Mercedes SLS Black Series – One Final Fling (Part 2)

Turn off traction control and you really feel the transformation in the SLS’s on-limit behavior, particularly in the faster stuff: instead of easily tipping into smoky slides, the Black needs to be provoked and as soon as you stop that provocation. It wants to be straight, to be gathering speed, to be getting you round the lap as quickly as it possibly can. It gives a leaner, edgier feeling to the Black, but one that’s not in the least intimidating.

It wants to be straight, to be gathering speed, to be getting you round the lap as quickly as it possibly can

The new electronically controlled limited-slip differential plays its part too. This isn’t a pretend diff, like those in hot hatches that use software to achieve LSD effects for free. This is the real deal, a proper locking diff with a computer brain: it takes data from your throttle position and road speed and steering angle and decides what you’ll be wanting before you think you’ve even told the car. It’s the same tech you’ll find in modern Ferraris and it works exceptionally well.

Turn into a corner and the rear end feels tight, like an obedient sheepdog at a trembling standstill, waiting for the farmer’s whistle, feed in the throttle and that sensation amplifies, the ears pop up, the tongue scrapes the floor. It’s primed ready to transmit maximum torque in the most efficient manner or, if you’re feeling frisky, to tip you into a slide.

This isn’t a pretend diff, like those in hot hatches that use software to achieve LSD effects for free

This combination of e-diff, rear-drive and a naturally aspirated engine is, for me, unbeatable: nothing else gives such response and control. As turbo engines gradually seep in, it’ll be fascinating to see if we’ll ever feel this level of connectivity again.

But if the rear axle gives you that Ferrari feeling, the transaxle gearbox is a weaker link in the chain, even if the two brands share the same hardware. Yes, it’s faster than before, and Sport Plus is intuitively aggressive for fast laps, but it lacks the punch and drama of Ferrari’s programming.

Ultimately, the Black Series is a success on track: searingly quick, stable, intuitive and big fun. But it does sit in a slightly awkward space, because $345k is more than double the money Porsche was asking not so long ago for the 911 GT3 RS, probably the best all-round track tool with a roof you can buy. The comparison doesn’t flatter the AMG, because when you throw it into a bend, you can still feel the weight of that V8 over the front end – pushed back to a front/mid-mounted position it may be – and still feel the rest of the car fighting to overcome it in order to take a clean bite at the apex. The 911 is more incisive.

We didn’t get to drive the Black Series on the road, but here lies another sticking point: I suspect most of these cars will spend more time away from the racetrack than on it and you’ll almost bag a Ferrari F12 for $345k, an unbelievably good road car that just happens to lap up a racetrack.

But if the rear axle gives you that Ferrari feeling, the transaxle gearbox is a weaker link in the chain, even if the two brands share the same hardware.

AMG will tell you that this doesn’t really matter, that its Black Series customers own multiple cars, that they’re extremely brand loyal and that they crave the exclusivity that its hardcore offshoot delivers. Me? If I wanted a track car that I sometimes took on the road, I’d save a bundle of cash and buy the Porsche and if I wanted a road car that I occasionally took on track, I’d spend a little more to get in the Ferrari.

Right now, though, I’ve got an empty race circuit and one of the very best engines in the world. Mustn’t grumble.

they put on black engine

The 6,208-cc V8 now revs to 7,200 RPM, up from 6,400 RPM. There are modified camshafts, optimized bucket tappets, plus modified oil bores in the crankshaft, new crankshaft bearings, a new oil pump and high-strength connections for the con-rods. End result? 631PS and 580Nm.

Weight saving

AMG has taken 70 kg out of the Black Series. Carbon components include the bonnet, the panel behind the seats, diagonal braces on the under-body and the prop-shaft, the latter alone saving 13.3 kg. A lithium-ion battery sheds eight kilos, the titanium exhaust a further 13 kg. See right for more.

AMG has taken 70 kg out of the Black Series.

Chassis

The aluminum double-wishbone suspension front and rear remains, but the suspension is stiffened by 50 per cent front and 42 per cent rear, while the track width is stretched 20 mm front and 24 mm rear – hence the flared arches. As before, you can tweak the firmness of the dampers, selecting Sport or Sport Plus.

Round bits

SLS Black Series get carbon-ceramic brakes as standard equipment, normally an $12k upgrade on regular SLS models. They save 16 kg. The 19-inch front and 20-inch rear alloys wearing 275/35 ZR19 and 325/30 ZR20 Michelin Pilot Sport Cup 2s are also factory-fitted. They save four kg.

Three SLSs that beat a black series

Brabus 700 Biturbo

Brabus fits twin turbo to the SLS’s 6,208-cc V8, pushing it to 700PS and 849Nm. That’s Ferrari F12 performance at a fraction of… oh, at the same cost.

SLS Electric Drive

No turbo, no petrol even – Merc’s incredible SLS Electric Drive makes 750PS and 999Nm. You’ll need a long extension lead, though.

SLS GT3

Had enough of track days and actually want to race? Time to step up into the SLS GT3. Yours for $450k or so. And you’ll need a trailer. And a G63 to tow it.