The Volkswagen Golf GTI is all-new for 2022. So new, in fact, that many dealers still don’t have them in stock. For the dealers that do have these hot hatches in stock, they’ve put them out with hot new markups. Once again, dealers have gone and made the once relatively affordable vehicle unaffordable, putting this hatch at a price level comparable to its spicy brother, the Golf R.
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The 2022 GTI comes with three rim levels with pricing ranging from $29,545 to $37,995, that’s according to VW. As for dealers’ plans, of the nearly 400 new 2022 GTI’s I found for sale across the country, over130 have pricing over $43,000. That’s at least $5,000 to over $13,000 over standard pricing.
AutoFair VW of Nashua in Merrimack, NH has a ‘22 GTI in stock for $43,899. What’s wild is that this is the price after a $3,000 price drop.
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Or how about Vista VW in Pompeo Beach, FL who’s asking nearly $47,000 for their GTI (remember the SE starts at $34,295).
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Then there’s Northhampton VW in Northhampton, MA. They have what looks to be the highest-priced GTI in the country right now. There is a blue ‘22 GTI SE in stock that they claim has an MSRP of $47,339 with a suspiciously absent window sticker link. Except that MSRP is impossible to achieve on a GTI SE. With every option box ticked, even accessories, a GTI won’t crack $42,000. But the dealer is asking $47,787 for it, a price ironically called the “Love It Price.”
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If we look at pricing for the more powerful sibling, the 2022 Golf R, it starts at $43,645 and can top out at $45,440 if you opt for the seven-speed DSG transmission. So, you can pay the same money for a less powerful car?
Unfortunately, if you’re shopping for a GTI, it looks as if a $3,000 to $5,000 markup on top of MSRP isn’t really uncommon, and might remain common for a while. Buyers looking to purchase a GTI may have no choice but to pay these prices, and I’m sure once the Golf R starts hitting dealers, they’ll go for Audi money.
For GREAT deals on a new or used Chrysler, Dodge, Jeep or RAM check out LA CDJR TODAY!
The Ford Falcon Futura is a family wagon with absolutely stunning appearances. As the Falcon Club of America notes, these were produced utility from expansive freight area to a sturdy suspension. This Falcon Futura was going too be used for an LS swap job that never ever happened.
Instead, it’s left in an unmodified state ready for a new home. There’s a straight-six under the hood as well as a transmission. It’s noted for having little rust. It’s $
8,200 on Facebook Marketplace in Steger, Illinois. That’s it for this week! Have you bought a cars and truck from one of these articles? If so, I would like to know.
If you know of an unusual vehicle offer for sale on Facebook Marketplace or Craigslist, drop it down in the comments or send it along in an e-mail! If the cars and truck’s still for sale, we might include it in a future article.
For GREAT deals on a used cars check out AutoLand USA TODAY!
When I saw the 2022 Mercedes-Benz EQS450+ in person, I laughed out loud, the same way I’d laugh at an ugly-cute goofy pug with a silly face and a perpetually stuck-out tongue. What on earth is this? Why do you look like that, huh? Aw, such a cutie!
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The EQS450+ was my first experience with a Mercedes-Benz, and it was certainly a confounding one. I had a great time. I was also confused. I loved it but had no desire to ever own it or be seen driving it on a daily basis. It’s the kind of vehicle that requires you to see the reflection of beauty through a not-so-beautiful veneer — and honestly, I love that for the EQS.
Full Disclosure: Mercedes provided the EQS450+ to A Girls Guide to Cars during our three-day test drive of multiple vehicles. I got a chance to take it for a short spin. All opinions are my own.
What Is It?
The all-new EQS is Mercedes’ first effort at using a platform exclusively designed for electric models, and it’s also the first fully-electric vehicle from the brand’s EQ line to make it over here to North America.
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I drove the Pinnacle trim of the Mercedes-Benz EQS450+ during my test drive. The standard model includes the following features:
$102,310 starting price
329 horsepower and 419 lb-ft of torque
One motor, rear-wheel drive
Adaptive air suspension and rear-wheel steering
107.8 kWh usable battery capacity
350 miles EPA-estimated range
0.20 drag coefficient
70 percent charge in 35 minutes with a DC fast charger
11 hours and 15 minute charge for Level 2 charger
The model I drove also added:
The 56-inch curved Hyperscreen ($7,230)
Augmented reality head-up display ($2,000)
Exclusive Trim ($1,575) that added things like massaging seats, four-zone climate control, and an in-dash climate menu
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There’s also a much more powerful EQS580 trim if you want its 516 horsepower and 611 lb-ft of torque. Its $120,000 starting price is also much higher.
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Okay, Let’s Talk About Those Looks
The Mercedes-AMG EQS 450+ is kind of cute in an ugly way, like how you look at a porpoise and think, “That is the cutest thing I’ve ever seen.” That largely comes down to two descriptors I can only think to describe as Long and Round.
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You’ll probably hear some reviewers talk about sleek lines or futuristic curves that cut through the air with excellent aerodynamic efficiency. Not me. This car is goofy-looking as hell from the outside, and I absolutely adore it for that reason. It’s not sexy. It’s not pretty. It’s not really classy. It’s a shapely blob, for which I am sure there is a market.
But that shapely blobbiness is great for anyone who spends their time inside this car. The 126.4-inch wheelbase makes for a spacious interior where rear-seat passengers will luxuriate in plenty of arm and legroom. It’s also comfortable for a shorter driver like myself, which can be a difficult feat for a larger sedan.
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It’s ultra luxurious, reminiscent of the standard S-Class sedan in the sense that you can climb behind the wheel and feel right at home — as long as your home features headrest pillows, ambient lighting, massaging leather seats, and a near-executive rear seat.
The strangest part, though, was climbing in and being surrounded by screens. I’ll talk more about the tech below, but the Wall Of Screen was a serious contrast to what was otherwise a warm and comfortable interior. The addition of mega-screens makes the EQS feel cold and utilitarian inside. That’s fine if that’s the vibe you’re going for — a lot of automakers think ‘electric’ must equal ‘spartan and modern’ — but it just didn’t work for me. That’s an aesthetic you have to commit to all the way through the interior of the car, and that’s not what happened here.
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How Does The Mercedes-Benz EQS450+ Drive?
I can’t give you many comparisons here. This was my first time driving a Mercedes, so I can’t compare the EQS to a combustion-engined S-Class. I also can’t compare it to its Tesla or Lucid competitors in the EV world. I can only give you my vacuum impressions. You may do with them what you will.
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That being said, the drive in the Mercedes-Benz EQS450+ was delicious. There’s an exceptional blend of power and lightness that makes for a really unique experience behind the wheel. If you’re cruising on the highway or through a subdivision, you’ll feel like you’re floating on a magic carpet. The Benz absorbs all the bumps, and its near-silent cabin creates a feeling of isolation. It’s just you, hovering around through the world.
But if you’re taking a sharp turn or accelerating, the EQS450+ really highlights where EVs shine. All that torque goes immediately to the wheels, so all your throttle inputs will be instantaneous. It’s a really satisfying feeling that reminds me of the days when I used to go for long-distance runs, where I’d hit mile five and find this groove where I felt powerful, like every step I took was propelling me through the world both physically and metaphorically. I felt grounded.
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The transition between floating and settling down into the pavement isn’t jarring, either. You can feel the Benz hunker down and make the most of that minimal drag coefficient as you press the throttle. It’s an incredible experience.
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An SUV Masquerading As A Sedan
Because of its length and weight, the Mercedes-Benz EQS 450+ feels a lot more like an SUV than it does a sedan. It’s not cumbersome to drive or park, but you can never shake the sense that you’re driving an absolutely massive piece of machinery. It reminded me of a more tech-heavy version of my 1996 Suburban than it does a traditional sedan — but that’s probably not a terrible thing for a market that wants Really Big Vehicles.
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The electric motor provides instant torque, and you’ll get 10-degree rear-axle steering, so this car doesn’t handle like an SUV in certain ways. You can swing into a tight space at the grocery store no problem. You can jump from start instantly. But I couldn’t shake the feeling that I had a formidable yacht around me, an absolute beast of the sea. It was heavy, though not impossible to maneuver. It was large but not impossible to drive. It’s all those Large Parts of an SUV without the higher hip height. It makes for a bit of a strange driving experience.
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I Don’t Know What To Do With All This Tech
My husband used to be a sales associate at a Mercedes-Benz dealership in Montreal, and he’s spent the entire duration of our marriage telling me that no automaker is as luxuriously high-tech as Mercedes. I have never discounted this observation. I’ve just also never felt the need to drive an extremely tech-heavy car. I still have a hard time dealing with a tiny infotainment screen.
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So I think it’s probably a little bit of an understatement to say that the EQS’s offerings are a bit overwhelming. After I laughed out loud at the exterior, I also laughed out loud at the absolutely massive Hyperscreen. I wanted to ask it if it was compensating for something. I wanted to ask why such a cute fella needs such a big screen.
Functionally, the Hyperscreen is great. A single piece of curved glass, it’s a gorgeous feat of technological innovation that works with rapid speed due to an eight-core processor and 24 gigabytes of RAM. You tap on anything, and there’s not going to be lag. You’re immediately transported to the place you chose to go in the infotainment system.
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The graphics are also gorgeous, but again, it’s a little bit Much. There’s a screen for the driver, one of the passenger, and a tall screen in the center, and in those latter two, you can access everything from radio controls to vehicle settings to satellite maps to photo galleries to video games. I did poke around the Tetris game and found it took a while to load but was otherwise fun. I still can’t imagine myself using an infotainment screen instead of my phone for gaming, though.
Even worse, you still get a lot of glare, despite the fact that Mercedes tried its best to avoid that. There’s not really anything you’re going to be able to do about the reflection of the sun when it’s especially bright.
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You can also navigate with conversational commands after saying, “Hey Mercedes.” As in, you can say something like, “Hey Mercedes, I want coffee,” and your car will find you the nearest coffee spots. I used to hate voice commands because it was next to impossible to actually get what you were asking for, but this modern iteration that you see on luxury cars has really changed the game. I don’t have to think up the robotic command I’d need to change the radio station. I can just say it.
The digital dashboard was also one hell of a feature. You can cycle through tons of different displays, most of which are just mind boggling. You can literally have your navigation map displayed on your dashboard — and I don’t mean you get a little box that has navigation. The whole screen turns into a map. I’m sure some folks will enjoy it, but it was massively overwhelming for me.
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As was the augmented reality navigation, which feels a little bit more video game-y than anything else. Maybe I’m just too old to appreciate these things.
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The Verdict
It’s difficult to offer a verdict for a car that I can’t compare to the other vehicles in its class, I can say that the 2022 Mercedes-Benz EQS450+ is a delightful vehicle that transforms much of what makes Mercedes special into a flagship luxury sedan — but it does feel like the German automaker couldn’t decide what it wanted to do. It tried to combine modern austerity with Benz’s traditional elegance, and it works… but it’s probably not going to work for everyone. It didn’t work for me, but it could very well work for you. And you know what? I respect a delightfully polarizing car.
” Was 2021 a fantastic year? Not exactly! Yet we did have some blog posts that got a great deal ofinterest
. Stroll down memory lane with us, as we think back on 2021, a year that will certainly appear much better by now in 2022.
Advertisement Elon Musk is taking responsibility for Tesla’s manufacturing failings. He just recently took a seat with among Tesla’s most significant build-quality movie critics, producing expert Sandy Munro, founder of the benchmarking consultancy Munro & Associates. Below’s what Musk needed to claim regarding huge panel spaces and also badly made body frameworks in what has to be one of the most legendary technical meetings I’ve seen in a while. What happens when you take a production professional with years of vehicle engineering experience and also put him in an area with a scientific research geek like Elon Musk? Magic.
That’s what. Munro, a man that made headlines after definitely eviscerating the build high quality of an early Model 3 by
contrasting it to a 1990s Kia, lastly satisfied face-to-face with Musk while the video camera was rolling. It sounds like it could be a controversial condition, but what does Musk claim right out of eviction?”I assumed your criticisms were exact.”I’m much from a Tesla or Elon Musk stan, yet I need to value that sincerity. Tesla’s CEO then fesses up to his firm’s”build-related blunders and dives into why they’ve been happening. When asked”about panel spaces, Musk claims:”It took [Tesla”] a while to”… straighten out the manufacturing procedure,” going on to go over exactly how the company struggled to obtain details right while production was in” vertical climb mode.”Really very early production cars, and the cars that appear after manufacturing has actually leveled off, Musk states, are the ones likely to have the best fit and also coating. Munro, having actually consulted with a number of Tesla proprietors during a current journey, discovered variations between 2 lorries constructed in the very same brief time-span. Baffled as to exactly how this can take place, he asked Musk.” We really did improve void as well as paint high quality a fair bit towards the end of last year, “the California-based engineer-CEO informed the Michigan-based engineer-CEO,” Even in the course of December.
“Musk likewise points out
that while increase manufacturing, his team hurried autos in a manner that really did not effectively permit paint to dry, triggering concerns with top quality.” Production is heck,”Musk places it truthfully.
Advertisement The photo above programs this problem on a very early Model 3 build, though Munro’s 2021 design does reveal some enhancement. For instance, there are now 17 area welds on one specific plate rather than 26 on the old auto, and also there’s one less bolt.
Oddly, though, also more recent Model 3s
don’t share the Model Y’s even more instinctive”mega-casting”rear wheelhouse– i.e. a solitary item rather than numerous panels secured together.
finest product scientific research team worldwide at Tesla. Designers would ask what’s the very best material for this objective … and also they got like 50 different solutions. And they’re all true separately, but they were not real jointly, “he admits.
Advertisement”When you attempt to join all these different alloys … you’ve obtained gaps that you’ve got to secure, and also you’ve reached sign up with these points, and also a few of them require to be joined with rivets, several of them require to be joined with place welds, a few of them require to be joined with material or resin and spot welds,”he proceeds.”Frankly, it appears like a little bit of a Frankenstein scenario when you look at everything with each other.”Musk then speaks about exactly how securing the gaps between the different items in the body is a headache.” That may be the most painful task in the factory, is spackling on the sealer,”he describes, stating just how even a small mistake can cause leaks and also NVH troubles. Advertisement Munro asks why more recent Model fives still make use of such a multipiece rear body layout as opposed to a solitary spreading like on the Model Y.”It’s hard to change the wheels on the bus when it’s going 80 mph down the freeway,”Musk reacts, saying the Model 3 stands for such a huge section of the car manufacturer’s quantity that the firm”[ demands] a possibility to redesign the manufacturing facility without blowing up
the cashflow.”He discusses
just how vital mosting likely to a single-piece casting was for the Model Y: There are no gaps, there’s no sealer as well as there’s no danger of galvanic deterioration at the user interface of dissimilar steels. That selection alone, Musks claims, permitted Tesla to decrease its body store size by 30 percent.”We removed 300 robotics simply with that said rear body casting,”he tells Munro.
Advertisement Musk then talks about with Munro the plans for Tesla to transfer to a structural battery pack that leverages the private cells as structural aspects that withstand shear pressures.”The cells today in every auto are brought like a sack of potatoes,” Musk clarifies.”They in fact have adverse architectural worth,”taking place to claim just how today, cells don’t make lorries any more inflexible, which particularly since there is seclusion product needed between the cells themselves as well as the pack real estate to aid the batteries manage shock lots, batteries are just a responsibility from a mass viewpoint. Musk intends to change that, and also get twin use from those batteries.
The rest of the meeting continues to be extensively unpopular. There’s discussion regarding autos’ natural regularities, regarding just how decreasing polar minute of inertia by bringing mass toward the cars and truck’s center of gravity returns far better handling. There’s discussion regarding tolerance stack-up and exactly how that leads Tesla to often err towards less items and Lego-like components accuracy.
Advertisement Munro states his company’s BMW i3 searchings for, admiring the German car manufacturer’s outstanding develop top quality for the carbon-fiber body. Musk responds that one of his significant worries concerning use of carbon fiber is that it has a greatly various coefficient of thermal development than light weight aluminum or steel, as well as this can trigger fitment concerns when the automobile is subjected to particular thermal atmospheres. Musk also discusses exactly how Tesla’s casting sizes on the Model S and X were limited since heat treatment brought about shape distortion once the component got to a certain dimension. To assist in larger castings, Musk states, firm’s material scientists needed to make a custom alloy that didn’t need an additional dealing with action after casting. Advertisement Musk additionally discusses that he
wants to do away
with 12-volt systems on EVs– a holdover from earlier designs and also a way to quickly integrate already-existing parts from popular car distributors. A 48-volt system, Musk and Munro agree, might have great deals of advantages consisting of lowered cord dimension and also weight. Musk points out that the S and X are now getting lithium-ion 12-volt batteries, which add capability as well as last longer than standard lead-acid ones. The discussion wraps up with speak about the future of EVs as well as the speed with which they will go into the market in coming years. There’s also speak about shortsellers due to the fact that of course there “is. Advertisement Throughout the meeting, particularly in the beginning, Munro compliments Tesla’s exceptional seats, with Musk discussing exactly how the trick is to lower stress tops on the body. The two enginerds take a look at the
worth of making
seats internal versus buying them from providers. It’s all unpopular and interesting, and in some ways, a truly enchanting minute in between two complete mathematics as well as scientific research nerds. I like it. I additionally like just how, when Munro claims he was having problems with Tesla’s Autopilot driver-assistance system as a result of poor roadway markings in Texas, Musk straight-up says:”Even if the road is repainted totally wrong and a UFO lands in the middle of the roadway, the cars and truck still can not crash and also still requires to do the best thing … It can’t be dependent upon the roadway markings being right … It’s simply got ta be’no matter what, it’s not gon na collision.'”
Advertisement The entire interview is just gold. I chatted with Munro & Associate’s president Cory Steuben, and he informed me about how this meeting even became. Steuben as well as Munro are in the middle of a trip right now in a Model 3 that they spontaneously determined to buy. The two intended a trip out western to see
some EV automakers,
as well as socialized in Fremont to see if Musk would be there. He wasn’t &. Serendipitously, Steuben received an e-mail from an individual stating he might set up an interview with Musk. Musk’s assistant, at 11 p.m. on Monday, arranged a meeting in Boca Chica, Texas for Friday, however already, Steuben as well as Munro remained in Eugene, Oregon.
Advertisement Steuben as well as Munro had to bee-line it 2,500 miles, 40 hours in the Model 3, intending billing terminals and also actually putting electromobility to the utmost examination in driving from Oregon all the method to Texas to see the king of EVs himself, Elon Musk. Luckily, Steuben
as well as Munro made their
meeting, with the previous claiming the billionaire came off as” one of one of the most satisfying, humble, stoic … people that I’ve met that’s in a setting like that. ”
Advertisement Musk, Steuben stated, spent three hrs with the two designers from Michigan, and was seen working at 10:30 p.m. on a Friday. As if the interview weren’t epic enough on its own.
The ad for today’s Nice Price or No Dice Saab 9-5 assures us that while it has a ton of miles under its belt, many of those were accumulated under the ownership of a former Saab mechanic. Let’s see if that ownership history sways us to formally consider its price.
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In life, there’s good and then there’s just good enough. The latter is usually realized when a multitude of factors is taken into account and the pluses barely manage to edge out the minuses.
That seemed to be the case with yesterday’s 2006 Chrysler PT Cruiser convertible. It was a car that no one seemed to care for much, but which, at $2,900, proved an undeniable bargain, earning a solid 86 percent Nice Price win. As we say, good enough.
This past Sunday proved an auspicious if sad anniversary. It was on that date 10 years ago — December 19, 2011 — that Saab finally declared bankruptcy and called it quits. After years of being a hot potato to various owners, the Saab brand today is around only in ghost form, and as manifested by older cars like this 1999 Saab 9-5 wagon.
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Much like Saab the company, this 9-5 has had multiple owners. The second, and current owner until the prospective sale, claims to have once owned a Saab repair shop. That, of course, is a handy advocation for any Saab owner. If you’re not a Saab mechanic, or if you lack access to a good one, then maybe this isn’t the right car for you. Even if you do consider yourself up to the challenge of old Saab ownership, perhaps this car’s 235,000-mile history will put you off.
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It’s not as though I am trying to dissuade this car’s purchase. Far be it for me to do so. I’m just attempting to point out all of the minuses as well as the pluses. And this car does seem to be full of pluses. The seller says that when ordering the car, the first owner dove heavily into the options list, ordering pretty much everything that was available. According to the ad, that included bun warmers for both front and back seats and a spoiler on the hatch. Perhaps most interesting is the picnic table that extends from the load area floor and allows for impromptu tailgate parties wherever you go.
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Power is provided by Saab’s 2.3 liter DOHC turbo four. For this model year, that made 168 horsepower and 207 lb-ft of torque. In the ad, the seller notes the replacement of the original Garret turbo with a Mitsubishi unit, as well as a number of other preventative maintenance and upkeep efforts. Backing up the transverse four is a four-speed automatic sourced from Aisin.
The seller says that the car is mechanically sound and would not hesitate to drive it any distance. Two sets of wheels and tires (summer/winter) come with the car so there should be no issue should that distance include some inclement weather along the way.
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Aesthetically, there’s a lot to like here too. While the seller notes the car having normal wear and tear for its age, outside of the odometer, the car doesn’t seem to show its miles. The exterior — in handsome arrest me red — is clean and without obvious issue. Accenting the body color are silver factory alloys that also look up to the task.
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Inside, the cabin’s leather and plastics also seem to be in remarkably good shape for a car of such age and use. It’s fully loaded too, with the aforementioned seat toasters along with power windows and locks and air-con. The car comes with three keys and yes, those work an ignition switch that sits between the front seats, in proper Saab fashion.
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The title is clean and the ad seems an honest presentation of the car by someone who knows the brand and its foibles.
Of course, an ad is just a tease for what you might be getting into with any car. Naturally, nice ad or not, buyers need to be cautious about the purchase of any used car, especially one from a long-defunct brand with limited parts availability and few service options anymore.
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The question is whether this Saab is worth $4,500 to take such a plunge. What do you say, is this mechanic-approved 9-5 worth that much as it sits? Or, is this orphan car priced so high that even Daddy Warbucks would give it a pass?
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You decide!
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Seattle, Washington, Craigslist, or go here if the ad disappears.
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common rear seats and also all-wheel-drive. The 2 +2 seats plan has actually been an on-again-off-again function on the SL, but the 2022 is the initial to make it obligatory– If you want a two-seater, purchase the AMG GT convertible. Unlike the rear seats, four-wheel drive is a true first for the 2022 SL.
The back axle is permanently mechanically connected and involves the front using a clutch system that allows for a variable torque split. Mercedes really did not supply difficult numbers on the optimum amount of power that can be sent to the front, but it did say the cars and truck can driven in rear-drive setting.
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data-format=”jpg “data-alt =”Image for write-up labelled The 2022 Mercedes-AMGSL: This Is It “data-anim-src > Photo: Mercedes The 2022 SL marks the return of an additional item of the class’s history: the power-operated hardtop is gone, replaced with a brand-new soft top. Mercedes asserts this was a weight-saving action and that it shaved 46 pounds from the previous vehicle’s roof. The change additionally allowed them to decrease the center of gravity from the outbound designs.
Advertisement That reduced center of gravity must pair well with the brand-new SL’s upgraded suspension: two-way adjustable dampers on the SL 55, and totally energetic suspension on the SL 63. Surprisingly, the 63 passes up roll bars completely– Mercedes declares the hydraulic suspension makes them unnecessary. Photo: Mercedes Advertisement AMG suspensions behave, yet those three letters additionally imply power. The 2022 SL is no exemption: Both the SL55 as well as SL63 feature a four-liter twin-turbo V8. The 55 makes 469 horse power ant 516 lb-ft of torque from the mill, while the 63 bumps those numbers as much as 577 and also 590 respectively. Mercedes asserts the
SL63 will certainly strike 60 mph in 3.5 seconds, with the SL 55 just 0.3 seconds behind.
Mercedes calls the upgraded inside” hyper analogue,” which apparently indicates “an amazing mix of analogue geometry and also digital globe.”Ambiguous advertisement copy apart, the new interior looks tidy and also well laid out– large facility screen, digital dash, and nothing peripheral.
Along with the currently potent turbocharged engine, HPD adds a custom tuned ECU, and also a turbo-back Borla exhaust for track performance. The cars and truck is also equipped with a collection of Bilstein dampers with Eibach springtimes, large Wilwood brakes, and light-weight Momo Etna racing wheels. There’s also an APR back wing to include a bit of downforce, and some even more motorsport touches. Undoubtedly every one of the requisite safety gear is included.