Mercedes-Benz SLS AMG GT - An Exquisite Sports Car

Some of us have never been exactly known for our grace, but that's no reason to be hitting your head on Mercedes-Benz's gullwing doors. Perhaps we were too absorbed in contemplating Mercedes' newest supercar to be aware of the overhanging doors. That's our story, anyway.

Mercedes-Benz SLS AMG GT

For 2013, the GT becomes the sole SLS version sold in the U.S., featuring more power, a quicker-shifting transmission, and a somewhat firmer adaptive suspension.

Mercedes is so enamored with the "6.3" designation that it calls its naturally aspirated, 6208-cc V-8 a "6.3-liter." You can understand why, too: The 1968-1972 Mercedes 300SEL 6.3 was Mercedes' first modern big-motor sedan, and AMG made its name racing a 300SEL with a full leather and wood interior. Either way, this dry- sump V-8 makes 583 horsepower, a 20-hp increase over last year. When asked how they managed that, AMG reps simply said, "Chipping." The 479-lb-ft torque rating carries over.

Some of us have never been exactly known for our grace, but that's no reason to be hitting your head on Mercedes-Benz's gullwing doors

One of our few complaints with the last SLS was its recalcitrant transmission. The seven-speed dual-clutch automatic now shifts faster and with more authority. And where the SLS had three shock settings, the GT has two: sport and sport-plus. The softer mode felt best during our test runs on the Streets of Willow, which is a fairly tight track. The $202,105 SLS's limits are so high we could have used a friendlier circuit, one without deep ruts where the paved part ends. Did we just complain about driving an SLS GT at Streets? Apparently we did.

Inside, there's no mistaking the corporate connection to the SL550/SL63/SL65, the elements slightly rearranged but equally inviting. The Alcantara-upholstered seats (leather is also a no-cost option), for example, are firm, comfortable, and hold you nicely in place in high-g corners. Beyond the tight headroom, there are other compromises inherent in the be winged coupe, such as short seat travel, but, hey, you've got to suffer for your art.

Inside, there's no mistaking the corporate connection to the SL550/SL63/SL65, the elements slightly rearranged but equally inviting.

Just look at the thing. The grille, outside rearview mirrors, and little fins on the hood and front-fender vents are now gloss black. The 1o-spoke wheels frame red brake calipers that clamp 15.4- and 14.2-inch discs (front/rear); gold calipers denote optional $12,500 carbon-ceramic brakes. And a family of 12 could eat off the hood.

If head banging is some- thing you'd rather do in limited quantities, say, at the occasional Slayer show, eschew the gullwing SLS GT and go with the $208,605 roadster. You can open or close the three-layer fabric top in 11 seconds at speeds up to 31 mph. And because the roadster's aluminum frame is 4.5 pounds lighter than the coupe's, both cars should weigh about the same and see 0-to-60-mph times of 3.5 seconds. Mercedes says they have the same top speed, too. Even top down at 197 mph, the SLS roadster would save wear and tear on the scalp.

If head banging is some- thing you'd rather do in limited quantities, say, at the occasional Slayer show, eschew the gullwing SLS GT and go with the $208,605 roadster.