Does the title sound exaggerated? Think again— the Mercedes-Benz SL has been on sale since as far back as 1954. Over 62 years, only six generations have been produced.
That’s because the SL has always been a “dream car”—a model that, thanks to its status, cutting-edge technology and classic roadster formula, doesn’t need frequent generational changes to remain desirable. Not only that, but even after production ends, each SL quickly becomes a classic (or modern classic), preserving the model’s high image and legendary status.
The car I’m presenting today is the facelifted version of the latest generation SL—R231. A model introduced in 2012 and updated at the end of last year.
Design
As mentioned, there’s only one proper definition here—a classic GT roadster.
That means perfect proportions: a low, wide body and a long silhouette with an extended bonnet. These proportions give the SL its unmistakable presence—one that makes even a 15–20-year-old example stand out on the road.
The facelifted SL is definitely more harmonious than the original 2012 version. Back then, Mercedes-Benz tried to give the car a more avant-garde look. The result was a somewhat odd front end, something that doesn’t quite fit this class. With the facelift, however, those flaws have been resolved. The front is now elegant and dynamic, even slightly reminiscent of the Mercedes-AMG GT. An interesting detail is that, regardless of whether you choose the optional AMG package, the exterior remains unchanged (apart from the wheels). The bumpers are identical in both cases.
The rear has also become more refined, combining a sense of power and superiority with elegance and luxury. In fact, “luxurious” is a word that can describe almost every detail of the SL’s exterior and rightly so. This is a car for people with a lavish lifestyle.
Overall, I really like the way it looks. I appreciate its proportions and the fact that its presence is measured—there’s no unnecessary flashiness.
Interior
The first impression of the interior is that it feels slightly dated compared to the latest Mercedes models. But honestly, I like that—it feels more classic, and tradition suits the SL well. It also tends to age better.
The only design detail I don’t like is the audio control panel on the centre console—it feels too plasticky and overly simple. Without even checking, I have a feeling I’ve seen it in the Mercedes-Benz A-Class.
Otherwise, the overall impression is very positive. Let’s start with the materials. The Nappa leather in the test car is, without a doubt, the finest leather I’ve ever sat on. It’s part of the optional Executive package, costing around €3,725, and includes Nappa upholstery on seats, door panels, armrests, dashboard, rear panels, and a Dinamica (Mercedes’ Alcantara) headliner.
The matte poplar wood trim fits perfectly into the classic luxury atmosphere.
Build quality is exactly what you’d expect from a car with a base price close to €102,000—solid, durable and built to last decades. The seats are exceptional, offering excellent support, a wide range of adjustments and outstanding comfort. The driving position is typical for a roadster—low, close to the road, with high door lines enhancing the connection to the car.
Visibility is surprisingly good. Yes, parking sensors and cameras are essential, but during driving, I had no issues seeing in any direction.
One of the interesting options in the test car was the Magic Sky Control panoramic roof. This is a glass roof that can change its transparency at the press of a button.
Technically, it consists of two conductive glass layers with a liquid film in between. This liquid contains particles that block light. Without electricity, they scatter randomly (thanks to Brownian motion), making the glass dark. When electricity is applied, they align, allowing light to pass through.
Impressive? Yes. Necessary? Not really. At over €3,000, it’s more of a luxury gimmick (after all, you can just open the roof).
As for practicality, the SL performs well for its type. The boot ranges between 345 and 485 litres depending on whether the roof is open. While 485 litres sounds impressive, the shape limits usability. Inside, you get a deep central storage compartment, a large compartment behind the driver’s seat, narrow door pockets and two cupholders.
For a car like this, that’s actually quite practical.
On the road
Now it’s time to drive this Stuttgart beast.
And “beast” is entirely justified. With 455 hp and a massive 700 Nm of torque, the car is seriously fast. The 4.7-litre V8 engine launches the SL from 0 to 100 km/h in just 4.3 seconds. Top speed is limited to 250 km/h, while official fuel consumption ranges between 7 and 12.4 l/100 km.
I picked up the car from Balkan Star and started in city traffic.
The first pleasant surprise comes with the engine start—the V8 roars to life, then settles into a deep, subdued rumble. Driving in traffic is surprisingly easy—not just because of the power, but because the car commands respect, and other drivers tend to let you through.
In Comfort mode, city driving is effortless. The suspension handles bumps, speed humps and cobblestones incredibly well—far better than expected. Fuel consumption in central Sofia ended at 13.5 l/100 km.
Next, I headed onto the Trakia motorway towards Vakarel. As tradition dictates, I floored it at the motorway entrance.
The car surged forward, but traction control had to work hard to manage wheelspin, resulting in a slower-than-expected initial acceleration. At higher speeds, however, everything changes. Once full power reaches the rear wheels uninterrupted, the car suddenly explodes forward with incredible force.
It’s an interesting effect—most cars feel strongest off the line, but here it’s the opposite.
At a steady 150 km/h, the SL is quiet, stable and extremely comfortable. Wind and road noise are well controlled, and you wouldn’t guess you’re driving a convertible. Fuel consumption on this stretch was 12.6 l/100 km, likely dropping to around 11 l/100 km on longer motorway journeys.
Soon after leaving the motorway, despite the 9°C temperature, I couldn’t resist lowering the roof.
With the windows up and wind deflector in place, cabin turbulence is minimal. Even in cold weather, driving with the roof down is perfectly enjoyable.
Of course, with 455 hp at my disposal, I switched to Sport+ mode and hit a winding road. In this mode, the car is intimidating. The throttle response is extremely sharp—almost like an on/off switch. Fun for short bursts, but for proper driving, Sport mode is the better choice.
The chassis handles the power impressively—body roll is virtually nonexistent, and there’s no noticeable flex even with the roof down. The issue is the sheer power. Combined with somewhat numb steering, it’s hard to judge exactly when grip will be lost. After a few spirited runs (and pushing fuel consumption beyond what the onboard computer could display), I returned to Comfort mode. And that’s where the SL truly belongs.
But I still had an empty road ahead of me and 455 hp under the bonnet, so there was simply no way I could resist switching into Sport+ mode to see what the SL500 could really do.
Accompanied by the thunderous roar of the engine, I launched myself down the winding road. In this mode, the car is genuinely intimidating. In fact, I never even came close to its limits, because had I done so, I probably would have ended up in a ditch somewhere.
Sport+ is a rather peculiar mode, because the throttle response becomes so sharp that I felt a bit like I was driving a forklift truck — basically ON/OFF. It’s entertaining for short bursts of fun and messing around, but for proper, clean driving, I would recommend sticking with Sport mode instead.
In any case, the chassis handles the car brilliantly. Body roll is practically nonexistent and, despite the open roof, I couldn’t detect any flex from the body structure. The real issue is simply the power itself. There’s just too much of it and, combined with steering that isn’t particularly communicative, it becomes difficult to judge the exact moment when traction will disappear.
After a bit more playing around — and after “overloading” the onboard computer (in other words, achieving fuel consumption figures the car itself could no longer display) — I switched back into Comfort mode and continued driving the relaxed way again.
And I dare say that the SL is a car made for Comfort mode. This is where it feels at its best — calmly covering long distances on all kinds of roads in a relaxed and effortless manner.
Yes, the power is there, but if you’re looking to drive aggressively on a regular basis, you should simply go for the Mercedes-AMG GT instead, because the SL is a car for grown-ups.
That is precisely why I believe the current-generation SL has become too powerful. Even the “base” Mercedes-Benz SL400 accelerates to 100 km/h in under five seconds.
It may sound strange—especially coming from a car enthusiast like me—but I would actually like to see the SL offered with a slightly more relaxed engine option. The modern obsession with ever quicker acceleration and increasingly powerful engines simply doesn’t fit the spirit of the SL.
Conclusion
Driving an automotive legend is a special experience. The Mercedes-Benz SL turns every moment on the road into something memorable—for those fortunate enough to afford it. And it is expensive. Very expensive. The test car costs around €140,000, and there’s still room for more options. Beyond the high purchase price and maintenance costs, the biggest downside is depreciation. That’s the SL’s main weakness. Otherwise, it offers a unique combination of character and practicality, making it suitable even for everyday use.
The SL remains a legend in its class—perfect for those who enjoy being noticed and who value comfort and refinement above all else.
Eng. Tsvetan Iliev
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