What's This?
Value Rating: Above Average