2026 Mercedes-Benz SL-Class Reviews, Pricing & Specs

The SL has been offered in both coupe and convertible body styles in the past. To create some separation from the AMG GT coupe, the current generation is convertible only. It shares a platform with the GT coupe, which is why today’s SL technically isn’t a Mercedes-Benz: it’s badged as either Mercedes-AMG or Mercedes-Maybach. In Canada, the lineup consists of three AMG variants — SL 43, SL 55, and SL 63 — plus the new Maybach SL 680, which is what we tested for this review.

Regardless of the badge it wears, the SL is the Platonic ideal of a high-end roadster. It starts with classic long-hood, short-rear-deck proportions shared with the AMG GT coupe, but some of that car’s muscular sculpting has been smoothed out. The SL’s elongated headlights and shark-nose front fascia are the automotive equivalent of using a fan to blow your hair back for a photo shoot. The bodywork is shrink-wrapped over exaggerated round wheel arches, and embellished tumblehome keeps the fairly tall body from feeling slab-sided.

Our Maybach SL test car took things even further with a chrome grille, a hood ornament, and 21-inch monoblock forged wheels with a mirror-like finish. These stereotypical trappings of luxury made the SL look like a concept car that had escaped its auto show turntable. And like a designer handbag, the Maybach SL is covered in logos. A repeating Maybach logo pattern is available on both the soft top and the hood, the latter applied with first-of-its-kind hardware that works like a giant inkjet printer. More than 50 exclusive paint colours from the Mercedes Manufaktur small-batch department are available.

The current Mercedes interior aesthetic makes its cars feel special, and the SL is no different. The large air vents, minimal detailing, and nightclub-worthy ambient lighting are a great modern interpretation of luxury. Our test car also wore Maybach-specific Manufaktur Crystal White Nappa leather upholstery with embossed headrests, plus some Maybach logos on the tops of the doors. Nonetheless, it didn’t feel as elevated from non-Maybach models as the price might suggest, and there was more plastic than we’d like to see in a car priced at more than $300,000. This included the steering wheel rim, which was a very odd choice considering that’s the one surface a driver always touches.

Mercedes offers no shortage of powertrains with the SL, all with a nine-speed dual-clutch automatic transmission. The base AMG SL 43 has a 2.0-litre turbocharged inline-four, which might not seem worthy of the brand's flagship convertible. However, it develops 416 horsepower and 369 pound-feet of torque, taking the rear-wheel drive (RWD) SL 43 from 0 to 100 km/h in a claimed 4.7 seconds.

The AMG SL 55 brings V8 power and all-wheel drive (AWD). Its twin-turbocharged 4.0-litre V8 develops 469 hp and 516 lb-ft of torque, getting the SL 55 from 0 to 100 km/h in a Mercedes-estimated 3.9 seconds. The AMG SL 63 has the same engine tuned for 577 hp and 590 lb-ft, shaving 0.3 seconds off the 0 to 100 km/h time.

Maybach SL 680 models like our test car have the 577-hp engine and AWD like the SL 63, combined with an active anti-roll system and rear-axle steering. Maybach-specific damper valves and softer springs dial up ride comfort at the expensive of some handling sharpness, but the Maybach SL still exhibits excellent body control and quick responses. It flows effortlessly through corners while erasing bumps and road imperfections.

Mercedes says the Maybach SL will get from 0 to 100 km/h in 4.1 seconds, half a second slower than the equally powerful but lighter SL 63. Despite the overall emphasis on refinement, acceleration is still brutal enough to make passengers curse — even with a transmission that tends to hesitate off the line. The AMG Speedshift MCT uses a dedicated starting clutch instead of a torque converter, but it was hard to see the benefit of that in everyday driving where the SL required a careful application of the throttle to avoid stumbling off the line.

Convertibles can't be judged like other cars when it comes to practicality. An SL won’t support an active lifestyle, but it excels in the areas that make a convertible easier to live with.

The current-generation SL doesn’t have a folding hardtop like the last few generations, but its soft top nonetheless keeps the cabin remarkably quiet when deployed. Raising or lowering the roof takes just 15 seconds and can be done at speeds of up to 60 km/h. While this can be done via the touchscreen, Mercedes also included dedicated switches that are easy to find. Graphics in the instrument cluster and a chime also clearly confirm when the roof is completely open or closed.

With both the roof and the windows down, ambient noise is low enough to easily carry on a conversation with a passenger. A glass pane between the seats deflects some wind, and the tall body sides and windshield ensure most drivers won’t be sitting with their faces in the air stream. The standard Air Scarf neck heaters make driving in colder weather more pleasant. Heated and ventilated front seats are standard as well along with adjustable lumbar, side, and shoulder bolstering and massage.

The SL may only have two seats, but the available space is fairly generous. So is its 213 litres of trunk space considering a Bentley Continental GT Convertible or Porsche 911 Carrera Cabriolet can only hold 135 litres of cargo. Both of those are four-seaters with small back seats that can serve as extra storage space, but the SL also has its own storage shelf behind the seats and below the tonneau cover.

A 12.3-inch digital instrument cluster and an 11.9-inch touchscreen are standard. The cluster has a deep hood to prevent glare when driving with the top down, and the touchscreen tilts for the same reason. The SL’s third-generation Mercedes-Benz User Experience (MBUX) infotainment system incorporates wireless Apple CarPlay and Android Auto, as well as natural-language voice recognition.

The main touchscreen is responsive and intuitive with a simple menu layout based around large icons. Both screens also have sharp graphics, and we particularly like the multiple instrument cluster layout options ranging from traditional round gauges to a more futuristic “Sport” setup. However, we would have traded some screen space for analog climate controls and a volume knob to replace the awkward haptic slider. Thankfully, the Mercedes voice recognition system is fairly reliable and allows drivers to do more while keeping their hands on the wheel.

Optional tech features include a head-up display, a dashcam, and augmented reality navigation, which shows a video feed with arrows highlighting turns on the infotainment screen when using the native navigation system. An AMG Track Pack that records lap times and data traces is also available for those who plan on taking their SL to the track.

An 11-speaker Burmester surround sound system is standard, but buyers can upgrade to a 17-speaker version. Our Maybach SL test car had the optional system, and its sound quality didn’t disappoint, but that’s to be expected in a six-figure car.

Standard driver assistance features include automatic emergency braking, forward collision warning, blind spot monitoring, safe exit assist, lane keep assist, parking assist, and Pre-Safe, which cinches seatbelts, closes windows, and generally preps for a collision if an imminent one is detected. A surround-view camera is standard, too, but we found the default 3D view to be pretty much useless as it produced a badly distorted fisheye image. Luckily, there’s a 2D version that maintains separate and legible views.

Adaptive cruise control is optional, but it includes stop-and-go functionality for traffic jams and can automatically adjust to changing speed limits. Several steering assist features help with evasive maneuvers and lane changes or nudge the car back into its lane if another vehicle is detected in a blind spot. Traffic sign recognition is standard.

Safety ratings from the Insurance Institute for Highway Safety (IIHS) and the U.S. National Highway Traffic Safety Administration (NHTSA) weren’t available at the time of writing. Low-volume luxury vehicles such as the SL aren’t a priority for crash testing.

The turbo-four SL 43 is rated by Natural Resources Canada at 10.7 litres per 100 kilometres combined (12.2 city, 8.8 highway). The V8 models live up to expectations at 14.7 L/100 km combined, with city and highway ratings of 17.3 and 11.4 respectively for the SL 55 and SL 63. The Maybach model is rated at 14.5 L/100 km combined (17.0 city, 11.3 highway), but we managed to better its rating estimate with a 13.4 L/100 km indicated average.

In Canada, pricing starts at $139,600 for the SL 43 (all prices include a mandatory $5,050 destination charge), and the SL 55 and SL 63 start at $178,100 and $232,750 respectively. From there, it’s another big leap to the $320,050 Maybach SL 680. These prices do not include the federal luxury tax, which applies to the portion of the purchase price above $100,000.

The SL’s broad price range overlaps with that of the Porsche 911 Carrera Cabriolet, which is more engaging to drive and can also be optioned to a similar level of luxury. It lacks the SL’s flair, but it’s the more sensible choice unless buyers are willing to limit themselves to the four-cylinder SL 43, the only SL variant that significantly undercuts the 911 in price. Conversely, the Aston Martin Vantage Roadster doubles down on emotion with evocative styling and the same twin-turbo V8 that powers most of the SL lineup. However, it’s more sports car than luxury car.

Bizarrely, the most expensive SL might be the best value in the lineup. While it definitely feels like a lower-priced platform aspiring to ultra-luxury status, the Maybach SL 680 delivers most of the experience of more bespoke luxury cars such as the Bentley Continental GT Convertible. It also does so at a lower effective price because shoppers don’t have to dip into an extensive options list to get a well-equipped car. In this case, it pays to go all in.