2014 Mercedes-Benz SLS AMG Black, punching back: Motoramic Drives

Some cars, like the Shelby Mustang GT500, remind me of Mike Tyson; they aren’t the most agile, but if they land their famed hook, you’re out for the count. Others, like the McLaren MP4-12C, are light, precise and nimble, like Floyd Mayweather. Then you have those that lie in the middle; they pack the punch of a heavyweight, but maintain speed and agility like a welterweight. Which is to say the Mercedes-Benz SLS AMG Black Series fights like Muhammad Ali.

When you see a Mercedes with the AMG logo on the back, you know speed and aggression are of utmost importance. But when you see the words AMG Black Series, those characteristics are taken to the extreme. Like a hand-forged Samurai sword, the Black Series is designed to be sharp, precise, uncompromising and, above all, deadly. It’s the ultimate in AMG performance, taking racecar engineering onto the road.

The SLS is Mercedes’ flagship supercar; it’s brutally fast and sounds like Daboll’s foghorn. Something, however, has never quite gelled, as even the SLS AMG GT feels somewhat lethargic on-track. When AMG applied its Black Series magic to the Mercedes C63 AMG, it turned a wonderful car into a blazing, raucous animal. It’s brilliant, which means for the SLS Black Series, expectations are high.

On paper, things aren’t too dissimilar. The 6.3-liter V8 engine has been uprated to produce 622 hp (a 39-hp jump over the GT) but the 468 lb. ft of torque shows a loss of 11. Zero to 60 mph is a tenth faster than the GT at 3.5 seconds, but top speed is 1 mph less at 196.

All that, however, is somewhat irrelevant. It’s not like the SLS AMG GT needs more power, after all. What it does need is more refinement, making the following enhancements far more relevant.

Redline on the motor has been raised from 7,200 to 8,000 rpm, and gearing for the seven-speed dual clutch transmission has been shortened to optimize on-track performance, as well as being lowered 0.4 inches to improve the center of gravity. Carbon-fiber exterior mirrors, engine cover, drive shaft, and torque tube, as well as a lithium-ion battery and titanium sport exhaust shed 154 lbs., making the total curb weight 3,417 lbs.

A new electronically controlled rear-axle differential replaces the mechanical variant, allowing a variable locking effect under acceleration and deceleration, and the two-mode adaptive performance suspension has a tauter setup. Track width is increased by 0.8/0.9 inches front/rear, and lightweight wheels save weight while adding rigidity. Those wheels are fitted with larger Michelin Pilot Sport Cup 2 tires, as well as slotting around oversized two-piece carbon-ceramic brakes.