OVERDRIVE
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COLUMNS 6 MEMBERS ONLY TY and will hit VIP status effortlessly while tuckin’ tires in their JDM luxury whips 16 DRIVELINES VOLKSWAGEN GOLF R Wolfburg’s Baddest Golf is here. If it isn’t the end times? 21 DRIVELINES MERCEDES - BENZ AMG ROADSTER The SLS AMG Roadster, Venus with arms—a bit less special but ultimately more attractive.
// FEATURES
OVERDRIVE EDITOR-IN-CHIEF Eddie Alterman DEPUTY EDITOR Daniel Pund EXECUTIVE ONLINE EDITOR Erik Johnson TECHNICAL DIRECTOR Don Sherman CREATIVE DIRECTOR Darin Johnson SENIOR EDITORS Tony Quiroga, Jared Gall TECHNICAL EDITORS Aaron Robinson, Michael Austin, K.C.
Colwell EDITOR, MONTANA DESK John Phillips SENIOR ONLINE EDITOR Ron Sessions DESIGN DIRECTOR Nathan Schroeder ONLINE NEWS EDITOR Austin Lindberg ASSOCIATE ONLINE EDITOR Andrew Wendler ROAD-TEST EDITOR Mike Sutton COPY EDITOR Carolyn Pavia Rauchman PRODUCTION EDITOR Juli Burke SENIOR ONLINE PRODUCTION MANAGER
EDITOR’S NOTE
END GAME
Scott Lawrence Mosher INTERACTIVE DESIGN DIRECTOR Sam Conant ASSOCIATE DESIGNER James Magno INTERACTIVE DESIGNER Matthew Richards STAFF PHOTOGRAPHER Marc Urbano VIDEOGRAPHERS Mark Arnold, Jim Marr VIDEO ASSISTANT Aaron Brzozowski OVERSEAS CORRESPONDENTS Jethro Bovingdon, Ray
Hutton, Juergen Zoellter COMMUNITY ENGAGEMENT MANAGER Jen Feeny VIDEO ENGAGEMENT MANAGER Anthony Alaniz CONTRIBUTING EDITORS
Csabe Csere, Fred M.H. Gregory, John Pearley Huffman, Bruce McCall, P.J. O’Rourke, Kirk Seaman, Sam Smith, Steven Cole Smith, Steve Spence, Tony Swan, Ted West, Kevin A. Wilson, Dweezil Zappa East Coast Online Bureau Justin Berkowitz Germany Online Bureau Jens Meiners CONTRIBUTING ARTISTS
Mark Bramley, Bryan Christie Design, Jim Fets, Kerian, Aaron Kiley, Charlie Magee, Sean McCabe, Chris Philpot, Roy Ritchie, John Roe OFFICE AND INVOICE MANAGER Susan Mathews ROAD WARRIORS
Charley M. Ladd, Zeb Sadiq
ASSISTANT ONLINE PRODUCTION MANAGER
Brent Herrera-Durr
ONLINE EDITORIAL ASSISTANT
Alexander Stoklosa
ONLINE EDITORIAL INTERN
Sam Schembari ONLINE PRODUCTION ASSOCIATES
Sarah Larson, Tywin Pham
ONLINE PRODUCTION ASSISTANTS
Luke Sellenraad, Michael Simari, Samuel Stevenson ONLINE ARCHIVE PRODUCTION ASSISTANT
Tucker Biallas
ONLINE EDITOR, PRODUCT DEVELOPMENT
Mike Dushane PRODUCT DEVELOPMENT ANALYST
Jordan Brown
PRODUCT MANAGER
Mark Quint EDITORIAL OFFICE 1585 Eisenhower Place Ann Arbor, Michigan 48108 734-971-3600 PUBLISHED BY HEARST COMMUNICATIONS, INC. PRINTED IN UK
ONE OF THE most genuine feelings you can have is seeing your accomplishments on paper. It’s what makes you sleep at night feel oh-so-good-- when you and your team can put together a product that readers not only enjoy but also wait month after month for. In less than a year, we had a complete shift with our staff, hired a new mamaging editor, and a new art director, and had to let some people go. So goes the world. But with this uncertain times, we’ve always had a magazine to actually hold in our hands, which made us feel like we were accomplishing something that a lot of people don’t get the chance to-- and even if the y do, it doesn’t look this sharp. It’s been a good year. This year has also brought together many networking opportunities and connections within our industry that have untimately evolved into friendships, which is way more conductive to bringing out the newest trends in the industry. And they come to life on these pages. This issue is a culmination of everything we’ve seen this year, from widebodies on almost everything to big wheels on squatted old-schools, all while fabrication quality is at an alltime high. For instance, our cover cars: The Mustang from Galpin Auto Sports used old-world craftsmanship in hand-shaping the all-metal body to an iincredible nine inches in addition girth, while every seam, gap, stitch and weld is spot on for the first widebody Camaro ‘vert. The Texas Donk (July/Aug. ’11): incredible. And if you think he’s done, well, word is he’s building something that will start a new chapter in what is possible. Those cars were just the tip of the icebreg of what we’ve run across in a year. And the quality keeps getting better. With all that being said, OVERDRIVE hopes you enjoyed the content we were able to bring you throughout the year. We’re going to make some changes to the magazine you love: better content, more stimulating design and increased insight into this world we love. Lookin’ forward to bringing even more hotness in 2012! EDDIE ALTERMAN
EDITORIAL CONTRIBUTIONS
Unsolicited artwork and manuscripts are not accepted and publisher assumes no responsibility for return or safety of unsolicited artwork, photographs, or manuscript. Query letters may be addressed to the deputy editor.
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MEMBERSONLY TY and will hit VIP status effortlessly while tuckin’ tires in their JDM luxury whips STORY ALEX BERNSTEIN PHOTOGRAPHY ANDREW LINK
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V
IP style is a rare bird on American streets. It’s an OG whip, just not the gangstas you’re used to runnin’ from. Back in Japan, the Yakuza were tired of being hassled by the five-oh, as they were notoriously spotted riding in their big German luxury sedans like the Benz SClass and BMW 7 Series. SO what’d they do? They copped big, rear-wheel-drive Japanese sedans, made them classy as fuck and slammed them to the pavement. Sure, they garner attention, but nobody thought the Japanese mob would roll deep like that. Welcome to the tristate, where the car scene varies like the weather. But even still, VIP ain’t a focal point in the area, and that’s where Liberty VIP club members Ty Pertab and Will Chau come in.
"I WENT CRAZY IN THIS CAR. IT’S JUST BEEN NONSTOP FOR THE LAST THREE YEARS. "
“I picked it up in ’07, just going with wheels and that was it—call it a day,” says Ty. “But then I started to look through magazines and saw the VIP stywle in Japan, and I fell in love with the scene.” Almost five years later, Ty’s Lexus GS 400 has reached legit VIP status. Winning some massaged fenders, it’s no surprise. And don’t think for a second that all it takes to make a VIP car is rims and suspension, because even though those two components are absolutely necessary and cost some major dough, it’s the complete package that makes it legit. “Oh, I broke the bank,” he laughs, “I went crazy in this car. It’s just been nonstop for the last three years.” Oh, and he drives it every day—it’s his daily. As for the dope drop-top, that’s something new altogether. “I don’t have kids yet at that time, and I was looking for a convertible,” states Will. “I guess that was pretty much the best bang-for-the-buck convertible out there.” The SC 430 wasn’t a big hit in the tuning scene when it dropped I 1992; I was just a bit far on the soft side for anyone to take a second glance. But for Will, it was a n affordable ‘vert that ended up flipping the scene on it’s face once completed, along with the GS, both wrenched on by Dreamakers Kustoms in Endicott, New York. This SC is what you’d call a full package. Every single angle has been hit. Running 11.5-inch-wide Weds wheels out back, as well 10-inch up front, a full diamond-stitched two-tone leather interior and enough aural punch to drop the top on anything in it’s vicinity, Will’s ride takes the spotlight in a heartbeat. This one’s a daily too. Jealous? You should be. What’s interesting about these two Lexuses is that neither owner had an initial game plan, but both ended up the same place in the same crew, with each ride running the stage in harmony. So if your jaw is still dropped, maybe it’s time to reconsider your VIP game. Just be prepared to run it gangster.
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SPECIFICATIONS YEAR/MAKE/MODEL 2003 Lexus SC 430 PERFORMANCE Blitz TT exhaust, Throttle Controller; Injen intake; LS 400 4-piston calipers; UAS Aerosport air bags; KYB struts; AccuAire e-Level Controller with touchpad interface, wireless remote control, VU4 manifold; dual VIAIR 444c chrome compressors; 5-gallon chrome air tank EXTERIOR Custom widebody, body work and paint by Dreamakers Kustoms; Blitz carbon-fiber molder front lip; Wald side skirts, molder rear lip INTERIOR Custom Diamond Stitching and trunk by Idealistic Design; custom fiberglass closures by Screem Machinez; LED puddle lights ICE Pioneer AVIC-Z130BT navigation; three Beyma PRO 8Mls, two PRO 10Mls, four AST-05s, two AST-09s; two Sundown Audio SA-8 subwoofers; Audio Control 6XS crossover, Three.2 equalizer, two JL Audio HD1200/1 amp, HD750/1 amp; Alpine MRP-F300 amp; audio by Xclusv Autosports WHEEL/TIRES 19-inch Weds Kranze Bazreias’ Nexen N3000s, 253/35/19 front, 265/30/19 rear
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“I GUESS THAT WAS PRETTY MUCH THE BEST BANG - FOR - THE - BUCK CONVERTIBLE OUT THERE.” SPECIFICATIONS YEAR/MAKE/MODEL 2000 Lexus GS 400 PERFORMANCE BC coilovers; Universal Air Suspension air ride; Grip Force drilled and slotted rotors; Chrome Out Big Brake calipers; SRT Intake with ECU; Tanabe Superior Medallion exhaust EXTERIOR Junction Produce rear wing, 12-piece body kit, custom LS 460 exhaust tips, chromedipped grille; fabricated by Dreamakers Kustoms INTERIOR Tan suede headliner with diamond stitching; custom-dipped wood trim; Dakota Digital Air Ride Management System ICE Pioneer 6500DVD head unit with iPod connection; Sony PlayStation 2; custom diamond stitching; four Beyma Pro Series 8-inch speakers, six tweeters; four B&C 6.5 inch speakers; two JL Audio W7 12-inch subs, two 1000x1 amps, two 300/4 amps; eight LED underbody kit; two XS batteries; audio by Xclusv Autosports WHEEL/TIRES 19-inch Junction Produce wheels; Hankook V112s, 235/35/19 front, 265/30/19 rear
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Tech, style, great design STORY TONY QUIROGA PHOTOGRAPHY ANDREW LINK
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COVER STORY
New Ferrari F12 Berlinetta shotguns sporty style with nextgen features
Within the coral-colored brick walls of Ferrari’s Maranello operations, a new supercar is starting to roll off the line. The replacement for the 599GTB Fiorano and its numerous offshoots, the new F12berlinetta will be Ferrari’s most expensive, quickest, and most powerful model when it goes on sale in the U.S. early next year at an estimated price of $330,000. Its reign as Ferrari’s flagship will be a brief one, as the Enzo replacement is expected to break cover at the Paris auto show this fall and go on sale in mid-to-late 2013. But back to the F12. It’s a traditional Ferrari in that it seats two and has a V-12 mounted ahead of the driver. And yet tradition isn’t among the reasons Ferrari gives when asked why the F12 isn’t mid-engined or why it’s made of aluminum instead of carbon-fiber composite. As to the latter, Ferrari claims that carbon fiber is much harder to produce and get right, carbon-fiber structures usually make for difficult ingress and egress, and aluminum is easier to repair. This might sound like Ferrari trying to convince us that the world is flat, that drum brakes are better than disc brakes, that bianco is nero, but we expect the F12 to weigh in at about 3800 pounds, less than the 4085-pound Lamborghini Aventador we tested earlier this year.
MY THING IS BURLIER THAN YOUR THING Here’s another important number: 730. As in 730 hp, which is what the F12’s 6.3-liter V-12 makes at 8250 rpm, and that’s 39 more horses than in the big Lambo. Off the line, the Aventador’s all-wheel drive provides a better launch than the rear-drive F12 likely can muster, but the Ferrari’s superior powerto-weight ratio should give it the advantage once rolling. Closely related to the FF’s 6.3-liter V-12, the version in the F12 gets a unique block without an AWD-enabling output shaft at the front, a higher compression ratio (13.5:1), different cams, and two ingot-like resonators that hang off the front of the aluminum intake manifold to improve
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breathing. Revs don’t so much increase but rather spiral out of control as if someone had forgotten to install the flywheel. Fortunately, LEDs at the top of the steering wheel illuminate as the 8500-rpm redline approaches and then flash in unison when the engine reaches its 8700-rpm cutoff. The lights aren’t merely an affectation, like hood-mounted tachometers or A-pillar-mounted gauges—they’re crucial pieces of instrumentation. Through the first few gears, you’re looking more at the leather-wrapped visors than the tachometer, as your neck works in vain to level your noggin. In fact, the V-12 seems to be hellbent on making your neck feel like an overcooked piece of spaghetti. Indeed, the “launch” button between the seats should be marked “whiplash.” Press it, place your left foot on the brake pedal, your right foot on the accelerator, and the mighty V-12 will hold at 3000 rpm until you lift off the brake. That dumps the clutch, and the rear wheels briefly break loose before hooking up. The seven-speed dual-clutch gearbox automatically upshifts in this mode. Shifts are right now immediate, and Ferrari purposely programs the powertrain to provide an extra jolt on full-throttle upshifts. Why? Because 730 horses are apparently not dramatic enough for Ferrari engineers. We estimate that 60 mph will be a mere 3.1 seconds away, with the quarter-mile a trifling thing accomplished in 11.1. Acceleration continues until 211 mph, at which point the engine reaches its redline in seventh gear.
FAST, YES, BUT ALSO FORGIVING There’s an old saw that says good horses don’t like bad riders. The F12 is one good horse carefully programmed to tolerate the unskilled. Electronic watchdogs monitor stability control, traction control, magnetic shock stiffness, gearbox shift speed, and rear differential to keep bad riders from becoming dead riders. Better riders can turn the small steering-wheel-mounted knob (Ferrari calls it a manettino) to reduce the amount of electronic intervention or shut it off entirely. Although the electronic nets are onboard to protect the innocent or stupid, they aren’t responsible for the F12’s friendly manners. Ferrari worked obsessively to lower the F12’s center of gravity and to carefully package the heaviest components within its 107.1-inch wheelbase. The V-12 is perched right up against the firewall and mounted lower than in the 599, and the transaxle naturally sits between the rear wheels. A slight rearward weight bias—54 percent rides the drive wheels— ensures balanced handling, without the danger of the tail wagging the dog. Like a stimulant jag, quick steering can lead to nervousness or irritability. But even though the F12 has seriously quick steering—2.0 turns lock-to-lock—there’s no hint of nervousness, just euphoria. Cornering loads result in a steady increase in effort, and every degree of motion results in a predict-
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Luxe interior
Inside the Berlinetta, you’ll find an ergonomic dash and steering wheel - mounted controls
Panoramic sunroof
The super - widr sunroof creates a light and spacious interior
CoverStory able reaction from the car. Trust builds quickly when driving the F12, and the chassis does everything better than you expect it to and without any fuss. There is more roll compliance than we expected, but it doesn’t negatively impact handling stability or grip from the meaty Michelin Pilot Super Sports. Nowhere was the chassis’ approachability more evident than on Ferrari’s Fiorano test track. An unfamiliar circuit—at least to this author—and 730 hp can be as intimidating as facing a 100-mph fastball, but trepidation faded by the second corner, and we were brave enough to powerslide the F12 by the end of the first lap. The F12 has a way of slowing down physics, of making that triple-digit fastball hittable.
SHARKS WITH BEARDS? At 124 mph, it’s said that the F12 generates 271 pounds of downforce, achieved without any spoilers or bolt-on gewgaws. Instead, the F12 takes a less-is-more approach and pares away sheetmetal. There’s a gap in the front fenders, a channel that Ferrari calls an aero bridge, that directs air around the side of the car. An opening above the rear wheels vents air pressure from the rear wheel well. Electronically controlled vents in the front fascia swing open to send air to the carbon-ceramic brakes. The end result of the design and wind-tunnel work is a car that looks like the offspring of an FF and 599—it’s unmistakably Ferrari, although the proportions are very Corvette-like. Aside from the aero bridge, the most novel styling element is around back. The rear end is supposed to evoke a Formula 1 car; we see a hammerhead with a soul patch. Research undertaken by Ferrari into its 599GTB Fiorano customers indicated that 20 percent used their car on a daily basis. That statistic, more than any other, seems to have driven the decisions that resulted in the F12. The car strives to be a usable and comfortable supercar, and it succeeds. It’s easy to get into and out of, it entertains and delights at any speed, it’s blindingly fast, and you don’t wear it like a superhero costume. It might not be made of the same stuff that goes into the structure of an F1 car, but should you accidently turn Ferrari’s 211-mph aluminum
SEVEN YEARS OF GOOD LUCK
Tech at its heart
Smart electronic displays show everything from fuel consumption to low washer fluid levels
sculpture into a static monument to your own shortcomings, it can be more easily repaired than carbon fiber. (Still want carbon fiber? Wait for the Enzo replacement.) The F12 can even be fitted with winter tires should you want to drive it through the bleaker months.
Like the rest of the Ferrari range the new Berlinetta comes with a pioneering, seven - year, 100, 000 - mile manufacturer’s warranty. Add this to the superb design, outstanding material quality, advanced technological features and state - of the - art safety and you’ve got a car with longevity as well as intelligence
Ferrari’s civilian buyers, once considered merely a source of funds for racing efforts, are now important enough to drive vehicle design and development. The company is even throwing in seven years of free maintenance. Suddenly, the road-car customer is king at Ferrari, and it’s good to be the king.
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DriveLines CAR TEST DATA
Volkswagen Golf R Wolfburg’s Baddest Golf by K. C. COLWELL
Drivelines After spending six minutes behind the wheel of Volkswagen’s new Golf R, we can confirm that it is indeed a very special car. And it damn well better be. After all, we’ve been waiting almost three years for this thing. In one sense, the R is a more powerful four-wheel-drive version of the 10Best-winning GTI. But in another, it’s a more practical Audi TTS. Both previous generations of the R32 were powered by VW’s narrow-angle six-cylinder and put power to all four wheels. This newest R gets a turbo-charged and direct-injected inline-four as in the TTS, making 256 horsepower (six more than the last R32 and nine short of the TTS) and 243 pound-feet of torque that goes to all four shoes. VW was listening and reacted to criticism of the DSG-only 2008 R32. Returning to the R line after a generational absence is a manual transmission, and there is no automatic option. The R is focused and built around the driving experience. Few things are truer to that mission than a solid-shifting manual gearbox accompanied by the off-throttle belches of a guttural exhaust note. New to the R, at least in the U.S., is the option of a five-door. Apparently R buyers want practicality with their performance. Without a doubt, the R will tan the hide of a 200-hp GTI. But we can think of two other four-wheel-drive hot rods that’ll stop the hand that Volkswagen attempts to slap ‘em with: the Mitsubishi Lancer Evolution GSR and the Subaru Impreza WRX STI. Both of those make more power, and the STI is slightly lighter than the 345o-pound R. so don’t expect the straightline championship belt to move off to the Evo’s waist, as we predict the Golf R will post 60 mph in 5.6 seconds (about a second slower than the last Evo GSR we tested) and the run quarter-mile in 14.2. The VW will be just a few ticks
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DriveLines
CAR TEST DATA
SPECIFICATIONS VEHICLE TYPE front engine, rear-wheel-drive, 2-passenger, 2-door roadster BASE PRICE (est) $200,000 ENGINE TYPE DOHC 32-valve V-8, aluminum block and heads, port fuel injection DISPLACEMENT 379 cu in, 6208 cc POWER 563 hp @ 6800 rpm TORQUE 479 lb-ft @ 4750 rpm TRANSMISSION 7-speed dual clutch automatic with manual shifting mode DIMENSIONS WHEELBASE 105.5 in LENGTH 182.6 in WIDTH 76.3 in HEIGHT 49.7 in CURB WEIGHT 3850 lb PERFORMANCE (C/D EST) ZERO TO 60 MPH 3.5 sec ZERO TO 100 MPH 7.6 sec 1/4-MILE 11.6 sec TOP SPEED 197 mph PROJECTED FUEL ECONOMY (C/D EST) EPA CITY/HWY 14/20 mpg
behind the lighter TTS, too— the Golf’s structure is all steel, where the TT’s front half is aluminum. A powered rear axle nearly neutralizes the Golf platform’s tendency toward under-steer. Adding differential, half-shafts, and a driveshaft in back brings the front-axle load to a more favorable 60 percent versus 62 in the GTI. VW says the Haldex fourwheel-drive clutch pack will react to slippage and has the ability to send all available torque to either axle. We don’t doubt this, as the Golf R will, at times, act like a reardriver and rotate the tail a bit under power. Having access only to the European-spec R, we had to sample and adjustable suspension that won’t come to the U.S. (VW wants to keep the price down). Fortunately, the U.S. tune will be close to the European car’s sportiest mode. The ride is firm but still far from offensive— just as we expect from a slightly tauter GTI. When it comes to handling, the R achieves. An R-specific steering wheel isn’t too heavily weighted and points the car naturally. The shocks do an above-average job of controlling body motions. Bigger brake hardware (13.6 inch front rotors, 12.2 rear) doesn’t translate to more feedback but will likely add to some fade resistance if and when the R ventures to the track. Apart from looking a lot like the GTI.
Final pricing is still being tossed around, but know that the R will cost more than the priciest GTI. A no-option Golf R should start at about $35,000, with a fully loaded model (navigation, keyless entry, upgraded stereo, and sunroof) peaking at 39,000. So this is a superhairy GTI or a hyperpractical TTS? It doesn’t matter. The Golf R is finally here, and that’s all that goes.
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DRIVE LINES
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Mercedes - Benz SLS AMG Roadster STORY TONY QUIROGA PHOTOGRAPHY ANDREW LINK OCTOBER 2012 OVERDRIVE 21
DriveLines CAR TEST DATA
C
hanging a work of art to suit one’s taste is generally considered bad form. For example, would grafting arms onto the Venus de Milo make beautiful? Probably. But that’s not the point. Modifying that sculpture would erase part of what makes it an icon. Nevertheless, Mercedes-Benz has just made major modifications to its principal work of art, the SLS AMG. In transforming the SLS from hardtop to roadster, Mercedes swapped the distinctive gullwing doors for conventional ones. The SLS AMG Roadster is sort of like a Venus with arms—a bit less special but ultimately more attractive. And, as it turns out, not such a bad idea after all. Admittedly, the gullwing doors are cool. But practically speaking, they aren’t the easiest doors to close, and they’ll occasionally scalp you with their leading edges. We’d forgive all that if the gullwing version were better-looking than the roadster, but it’s not. Losing those doors and the canopy-like roofline makes the SLS appear lower and wider. The hood looks longer, and the trunk looks like a nub. The lines flow more gracefully from front to back. Even with the fabric top in place, the roadster is the better-looking car. Style is one thing, but the roadster also provides a more captivating experience. Lower the top (it opens and closes in 11 seconds at speed up to 31 mph), and the
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CAR TEST DATA
thunderous snaps and pops from the 563-hp, 6.2-liteer V-8 come through loud and clear. There is an annoying boom and drone at idle, though so keep it moving. And this supremely strong V- has no problem doing just that, despite the convertible’s claimed 8-pound weight gain. Based on the 3748-pound mass of the gullwing, we predict that the roadster will weigh in at about 3850. Additional bracing behind the dashboard, reinforced skills, fixed roll hoops behind the seats, and the rear chassis brace stiffen the aluminum structure to the point the point that we could not detect any shakes, shudders, and shimmies. AMG claims that the convertible body in white (the cars unibody stripped of all components) weighs only 4.4 pounds more than the winged coupe’s. Presumably, the top and its motors account or the additional mass. The extra pounds go unnoticed, and we expect the roadster will hit 60 mph in the same 3.5 seconds as the coupe. As in the hard top, the rear-mounted, seven-speed dual-clutched transmission has a “race start” setting that raises engine revs and dumps the clutch for idiot-proof launches. Unfortunately, the AMF folks chose to disable the system during our drive, probably to keep the transmission from turning itself inside out. This did, however, allow us to appreciate that the dual-clutch unit has the smooth takeoff of a conventional automatic. Handling is as good as that of the winged SLS. The engine still sits aft of the front-axle centerline, which contributes to quick turn-in. massive rubber at each corner offers accordingly massive drip, and it’s grip that is easy to exploit. The SLS roadster makes no false moves, no twitches, no I’m-going-to-put-youinto-this-ditch threats. This one supercar unlikely to be labeled a doctor-killer.
SPECIFICATIONS VEHICLE TYPE front engine, rear-wheel-drive, 2-passenger, 2-door roadster BASE PRICE (est) $200,000 ENGINE TYPE DOHC 32-valve V-8, aluminum block and heads, port fuel injection DISPLACEMENT 379 cu in, 6208 cc POWER 563 hp @ 6800 rpm TORQUE 479 lb-ft @ 4750 rpm TRANSMISSION 7-speed dual clutch automatic with manual shifting mode DIMENSIONS WHEELBASE………………….……………105.5 in LENGTH…………………………………….182.6 in WIDTH………………………………………..76.3 in HEIGHT………………………………...…….49.7 in CURB WEIGHT…………………………..…3850 lb PERFORMANCE (C/D EST) ZERO TO 60 MPH……………………….…..3.5 sec ZERO TO 100 MPH………………………….7.6 sec
Indeed, the SLS roadster is unusually user-friendly. Our test car equipped with AMG’s adaptive sport suspension, an option whose electronically adjustable shocks alter damping from comfortable to harsh and everywhere in between. Keep them in “comfort,” and the SLS rides like a luxury car with a sport package. The SLS roadster gets the adjustable shocks first; the coupe will get them later. Airscarf, a vent on the seatback that blows warm air onto your neck, will be standard on the SLS droptop. Aside from its wild shape and performance, the SLS is a car you’d want to drive to work or to run errands. There aren’t any exotic-car peccadillos such as poor visibility, a nose that scrapes, sketchy dealerships, a jerky gearbox, or an outdated navigation system (or worse yet, one sourced from Chrysler—cough—Ferrari). When you use the SLS as you would a regular car, it feels a lot like an SL63 AMG. But start exploiting the SLS’s capabilities, and it feels more exotic than a Ferrari California. Mercedes hasn’t yet announced a price, but we estimate $200,000 to start, which includes a $1700 gas-gussler penalty. That makes this SLS nearly to grand more than the gullwing. Losing those doors might make the roadster a little less special, but like having arms, it makes life a bit better.
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