Mercedes-Benz S-Class VS Mercedes-Benz SL-Class
- S-Class' return to splendour
- Stunning high-tech cabin presentation
- Outstanding ride and handling capabilities
- Price of entry prohibitive for most
- 3D instrumentation can make you woozy
- A tad conservative in design
- Amazing ride
- Brilliant engine
- Unparalleled presence
It's only in the running for the title of world's best luxury car. No biggie here, then.
Like Rolex and Concorde, S-Class has become a byword for ultimate, and deserved or not, the Mercedes-Benz defines its segment despite the best efforts of the BMW 7 Series, Audi A8, Lexus LS and (sadly now-defunct) Jaguar XJ, as well as pointing the way forward with new technologies that eventually trickle down to more proletarian models.
Replacing the half-million selling W222 unveiled in 2013, the W223 is the latest in a long line since the first W187 Ponton debuted in 1951, and includes the famous ‘Finnies' and Stroke-8 models that followed immediately afterwards, but it is the 1972 W116 that really set the template.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Peter Anderson road tests and reviews the 2016 Mercedes-AMG SL63 with specs, fuel consumption and verdict.
Well. They don't make cars like this anymore, do they? Time was, a big coupe or convertible were de rigeur for the well-heeled banker, with 12 cylinders almost a given and fuel consumption measured in super tankers, or more likely just not talked about at all.
The world has changed but Mercedes’ SL hasn't. That's not strictly true, of course. The SL63 may drop four of the SL65's 12 cylinders, but at just half a litre smaller and still with twin-turbos it generates the enormous thrust a luxo-barge like this needs. The things that made it an icon are indeed still there - lots of tech, a style all its own and a name everyone recognises.
|Engine Type||5.5L turbo|
|Fuel Type||Premium Unleaded Petrol|
Mercedes-Benz set out to restore the S-Class' place amongst the greatest sedans in the world.
In the heavily-optioned, near-$250K-plus S450 as well as the extended S450L at $300K as tested (the sweet spot of the range for now), we reckon the Germans have succeeded, pushing safety, comfort and technology boundaries, in a package that is true to the heritage of the series.
Tax-fuelled sky-high prices will certainly keep the S-Class niche in Australia, but the car is more than good enough to dominate its tiny corner of the upper-large luxury car sphere.
The best new car in the world? We reckon it's highly likely. Mission accomplished, Mercedes.
The SL's overall score is somewhat skewed by everyday concerns, and rules are rules - an average punter will find the price of this car somewhat confusing and the devil-may-care attitude to fuel consumption bewildering.
If neither of these things are a problem, then the SL63 makes plenty of - well, not sense, because it's not a particularly clever or considered car - but it fills a niche that not so long ago we all thought would go the way of the dodo.
The fact it sells so few examples is betrayed by some of the cabin amenities and the fact that Mercedes hasn't put much effort into reducing the car's weight to improve its consumption or sharpen up the handling.
The fact it still exists at all is pretty damn cool, though, and for certain people an SL63 purchase is the culmination of a lot of hard work.
If it is your dream car, the SL63 won't disappoint. Everyone who rode with me said it was mightily impressive, but you've got to really want it. When you're not far off buying a Ferrari California T or Aston Martin V12 Vantage S for the money, you'll need a real yearning for the three-pointed star to go this way. And if you do, good luck to you - you've probably worked quite hard to get here.
Would you consider the SL63 over a Ferrari or Aston-Martin? Tell us what you think in the comments below.
Most Mercedes models have followed the Russian Doll-style cookie-cutter styling theme, and the heavy family look continues with the W223.
Still, the flush door handles do add a touch of Tesla-esque modernity, while the elegant silhouette and clean lines are in keeping with the luxury aspirations. Larger in every dimension compared to the old W222, the S450 is some 71mm-longer in wheelbase (3106mm) than before while the LWB's has stretched out by 51mm (3216mm), benefiting proportions as well as interior packaging.
AMG-branded wheels look sporty but – in the S450 at least – they're perhaps a tad too gangster. A set of flush alloys would give it a more-modern and techier appearance, in our opinion.
Overall, however, the S-Class ‘7' possesses the prerequisite richness of design. It isn't as bold and mould-breaking as models like the W116 were back in their day, but the styling is still a success.
By the way, the latest S-Class is the first Mercedes to employ the MRA2 longitudinal platform, which is rich in lightweight steels (50 per cent aluminium), is correspondingly stronger than before but also 60kg lighter.
With a drag co-efficiency rating as low as 0.22Cd on some overseas grades, the W223 is one of the most aerodynamic production vehicles in history.
The SL has always been completely unapologetic about its size and seems to be designed to accentuate rather than hide its length and width. The long bonnet screams power and prestige, and get out of my way, and is reminiscent of the little-loved McLaren SLR project of some years ago.
The size of the Mercedes logo on the huge front grille leaves you in little doubt about the brand of car that’s about to pass you at speed and some might say (okay, I would) that its large surface area is a little vulgar.
Like the SLR, the design doesn't seem to have a particularly cohesive strategy, with a number of Mercedes elements from around the traps that climb over each other. Roof up it looks awkward because of the gigantic posterior while with the roof down it looks overly long and, again, tail-heavy.
Folding hardtops are notoriously cumbersome and need a lot of room to hide them, but the silent operation is something to behold.
Elements that are worth deleting if possible are the dodgy 'Biturbo' badges. It's that kind of bling that gets people raising their little finger at you.
For the beginning of our day with the S-Class, we were chauffeured from home to a mansion in Kew, a blue-chip Melbourne suburb. Our heavily-optioned S450L featured most of the aforementioned extras – including the Business Class Package and Rear Entertainment Package – and the experience was predictably, sumptuously memorable.
Reclining individual rear seats with easy-reach tablets, armrests offering access to all multimedia and available climatised and massaging cushions and backrests... we're no longer in our normal ride, Toto.
Yet, all these trinkets and gizmos are mere add-ons, that can turn a stretched Caprice into a flash hen's night carriage if enough money and glitz is thrown at it.
No, the new S-Class must impress in an altogether less tangible and more philosophical manner, involving all the senses, and not just what we see, hear and touch. It must appeal beyond the superficial. Otherwise, it is not a large Mercedes-Benz luxury sedan in the classic manner.
This is a Herculean task for the Stuttgart designers and engineers. By and large, though, the Three-Pointed Star has succeeded in achieving something special.
In its perception of peerless quality and engineering, the W223 is striving to move forward and look back simultaneously to the glory days of the seminal W126 (1980-1991). This is through meshing traditional virtues like solidity and quality materials while dazzling its passengers with technology that is still friendly enough to want to enhance your experience.
You can sink into the soft lounge seats, watch the world pass by silently outside and never be aware of the road underneath or the engine ahead. Double glazing, exquisite and aromatic fabrics and materials and lush tactile surfaces work their magic inside the car, while an airtight and aero body, solid platform, air suspension and a muted yet muscular powertrain all do their thing underneath. The atmosphere is special and rarefied. That's what an S-Class needs to be and that's what is happening in our $299,000 (as tested) S450L.
The same more-or-less applies up front, as the same trim, leather, wood and technology surrounds the driver and passenger. The spectre of the car that is surely The Car of the Last Decade – Tesla's Model S – is evident in the portrait touchscreen and sparse, almost wallflower dashboard design and layout. No big imposing architectures here.
Yet, while the American upstart actually takes stuff away, the S-Class packs the cabin with subtle features that – like when the planes stopped flying last year and the birdsong subsequently returned – only become obvious once the cabin's design simplicity clears all the white noise for you to be in a better frame of mind to enjoy them.
Take the haptic interface, for example, as it is perhaps the best we've experienced; the sense of well-being garnered from the cumulative effects of profound seat comfort (the massaging function was never switched off), cocooning micro climate environmental control, orchestral levels of audio entertainment and the theatre of light and vision performed by the two available screens; it is an automotive experience like no other. And the eye-tracking 3D-effect navigation set within the electronic instrumentation. No need for cinematic glasses to get the effect. The driving position itself, by the way, is also first class.
Room to stretch and grow for sure, and in every direction. But room for improvement? You betcha.
Your tester had a headache after a little while staring at that woozy 3D map. The central vents – four at the front, two in the rear – look and feel cheap, leaving us mentally redesigning them; they are frightfully out of place here; the carryover column-stalk auto lever should have been binned in 2005. And, even though the digital instruments have a number of options, none are elegant enough for the S-Class. That's an especially subjective criticism, clearly, but one that – in the context of classic Mercedes luxury sedan contenders – is justified given how timeless the Bruno Sacco era of Daimler design was. Look him up, kids.
Still, after a couple of hours behind the wheel, with our senses reset to calm, it is obvious that the S-Class cabin is a unique and wonderful place – as it should be at a cool quarter-of-a-million dollars.
PS At 550 litres (20L more than before), the boot is massive and luxurious enough to sleep in.
“Practicality” is about as relevant to this car as a code of ethics is to a drug dealer or a contract killer, because the SL63 buyer is hardly worried about cupholders and boot space. For what it's worth, there are four cupholders in the two-seater cabin (which might explain why owners aren't worried about their liquid carrying prospects) and a minimum boot space of 364 litres and a maximum - with roof up - of 504, which is actually not bad.
Cleverly, there's a little robot-operated luggage cover inside the deep boot that stops your gear from being crushed when the roof goes down.
There's also space in the long doors where you might secrete a bottle of wine that would get a NSW Premier fired if he thanks you for it, and a bin in the console to hide your phone.
Price and features
Right now, only two S-Class models are available – the S450 from $240,700 plus on-road costs and the 110mm extended-wheelbase S450L (LWB) for another $24,900 on top. Most buyers overwhelmingly opt for the latter.
Despite what the numbers may suggest, both are powered by a 3.0-litre in-line six-cylinder turbo petrol engine, delivering 270kW of power and 500Nm of torque to all four wheels via a nine-speed torque-converter automatic. Greater choices are coming later, including an all-electric version known as the EQS.
Almost every conceivable safety item is standard on the S-Class, including world-first rear-seat airbags located behind the front seats in the LWB model, taking the surround-airbag count to 10.
You'll also find route-based Speed Adaptation (adhering to the posted speed limits), Evasive Steering Assist (a sophisticated form of crash mitigation), adaptive cruise control with active stop/go, Active Lane Change Assist that automatically moves the car into the lane you indicate to), Mercedes' PreSafe crash-preparation tech that primes all the safety systems for impact, electronic stability program that encapsulates all the active driver-assist tech, Active Emergency Stop Assist, Autonomous Emergency Braking front and rear (including for cyclists and pedestrians), Traffic Sign Assist, Parking Package with Active Parking Assist and 360-degree camera and tyre pressure monitors.
On the equipment front there is the latest iteration of Mercedes' MBUX multimedia system with (another) world-first 3D display, complementing an OLED central display, powered closing doors, leather upholstery, air suspension, leather upholstery, velour floor mats, a multi-beam LED headlight system with adaptive high beams, heated and folding exterior mirrors, heat and noise-insulating acoustic glass for front side windows, dark privacy glass for rear windows, sunroof, roller sunblinds for rear windows, metallic paint and 20-inch AMG alloy wheels on runflat tyres.
Want cutting-edge multimedia? There's MBUX II's augmented reality for navigation and fingerprint scanner, as well as a more natural-speech Mercedes-Me Connect voice activation with global search.
Plus, predictive navigation with live traffic, parked vehicle locator, vehicle tracking, emergency call, maintenance management and tele-diagnostics, digital radio, Burmester 3D surround-sound system with 15 speakers and 710W amplifier, remote door locking/unlocking, geofencing, speed-fencing, valet parking, head-up display, Smart Phone integration with Apple CarPlay/Android Auto, wireless charging, ambient lighting, two-zone climate control, poplar wood trim, electric adjustment for front seats, steering column with memory function, climatised front seats, keyless entry/go with flush-fitting door handles offering hands-free access (including for the electric boot),
Besides the ‘forward facing' airbag for the rear-seat occupants, the S450L also scores electrically adjustable rear seats with memory and automatic rear climate control.
Key options – and the list is massive – include an $8700 Rear Entertainment Package, that brings rear-multimedia access, rear tablets with wireless headsets and rear-seat wireless smart phone charging, an AMG Line pack with a body kit, different alloys and larger front brakes ($6500), Business Class Package that includes aircraft-style reclining rear seating and tray tables ($14,500), Nappa leather ($5000), augmented-reality HUD ($2900), 21-inch wheels ($2000) and four-wheel steering ($2700). There's also a $14,500 Energising Package with contoured seating, heated-everything and massaging seats.
Please keep in mind our test cars featured many such extras. Tick all the boxes and you can add nearly $100,000 to the price of your S-Class.
So, is the S450 good value? Given some of the breakthrough safety and luxury features it offers, it is unique. Too bad the Federal Government's Luxury Car Tax makes them so much more expensive than they need to be.
It’s difficult to ponder the idea of value when a car is already approaching $400,000 at a rapid rate even before you start piling on the options. On the plus side, for a list price of $368,715 you do get an extremely long list of standard equipment.
Edited highlights include leather on almost every available surface, heated and cooled electric seats with a fan heater for your neck, a B&O stereo that will shatter the windscreen on request, aluminium trim that's real aluminium (mostly), Active Ride suspension, sat nav, dual-zone climate control, active cruise, LED headlights and a huge swag of safety gear.
The 12-speaker stereo also has DVD, limited smartphone integration via Mercedes' COMAND system, a seven-inch screen and, of course, Bluetooth.
Engine & trans
Where are the V8s?
Right now, the only W223 you can buy is powered by an all-new 2999cc 3.0-litre in-line direct-injection six-cylinder turbo petrol engine dubbed the M256, complete with double overhead cams, an electric compressor intercooler and assistance from a 48-volt mild hybrid system and integrated starter-generator, adding 16kW and 250Nm to the 270kW of power at 6100rpm and 500Nm of torque from 1600-4500rpm.
Top speed is limited to 250km/h, while the 0-100km/h sprint-time takes just 5.1 seconds in both models. Impressive for a two-tonne-plus luxury limo.
The SL63 is powered by Mercedes’ increasingly famous V8, with two turbos along for the ride to add oomph and cut the car's famous consumption, at least slightly. The 5.5-litre unit produces a massive 430kW and a scarcely believable 900Nm of torque.
All of that heads rearward via a seven-speed dual-clutch transmission that helps sling the 4.6m, 1848kg machine to 100km/h in 4.1 seconds.
With the aid of the mild-hybrid system, the S450 returned a combined average of an impressive 8.2 litres per 100km, which translates to 187 grams of carbon dioxide emissions per kilometre. 95 RON premium unleaded (or higher) is recommended. In the urban run it consumes 11.3L/100km (11.5 for S450L), and just 6.4L/100km (6.5 for S450L) in the extra-urban result.
At 76 litres, the fuel tank will allow a combined average range of about 927km between refills.
Much as is the case with the price, there's no real way to soften the blow here - the SL63 drinks like a footballer on Mad Monday, except it does it every day. The official combined cycle figure of 10.2L/100km is quite easy to double, as we did, averaging 21L/100km in mostly flowing suburban traffic. In the car’s defence, the accelerator pedal spent a good deal of time near the firewall.
The SL does have stop-start to help reduce its considerable environmental impact.
In former times, as the Germans say, a ‘450' on the boot indicated V8 power. In the W116 S-Class era it was one of the world's most evocative badges when ‘SEL' was also attached.
As mentioned earlier, though, it's the M256 3.0-litre turbo-petrol with a 48-volt ‘mild hybrid' electrical system that's doing the driving, to all four wheels. The real V8 W223 will probably surface later this year or in early 2022 with the S580L flagship. Bring it on.
This is not to say that S450 isn't good enough. With that electrified assistance, the blown straight six is smooth and swift off the line and rapid as the auto seamlessly steps up through all nine gears. Because it's so hushed and refined, it doesn't feel 5.1s to 100 clicks quick, but watching the speedo says otherwise – acceleration is assertive and strong right up way past the legal speed limit.
All that's missing is the burbling soundtrack of a classic Benz bent-eight. Oh well. Outstanding economy is a price we're literally willing to pay in lieu.
Even more impressive is the S450's ability to hustle along mountain roads like an overgrown sports sedan.
Now, for Australia, all S-Classes are fitted standard with an adaptive ‘Airmatic' air-suspension set-up, including air springs and self-levelling tech. In Comfort up to 60km/h, the ride height can be raised by 30mm, or lowered by 10mm under the standard 130mm baseline in Sport at any velocity, while in Sport+ it falls another 17mm.
With that in mind, yes, the standard air suspension performs a magnificent job smothering out most surface imperfections around town. Yet its real other party trick is to tighten up the chassis when corners get interesting and Sport mode is selected. Aided by progressively weighted and reassuringly responsive steering, the Mercedes tips into turns with precision and poise, slicing through with virtually no discernible body lean or understeer.
Now, we're not talking a leisurely drive on rural highways here, but Healesville's famous Chum Creek Road, where even a Porsche Cayman would feel like it's had a strenuous dynamic workout. The S-Class can be hurried along with confidence and finesse, displaying outstanding handling and roadholding for a 5.2-metre long limo. And the fact that the ride quality only suffers marginally when the red horns are out is all the more remarkable.
Back in the cut-and-thrust of inner-city peak-hour traffic, the Benz in Comfort mode continued to reveal its driver-orientated yet passenger-focused twin-personalities, zipping in and out of gaps while remaining comfy and composed inside.
Only when parking in tight spots are you truly aware that the W223 is longer than a Mazda CX-9. The optional four-wheel-steering system is claimed to slash the turning circle to A-Class hatchback levels. 10.9 metres is the claim.
The 2021 S-Class never ceases to amaze and delight.
There are a number of impressive things about the way the SL drives. Firstly, astronauts will be familiar with the galactic thrust of the V8. It seems endless, seamless and ready to sling the big coupe into the outer atmosphere. Few engines of any kind can match the relentless go on offer in the SL and much of the credit should go to the seven-speed twin-clutch transmission.
Containing a torque figure like the twin-turbo V8's requires a lot of electro-trickery to stop you from being launched off the road. The great thing about all that stuff is that it works unobtrusively and smoothly.
Mashing the carpet in an SL without traction control would create much sound and smoke but little forward progress, such is the twist on tap. The SL has a range of modes from full-nanny (which is meant to keep you on the slippery Alpine road you've chosen to get you to some Swiss ski resort) while turning the dial all the way around to Race loosens the bonds.
It's in this mode you'll have the most fun and it does seem that the intermediate settings are a bit of a waste of time. Race mode does little to diminish the amazing ride quality provided by the active suspension setup, but relaxes the reins on the huge rear tyres. Exiting roundabouts is suddenly a huge laugh, with the tail cheerfully breaking traction and the two-mode exhaust thundering in a most pleasant way.
Better still is that when you jump on the brakes and shift down, the exhaust keeps the show going with angry crackles and pops, with more on the way when you lift off. There's little to match the aural pleasures of a properly tuned V8 and Mercedes has resisted the temptation to quieten it down on the outside and generate a fake noise for the inside. Although that would be stupid in a convertible, if you think about it.
The SL63, despite its AMG badge, isn't about all-out handling, of course. The Ferrari California would definitely show it how it’s done on a winding country road. The SL is more about flow, building momentum and rarely shifting down to second gear. The monstrous torque is enough to keep things rolling but should you wish for a bit more of the exhaust bellow, second is there for the taking.
Hustling the big convertible feels wrong, not because it can't do it, but because it's not really what it's for. Having said that, it offers a kind of fun that nothing else on Earth will provide, not even a Bentley GTC.
With the roof up, the SL63 is a quiet place but not remarkably so. The huge sticky tyres do the cabin's hush no favours, with an annoying roar on a wider range of surfaces than you might expect.
Roof down, it's hardly a paragon of virtue. A lot of wind noise reaches the cabin, even well below the huge speeds the SL can reach. So if you want to talk, it's windows up you'll need to deploy the mesh screen that bridges the roll hoops.
The W223 S-Class has not been crash-tested yet by ANCAP or European affiliate EuroNCAP, so does not have a star rating. However, Mercedes-Benz claims it has striven to create one of the safety vehicles on the planet. Who are we to argue?
Almost every conceivable safety item is standard on the S-Class, including world-first rear-seat airbags located behind the front seats in the LWB model, taking the surround-airbag count to 10.
You'll also find route-based Speed Adaptation (adhering to the posted speed limits), Evasive Steering Assist (a sophisticated form of crash mitigation), adaptive cruise control with active stop/go, Active Lane Change Assist that automatically moves the car into the lane you indicate to), Mercedes' PreSafe crash-preparation tech that primes all the safety systems for impact, electronic stability program that encapsulates all the active driver-assist tech, Active Emergency Stop Assist, Autonomous Emergency Braking front and rear (including for cyclists and pedestrians, at speeds from 7km/h to over 200km/h), Traffic Sign Assist, Parking Package with Active Parking Assist and 360-degree camera and tyre pressure monitors.
The Active Lane Keeping Assist works in a speed range of between 60km/h and 250km/h while Active Steer Assist helps the driver follow the lane at speeds of up to 210km/h.
Unlike many luxury brands that persist with a sub-par three-year warranty, Mercedes-Benz offers a five-year/unlimited kilometre warranty.
Intervals are every year or 25,000km, with a capped price service plan starting at $800 for the first year, $1200 for the second year and $1400 for the third year, totalling $3400. Alternatively, there is a Service Plan starting at $2700 for the first three years (saving $700 from the normal capped-price service plan), $3600 for four years and $5400 for five years.