Mercedes-AMG SL 2026 review | A luxurious drop-top sports car

What is the Mercedes-AMG SL?

The Mercedes-AMG SL is a 2+2-seat, open-top roadster that aims to strike a happy balance between being a luxurious grand-tourer and a serious sports car. It’s certainly got the heritage, being able to trace its roots right back to the ‘Gullwing’ Mercedes-Benz 300 SL of the 1950s, although it’s the ‘Pagoda’ model of the 1960s that really introduced the modern SL template. This is now the seventh generation of Mercedes SL, which has evolved to become a more aggressive, sportier option, rather than the generally more laid-back, touring-focused SLs of old.

To our eyes, it certainly looks great, being both sharp and purposeful. There’s a little bit of awkwardness to the rear end, but we’ll forgive it for that classic long-bonnet, rearward-cabin shape that echoes the Mercedes SLS AMG supercar of the 2010s, the more recent AMG GT, and even the original 300 SL: the godfather of the SL series.

For this generation, launched at the end of 2021 and known to Mercedes enthusiasts as the R232, the SL reverted to a fabric roof rather than the folding hard-top of the previous R231 model. Saving 21kg compared to the old metal roof, it opens in 15 seconds at speeds up to 37mph. It’s an impressive trick that the cabin still looks dinky and sleek, yet there are now two occasional rear seats, making the SL suitable for transporting small children.

Engines in the line-up include a 375bhp four-cylinder 2.0-litre turbocharged unit known as the ‘M139’ in the Mercedes-AMG SL43. Then there’s the ‘M177’ 4.0-litre twin-turbo V8 motor with 469bhp in the SL 55, or with 577bhp in the SL 63. The version at the top of the model tree is the SL 63 S E-Performance, which has the same V8 engine but paired with a 213bhp electric motor for a total combined output of 805bhp. There is also an opulent Maybach version of the SL, known as the Mercedes-Maybach SL, which uses the SL 63 engine. However, Maybach versions cost £250,000 or more and can’t really be considered alongside other variants in the SL family.

Unlike previous generations of SL, this line-up is AMG-only, so there are no ‘everyday’ engine options such as a relaxed SL 350 with a V6 engine. The older SL 500 had a V8, but was still geared very much for cruising along with a big engine, rather than sporting ability, unlike AMG-badged 55 or 63 versions. What’s more, there’s now no V12, which used to be an option on older SLs with the SL 65 variant.

A nine-speed automatic gearbox is standard on the entire range. More radically, V8 models come with Mercedes’ 4Matic all-wheel-drive system – the first time that an SL has ever been offered with four driven wheels.

This isn’t the only first, either. Rear-wheel steering premieres on the Mercedes-AMG SL 55 and SL 63, as does AMG Active Ride Control. The latter brings active hydraulic anti-roll stabilisation, albeit only on the range-topping SL 63.

How practical is it?

The big news regarding the SL’s practicality is that the car now gets rear seats. Well, occasional rear seats. It’s not the first time that the big Mercedes roadster has accommodated four people; the R129 Mercedes SL sold throughout the 1990s had optional back seats. But, before you get the child car seats out, bear in mind that the rear seats really are small. There’s very little legroom or headroom, and the seat-backs are very upright. It’s great to have them for the odd short drive with the kids or some friends, but this is no family car. Most of the time, those rear chairs are best used for your coats and bags.

Space in the boot is pretty good. With 231 litres it’s hardly big, but you’ll get a few soft weekend bags in there easily, and you don’t lose much space with the fabric roof dropped down. The 63 E-Hybrid, however, has just 110 litres, thanks to a battery under the boot floor. It’s quite the compromise for this drop-top cruiser.

Up front, the seats are deeply sculpted and offer loads of support and adjustment. They’re low-set, and it encourages a legs-stretched-out position, which suits the low-slung SL just fine. There’s storage in the armrest, and the dashboard feels beautifully finished. By the standards of performance roadsters, it’s impressively classy and surprisingly practical.

All versions of the SL get keyless entry and remote boot closing. Having spent more than £100,000 on a car, you rightly shouldn’t need to shut the boot with your hands. Additionally, on the SL 63 and the SL 63 E-Hybrid, there’s a nose-lift system, helping you navigate speed bumps, driveways or car park ramps without tearing a chunk out of the front bumper.

What’s it like to drive?

Mercedes-AMG has gone to great lengths to make the new SL more focused. It’s now more of a purist sports car to take on its nemesis: the Porsche 911. The modern SL series has always been a grand tourer first and a sports car second, but this is arguably the first generation to switch those performance priorities – even if the additional seats and all-wheel-drive system might lead you to believe the SL is more of a GT than ever before.

The change in priorities has worked, in that the SL now has a lurking purposefulness that it didn’t express before. We’ve only driven the SL 55, but even so, as soon as you get it rolling, there’s that background V8 rumble. It’s not too intrusive, but is omnipresent, reminding you of the 469bhp and 516lb ft worth of detonation under your right foot.

It is a detonation, too. Especially if you choose Sport or Sport+ driving modes, which sharpen up the throttle response and open the exhaust baffles. It is a truly theatrical car to blast about in, yet is also easy to drive in everyday traffic and touring situations. Our only major gripe is that throttle response in Comfort mode is a touch unpredictable, being fairly soft and unresponsive initially, then suddenly delivering a shove of pace. With familiarity you get used to it, but it could be smoother.

Performance is rightly brisk. The ‘entry-level’, rear-wheel-drive SL43 accelerates to 62mph in 4.7 seconds and on to a top speed of 173mph. It’s also the lightest car in the lineup, tipping the scales at 1,900kg. All other versions weigh 100kg more, aside from the 63 E-Performance. This flagship tips the scales at just over 2,300kg.

The all-wheel-drive V8 versions take you from brisk to bananas, then onwards to “bloody Nora” and finally a phrase that starts with the word bat, ends in crazy and has another word sandwiched in the middle. The SL 55 hits 62mph in 3.9 seconds on its way to 183mph, while the SL 63 manages the same sprint in 3.6 seconds and can reach 196mph. The SL 63 E-Hybrid dashes to 62mph in 2.9 seconds and won’t run out of puff until it hits 197mph. That isn’t quite Porsche 911 Turbo performance, but we’re not far off.

Refinement (including wind bluster with the roof down), steering response and the way the gearbox blurs its shifts all feel slick and more than well sorted enough to make the SL an effortless long-distance cruiser. Ride comfort on the standard adaptive dampers is a touch firm and restless at low speeds, but settles down to lovely, loping stride at higher speeds.

Handling is where things need to have improved to reflect the SL’s new sportier outlook, and in certain respects they have. The steering is now a touch quicker and, critically, the 4Matic all-wheel drive and all-wheel steering systems are just brilliant. You can enjoy a real sense of playfulness, combined with reassuring grip levels. You still sense that most of the power goes to the rear axle, though, which will squirm around if you really want to push the SL’s limits. In more moderate use, it also allows you to adjust the car’s line on the throttle. There’s always a keen awareness of this being a powerful car that deserves respect. It doesn’t nanny you, and that is good news.

For all its incisive dynamics, the SL’s handling isn’t as sweet as a 911. Having said that, it would be interesting to try the SL 63 with its hydraulic anti-roll bars and electronically-controlled rear differential; it seems reasonable to assume these features would elevate the car’s handling response even further.

All-wheel drive or not, the SL doesn’t offer quite the same zen levels of steering tactility as a 911 or Audi R8, nor the same mechanical grip levels. Part of the reason it feels less wieldy is the basic shape of this long-bonneted, front-engined car. You sit so far back from the nose that you feel like you need a rudder rather than a wheel. But it’s also this iconic and very evocative body shape that makes the SL distinctive and appealingly different to its rivals, including the Bentley Continental GT that we’d say is closer to an Mercedes-AMG SL in nature.

Should you want additional stopping power, carbon ceramic brakes are available as an optional extra. Tick the box for the ‘Ultimate Package’ when speccing the SL 55, SL 63 or SL 63 E-Hybrid, you’ll add an AMG aerodynamics pack, sports seats and ceramic brakes. The E-Hybrid, comes with ceramic brakes as standard, so you’ll just get the seats and aero work, saving £6,000 from the £11,000 Ultimate Package for the SL 55 and SL 63.

There are performance-enhancing options on other SL variants, too. Where versions of the SL 63 get an electronic rear differential as standard, for example, you can add it to the SL 43 and SL 55 with the AMG Dynamic Plus Package. For £4,000 and £3,000 respectively, you get the diff along with yellow brake calipers, dynamic engine mounts, 10mm lower suspension and a Race driving mode (effectively another step up from Comfort, Sport and Sport+).

Technology, equipment & infotainment

The Mercedes-AMG SL has always been a technical showcase for the brand, and this model is no different. The dynamic highlights of rear-axle steering, 4Matic all-wheel drive and, on the SL 63, hydraulic anti-roll control, are the headlines here. The infotainment touchscreen also offers some neat touches, including how it automatically changes angle when you lower the electronically-controlled soft-top, in order to prevent glare on the screen. You can turn that feature off if you want, but we found it useful. It really does help you see the screen in bright conditions.

As it stands, there are effectively two trim levels for the SL: Premium and Premium Plus. Premium is only available on the SL 43 (there was once a Touring version), whereas Premium Plus comes as a step up with the SL 43 or the default trim level on the SL 55, SL 63 and SL 63 E-Hybrid. There are still some differences between those versions, too, such as the nose-lift on 63 variants.

Every SL gets a digital instrument cluster and an 11.9-inch touchscreen with the latest MBUX interface, including wireless Apple CarPlay and Android Auto smartphone connectivity, satellite navigation, a truly brilliant Burmester sound system and wireless phone charging. All models apart from the entry-level SL 43 Premium also get a head-up display and MBUX augmented reality navigation, which imposes arrows onto a live video stream of the road ahead to make it clear when you are approaching a junction.

The AMG Track Pack is another standard feature on all but the SL 43, and includes a lap timer and sector timer, as well as a live telemetry data to help improve your circuit driving. You can navigate to circuits, too, and once there you’ll have a GPS layout of the track ready to use as part of the timing and telemetry.

It does take some time to work out where the main functions are and how to use them properly, but the screen itself has fantastic graphics and responds quickly. Once you have familiarised yourself, we think it’s one of the best infotainment systems to live with.

The SL 43 Premium is the most basic model on offer. But we say ‘basic’ knowing you will still spend more than £100,000. You get 19-inch wheels with taller tyres, for one thing, which bring an extra degree of comfort but don’t look quite right sitting in the arches. As standard, you also get a black soft-top, automatic LED headlights, a 360-degree parking camera, heated seats and a dashcam, among other features.

The SL 43 Premium Plus gets larger 21-inch alloy wheels that suit the car a lot better, as well as cooled and heated seats with a massage function, plus a heated steering wheel.

Step up to an SL 55 and you’ll find adaptive cruise control and Adaptive High Beam Assist Plus. The latter allows you to drive on full beam even with another vehicle approaching, as individual LED units will deactivate to carve out a dark spot ahead for the oncoming car. The front grille is also painted black, while the brake calipers are red. Jump up to an SL 63 and the big difference is, of course, the engine – and that’s really what you are paying for. Ditto, aside from the ceramic brakes, moving to the SL 63 E-Performance; the main upgrade is the hybrid powertrain. You get charging cables to top up the 6.1kWh, 400-volt lithium-ion battery, a lift in performance and eight miles of electric driving. It can go from a silent cruiser to a 197mph autobahn monster in a matter of seconds.

What’s nice is that you’re not limited in terms of exterior colours, whether you go for an SL 43 or the range-topping hybrid SL 63 E-Hybrid. There are three lovely blues, for example, as well as a bright yellow and a delightful red. A number of colours are no-cost options, with others priced between £1,600 and £6,300. You can also go for a personalised ‘Manufaktur’ colour, but these are £10,200. You can choose wood, aluminium or carbon fibre in the cabin, too, as well as a black, red or grey soft-top, with a black, beige or grey headliner. Best of all, there’s some vibrant colour to the interior, with Mercedes offering black, brown, beige, white, tan, red and sage. Please, if you’re reading this and about to place an order, go for sage.

Overall, the SL really is a very generously equipped car that’s stuffed with technology. If it wasn’t for the fact that adaptive cruise control isn’t standard across the range, we’d have given it five stars here.

Mercedes SL running costs

The Mercedes SL isn’t cheap, and frankly a Porsche 911 Cabriolet isn’t cheap either. But with every 911 you get a flat-six engine, whereas the SL 43 has a four-cylinder motor – and it’s hard not to feel that the latter is much less desirable at this price point. Move up towards the price of the SL 63 E-Hybrid, however, and you’re almost within reach of a new Ferrari Amalfi. Mind you, the Mercedes is lavishly equipped as standard, while Ferrari will typically charge extra for fresh air, so it’s hardly a like-for-like comparison. It’s just something to keep in mind, however, as there’s a very good selection of drop-tops in the £100,000-£220,000 range.

If you’re worried about fuel economy, go for the SL 43 as it manages an official WLTP-tested figure of 31mpg, while the SL 55 and SL 63 both manage 21mpg. In our experience of the SL 55, that’s actually very achievable in the real world; we saw 23mpg without trying very hard on a steady motorway cruise, although that will drop extremely quickly if you choose to make use of the performance on offer.

Depreciation is historically rather painful on the Mercedes SL (and on most of its rivals, to be fair). Avoid the SL 63 if you want to crisis-manage the inevitable drop in value as much as possible. Nearly-new or used examples of the SL 55 or SL 43 offer a great way to avoid the initial big drop in value, and look tempting as a more theatrical alternative to the Porsche 911 – a car that typically holds its value much better.

Mercedes-AMG SL reliability

While we often turn to the most recent What Car? Reliability Survey to give you an idea of a car’s reliability record, there’s not enough data on the Mercedes SL. However, the SL does come with an unlimited-mileage, three-year manufacturer warranty, along with a roadside assistance package that can be extended at additional cost.

As an overall brand, Mercedes came a rather disappointing 22nd out of 30 manufacturers in the 2025 What Car? survey. It’s worth noting that Bentley, Porsche, Ferrari, Maserati and Aston Martin aren’t included in the survey, and who knows where they’d place if they were. Similarly, although we can compare Mercedes to BMW and Audi, it’s a fruitless exercise. Although BMW placed sixth, it doesn’t offer a new, drop-top sports car (have a look at used 8 Series convertibles if you want to feel sorry for whoever faced so much depreciation). And while Audi placed joint 22nd, it no longer offers a new convertible sports car, as the R8 has been discontinued.