The latest SL — the famed roadster from the House of Mercedes — has come forth from a different wing of the mother ship.

AMG, Mercedes-Benz’ esteemed performance division, has taken over the role of SL developer, bidding to add some spark from a clean slate.

The 2022 SL heralds a new AMG architecture. Mercedes says nothing under the sheet metal has been carried over from the last model and no parts or components are shared with the AMG GT roadster.

AMG engineers used a combination of lightweight aluminum and steel alloys and composites to craft a unibody chassis that is extremely stiff, yet relatively lightweight.

The 2022 Mercedes-AMG SL is only offered as a two-door roadster, with a power-operated soft convertible roof that is 46 pounds lighter and easier to package than a folding hard top. The other big change comes in the seating configuration — now 2+2, a first for the SL.

The addition of small seats in back — probably only useful for young kids on short trips — provides owners with additional passenger capacity and utility in a pinch. (The sportier Mercedes-AMG GT becomes the brand’s sole two-seat offering now.)

The SL 55 and SL 63 are equipped with a handcrafted twin-turbocharged 4.0-liter V-8 engine, a powerplant that is celebrated for its smoothness and power. Under the hood of the SL 55, the engine produces 469 hp and 516 pound-feet of torque. The SL 63 has been tuned to deliver 577 hp and 590 pound-feet of torque.

A hybrid drivetrain is in the works for introduction later. Also new for 2022: All-wheel drive is available for the first time. We’ve rounded up some early reviews.

“These are heavy cars, pushing two-and-a-quarter tons. But AMG Active Ride Control, which connects opposite corners of the car hydraulically to limit body roll (as on various McLaren cars and now Rivian trucks), truly makes them feel as agile as cars weighing a half-ton less. This is another feature that’s standard on the SL63, and available to help make your SL55 cost almost as much as a 63.

“Clicking the steering-wheel-mounted drive mode selector clockwise relaxes the stability nannies somewhat, making the cars progressively more neutral in their handling demeanor, but there’s no “drift mode,” no option to bar torque from reaching the front axle. (That’s right — unlike the AMG GT family, the SLs are all-wheel drive.) And hence, even an aggressive drive up Mount Palomar on a cool morning with slightly dewy road surface, we never once sensed Race mode allowing the tail to run wide. More than a little credit here is due the Michelin Pilot Sport 4S tires — 265/40 front, 295/35 rear on the standard 20-inch rims, or 275/35 front and 305/30 on the optional 21s we mostly ran.

“The carbon-composite brakes deserve honorable mention for being equally adept at shedding heroic speeds upon approach to a tightening-radius corner — corner after corner — as they are at executing a limousine stop in town. Both models share this standard six-piston front, single-piston rear brake system.

“Steering feel changes as you switch modes, and we generally found the comfort mode to be a bit too light. The other modes don’t heighten the driver’s feel for the road, per se, but the firmer helm feels better. We were blissfully unaware of the four-wheel steering (standard on both models) doing its thing, except when executing exceptionally tight U-turns.”

— Frank Markus, Motor Trend

“It’s roomier inside but still an intimate space, though not the dark confessional of many sports cars. The rear seats are not suited for adults but are useful for small children, soft luggage, or beagle puppies. It’s better up front where the performance seats of our SL63 were bolstered and narrow but plush and comfortable enough to satisfy an S-class customer.

“Those sporty-but-not-too-sporty seats mirror Mercedes’s goals for the new SL. To acknowledge that the new SL was developed by the brand’s performance division, the model is now a Mercedes-AMG, not a Mercedes-Benz. A clear challenge for the SL is to differentiate itself from the increasingly radical AMG GT two-seat roadster, but the car also can’t be too luxurious or cushy because such an SL would be anathema to the AMG brand.

“Both versions of the SL certainly get AMG-grade goods under the hood. AMG’s twin-turbo 4.0-liter V-8 makes 469 horsepower in the SL55 and 577 horsepower in the SL63. We estimate the SL55 will hit 60 in 3.4 seconds, with the more powerful version dispatching with that task in 3.1 seconds. The V-8 itself is subtle, tuned to grumble rather than growl, with no juvenile pops from the exhaust. Your neighbors might be annoyed at how quickly your SL tears down the street, but they won’t be bothered by the sound. The aggression level of this car is all in its price and its fierce face. Both engines mate to AMG’s familiar nine-speed automatic that replaces the torque converter with a multi-plate clutch pack. Both come with all-wheel drive to make it easy when pulling away from the ski resort in Saint Moritz — just be sure to switch on the heated headrests.”

— Elana Scherr, Car and Driver

“Both the SL55 and SL63 … [have] 21-inch wheels wrapped in Michelin Pilot Sport 4S tires, and there isn’t much of a noticeable difference when driving them back to back. Using launch control the SL63 will hit 60 mph in 3.5 seconds, just 0.3 seconds quicker than the SL55, and both have a variable exhaust system with two different modes. In its louder setting the twin-turbo V8’s noise is thunderous and bellowing, getting progressively more intense as the engine approaches its 7,000-rpm redline. Shifts are super quick and augmented by lovely crackles and barks from the exhaust, especially when downshifting, and the transmission has a satisfying automatic throttle blip.

“But the new SL is about so much more than straight-line power. Its steering is the best I’ve experienced in a modern Mercedes, with perfect weighting, sharp turn-in and a lot of feedback through the thick-rimmed wheel. Combine that with the rear-wheel steering, variable AWD system and limited-slip diff and the SL has incredible levels of grip while remaining playful enough to be exciting — if you want the SL to get sideways, it will. The hydraulic anti-roll bars keep the SL nearly flat in high-camber corners, and the ride is supple even in the stiffer Sport Plus mode.

“The SL has a Slippery drive mode, which is tailored for wet and icy roads — perfect for the less-than-ideal conditions in the mountains between Newport Beach and Palm Springs. This setting applies smoother gear changes and uses a flatter torque curve for more linear power delivery to keep the car calm and stable. But even while being pushed in Race mode on a wet road the SL is easy to drive quickly without being at all scary. As with other recent AMG models you can also individually adjust things like the exhaust, suspension, engine and stability control via touch controls on the steering wheel.”

— Daniel Golson, CNET

“I expected the new SL to be quick. And I knew it would be comfortable — the restrained fore, aft, and lateral motions and well-isolated steering provide high-speed stability, while the stiff body and balanced adaptive dampers mean even punishing local roads have little impact in the cabin. But what I didn’t expect was just how impressive the SL would be in the bends after decades of relaxing, ponderous cornering. That starts with AMG’s solution for roll control.

“In other Mercedes products, EQ Boost’s 48-volt system is a prerequisite for the active anti-roll systems that make even hippos like the GLS 63 feel graceful. But in choosing not to make the SL a mild hybrid, Mercedes had to reach for a new hydraulic active roll stabilization system, which does away with the traditional mechanical actuators or linkages.

“Instead, each of the four adaptive dampers has two hydraulic connections (one on the compression side and one on the rebound side) tied together via a two/two-way valve. Those valves link to the opposing damper via a hydraulic line, while a central pump ties all four corners of the car together.

“From there, the SL relies on kinetic energy — when one damper compresses, it forces fluid through the line to the opposite side, reducing that damper’s rebound and creating a similar effect to electromechancial anti-roll bars, but without the added weight and complexity. And as a small bonus, the system can also lift the SL’s nose by 1.2 inches to clear steep driveways.”

— Brandon Turkus, Motor1.com

“It is obvious that the all-new SL is much more athletic than its predecessors the moment its potent V8 fires to a muted growl. The chassis feels more rigid and the steering is much more direct. Overall, you can feel the mass of the new SL – it feels substantial from behind the steering wheel – but the rear-axle steering greatly improves maneuverability and agility. And AMG ACTIVE RIDE CONTROL is downright stunning in the way it keeps body in check without any apparent drawbacks. …

“Driven sedately, the 9-speed transmission is transparently smooth, and the SL easily gets to speed (and maintains its pace) without drama. Both the SL 55 and SL 63 are equally as competent when driven like a gentleman. Yet mash the throttle, especially in the sport driving modes, and the SLs are rockets — the SL 55 will sprint to 60 mph in about 3.8 seconds, while the slightly quicker SL 63 does it in 3.5 seconds. Being perfectly transparent, it’s difficult to tell the difference between the powerplants without instruments to measure acceleration — they are both very fast.”

— Michael Harley, Forbes