Pulling the 2012 Mercedes-Benz SLS AMGout of a perilously small dock crammed with yachts I could never own, let alone rent, I turn right. A short drive and I’ve gone from Nice, France, to Monaco. A tiny country not much larger than auniversity campus, it’s home to the famousand the vacation homes of the extremely wealthy. The permanent residents aren’t too shabby eitherboasts the highestConsidering that the average Monégasque could afford to purchaseestimated price just under $200,000withjust a little more than their annual incomeit’s a perfect locale to drive one, top down. For all of Monaco’s affluence, one would think the principality could afford to expand some of its roads. Ah, the price of historicarchitectureI baby the throttle around the snug roads, eagerly waiting for the next navigation command while keeping a watchfuleye aheadTraffic in the heavily touristed country consists not only of automobiles and scootersbut numerous pedestrians walking inand out of the buildingTurn right and prepare foranother left in 20 meters,” the sultry Nav voice commands I do soand large numbers of pedestrians pop out of seemingly
nowhereThat’s the entrance casino on the right,” points out my passenger
The design of the SLS AMGcockpit easily blends into the opulence of the environs. Rich, perfectly stitched leather throughout the cockpit would make the neighboring Italians proud, contrasted optional carbon-fiber panelsThe bolstered power seats offer plenty of support, and come heatedalthough I didn’t bother. It’s early fall along the Mediterranean and the summer’s heat has yet to wane.
Other untouched options are the neckwarming Airscarf system andthe high-speedaccess available in the AMGPerformance package.however, are the last things on my mind at the moment. The AMG Performance package did bring up lots of interesting information, such as oil and fluid temperature, horsepower, torque, individual tire pressures, lateral and linear acceleration, all in real time. The AMG button on the center console switches the info onto the center stack’s 6-in. display, although it takes a few seconds to load. Momentary lag aside, data is exportablememory stickI pass the casino and the road tightens even more. I’ve been on bicycle lanes wider than this. The number of pedestrians dwindlesbut the volume of scooter traffic increasestheir chokingconverter-less exhaust fumes wafting into the SLS’s open cabin.Making navigation-dictated turns now requires traversing what looks like mini highway interchanges with switchbacks. It’s a good thing the naturally aspirated 6.2-liter V-8 is ultra responsive. Same is true for the quick-shifting 7-speed twin-clutch transmission. In brief spurts, I take advantage of both, testing the factory claimed 3.7 second 0-60 mph acceleration time, albeit never touching 3rd gear in this claustrophobic yet charming place
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The paddleshift dual-clutch transmission has four modesControlled Efficiency for Sport for Sport plus and M forManual the Speedshiftboasts quick 100-millisecondshifts. As in the SLS AMG coupe, the transmission is mounted at the rear for improved balance and is connected to the front mid-mounted V-8 via a carbon-fiber driveshaft housed in a torque tube. A multi-disc limited-slip differential in the transmission housing is aided by brakes that are modulatedtractioncontrolvery handy when emphatically throttling this new Mercedes out of tight turns.
I ascend Mont Agel on the roads above Monaco, traffic winds down and the roads start to widentime to get acquainted with the accelerator. The one-lane road overlooking the French Riviera opensup to two lanes and my right foot goes heavy The hand-built AMG engine growls the deep tenor roar that only a V-8 free of forced induction can. At 4750 rpm the 6.2-liter hits its peak torque of 479 lb.-ft. A little more than 2000 rpm later, I tickle the peak 563 bhp at6800 rpm. Another 400 rpm and the howling engine, with its high 11.3:1 compression ratio, hits its 7200-rpm redline. The needle climbs just a hair further before an upshift. I spot a tight right-hander and get on the brakesbite on 15.4-in. vented rotors up front, while 4-piston calipers work on the vented 14.2-in. rears. The engine, off load, enters the turn burbling and spitting out of its dual exhaust outlets. Reverberating off the canyon walls, the sonorous echo of the throaty V-8 invigorates the driver. A few more turns and the brilliance of this chassis starts to shine.
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