SLR McLaren vs. SLS AMG
Which Would You Choose?
Article and Photos by Maurice Liang
Arguably two of the most collectible Mercedes-Benz automobiles of modern times, the SLR McLaren and the new SLS AMG are limited-production flagships with supercar performance.
Both are exclusive. And both pay homage to the classic 1950s Mercedes Gullwing. Yet the two cars are as different in personality as the groups – McLaren and AMG – that developed them. Although the SLR was a half-million-dollar car when new, with the introduction of the new SLS at $200,000, you can probably find examples of both for around the same price. So, which car would you choose?
To find out, we asked a man who owns both, Mercedes-Benz Club of America member Larry Brackett. Brackett, who lives in Sonoma, California, in the heart of California’s wine country, has owned Mercedes vehicles for most of his adult life. For the past five years, he’s put 25,000 miles on his SLR, often using it as his daily driver. Recently, he took delivery of one of the first SLSs to enter the country.
Before coloring my opinions, Larry graciously handed me the keys to both and let me form my own impressions.
The basics
Walk up to the two cars parked side-by-side, and you might think the SLR is the newer car. The SLR has a more futuristic and modern look, while the SLS is a more literal interpretation of the classic ’50s Mercedes Gullwing.
The most dramatic styling element on both cars, of course, is the doors. On the SLR, they swing up and forward, sort of a cross between gullwing and Lamborghini scissors doors. On the SLS, they open straight up, like, well, gull wings. The SLR doors are more practical as long as space alongside the car is adequate, because they swing out of the way. With the SLS, you have to be careful you don’t smack your head getting in and out of the car.
Mercedes fans already know that the new SLS is powered by a normally aspirated 563-horsepower 6.2-liter V-8 coupled to a 7-speed paddle-shift dual-clutch transmission; the SLR is powered by a 617-horsepower supercharged V-8, coupled to a 5-speed paddle or console-shift transmission.
Driving the SLS
Hit the start button in the SLS, and the V-8 barks to life in a muscle-car-like fashion. Pull the little shift lever into Drive, and away you go. Well, sort of. Step on the throttle from a standstill, and there’s a hesitation before power engages, like an old carbureted engine that bogs. Push harder, and the power suddenly engages, jerking your head back. The delayed response would make it hard to win a stoplight drag race.
Drive off mildly in “D” though, and the 7-speed transmission shifts up through the gears smoothly, sounding much like a Continuously Variable Transmission, with the engine barely changing rpm and the transmission constantly shifting, albeit seamlessly. Tug on the upshift or downshift paddle, and you’re doing the shifting yourself. Because the gear ratios are close, under hard acceleration in manual mode, you’d better be flicking those paddles pretty quickly. If there’s a downside to a 7-speed transmission, it’s that there’s a lot of shifting going on, in manual or automatic mode.
Bend the SLS into a corner, and it sticks with confidence. Like any high-power car, you have to feather the throttle as you accelerate out of a corner so that you don’t break the rear wheels loose. Even without the optional ceramic brakes, the SLS has phenomenal and drama-free braking.
Around town, the SLS AMG feels like any normal Mercedes – well, at least an AMG version – quiet, tight, refined, and stiffly comfortable. Launch it up an on-ramp, and hold on! The tuned exhaust of the V-8 lets out a howl unmatched in the business, shoving you back in your seat as the rear tires claw for traction. You giggle with glee as it rockets to 60 mph in what Road & Track clocked as 3.6 seconds.
Driving the SLR
The inside of the SLR is more businesslike. Flip up the missile-launcher cover on the shift knob with your thumb, and press the start button to fire up the supercharged V-8. Mash the go-pedal, and the SLR growls out her side pipes as she launches you to 60 mph a tenth of a second faster than the SLS, according to R&T. Traction control helps put the 617 horsepower to the ground with no muss and no fuss. Punch the throttle at 80 mph, and she’ll shove you back in the seat and have you well over 100 mph in the blink of an eye.
Steering response is sharp and crisp – perhaps a bit too sharp. Turn the steering wheel a little, and the car responds so quickly that you have to dial in some correction until you get used to it. Pedal pressure and controls are heavy. The ride is firm but pleasant.
SLR vs. SLS
After driving the cars back-to-back, it becomes immediately apparent that each reflects the personality of the company that developed it. While race-car builder McLaren built the SLR, AMG, Mercedes’ in-house tuner, engineered and built the new SLS.
With the SLR, the steering and ride are much stiffer. According to Larry, “The steering of the SLR is very sensitive, requiring a level of attention that is not required in the SLS. The steering on the SLS is fantastically balanced.” The SLR seats are one-piece racing bucket seats (albeit nicely trimmed in leather) that tilt but do not recline. “The seats are a constant annoyance,” reports Larry, “It’s hard to get comfortable in them.”
The SLS, on the other hand, has more Mercedes DNA. You can tell that the engineers understood what Mercedes owners expect of their cars. The interior is plusher, the ride is more comfortable, and the seats can be adjusted to fit anyone – tilt, rake, and recline, plus adjustable lumbar support and side bolsters.
The ride is stiff, but not uncomfortably so. Everything about the SLS is just a bit smoother and more refined – the ride, the power, the feel. Larry adds, “The ride of the SLS is better controlled and smoother. The body of the SLS feels tighter and better made, with fewer rattles.”
Styling aside, the SLS is definitely a step forward in evolution for Mercedes’ flagship car. Larry concurs: “It’s a better car in every way, so much so that I’ve decided to let the SLR go.” Larry believes in driving his cars, as you can tell from the mileage on the SLR’s odometer. The SLS will become his daily driver, but he’s already had it on the track. “The car is very responsive on the track. It’s everything you’d expect it to be,” he concludes.
Which would you choose?
So, which car is better? That depends on what you’re looking for – a collectible or a driver. While styling is always subjective, judging from comments at the Palo Alto Concours, most people prefer the SLR’s sleeker shape. From a driving standpoint, the SLS wins hands down.
Larry reports, “My general feeling is the SLS is the more usable and less intimidating automobile to drive on a frequent basis. The SLS feels more nimble and responsive.” While both cars are collectible, the SLR may end up being more desirable because of its limited production and higher original price tag. The SLR has already depreciated, and it’s bound to appreciate in the future, so now would be a great time to buy. The SLS is still new, so prices are still high.
You wouldn’t go wrong with either car, but if you plan on driving it a lot, go with the SLS. If you’re buying your car as a collectible and will only drive it occasionally, the SLR could be the better investment.
Maurice Liang is a certified car nut with an eclectic collection of cars ranging from an original Meyers Manx dune buggy to several Dodge Vipers. He is founding president of the Viper Club of America and author of The Viper Buyer’s Guide.
