The year was 1997. For a fresh medical school graduate with a two-week European escape before the internship grind, a vivid memory remains etched in my mind. It was in the Mercedes-Benz museum parking lot in Stuttgart, where, lurking behind a security gate, sat a prototype 1998 E50 AMG. Menacingly low on its 17-inch alloy wheels, it seemed worlds apart from my humble Opel Astra rental. The idea of unleashing its 350 HP AMG-tuned V8 on the Autobahn at 170 mph, in the latest iteration of the legendary Hammer, was pure fantasy.
Twelve years later, and the spoils of Germany’s horsepower race are scattered across eBay. Six-year-old E55 AMGs, boasting 500 hp supercharged V8s, are available for under $30,000, while a “standard” Mercedes E550 outpaces the AMGs of my younger days. I was immersed in my own automotive dreams, daily-driving a 604 hp CL65 AMG coupe. Its colossal twin-turbo V12 engine delivered twice the torque of even the most potent V8s of the past. Nothing, not even Mercedes’ own flamboyant V8-powered SLR, could challenge this luxurious beast as Autobahn king. Or so I believed…
As superb a grand tourer as the CL65 was, it remained a 2.5-ton behemoth with relatively narrow tires and a traditional differential. The smaller SL65 roadster wasn’t significantly lighter. In my automotive daydreams, I often envisioned a lightweight Mercedes, equipped with superior underpinnings, that would truly allow the biturbo V12 to excel. Evidently, the masterminds at Aufrecht Melcher Großaspach shared this vision. Enter the SL65 Black Series.
The formula, as seen in automotive publications, is straightforward yet radical: start with a regular, somewhat sensible, yet substantial SL65 AMG roadster. Strip off the bodywork (excluding the doors) and replace it with DTM-inspired, flared carbon fiber panels, widening the track by a full four inches. Integrate a lighter, fixed carbon fiber roof, an assertive front fascia to optimize cooling for the oversized heat exchangers, and a speed-sensitive retractable rear wing. The outcome: a sleek, predatory, muscle-bound fastback coupe, appearing capable of leaping over slow-lane drivers in a single bound.
The sheer presence of this machine is captivating. When this SL65 Black Series was unloaded from a transporter, delivered directly from a Midwest dealer with a mere 1.7 miles on the odometer, we were all transfixed. Staring, head-shaking awe. It demands time to fully appreciate its visual impact. The flowing fastback roofline, the seamless integration of front fenders into air extractors, the carbon fiber exhaust surrounds – photographs simply don’t do it justice. Opening the hood or trunk reveals the raw, beautiful carbon fiber undersides of the panels. The trunk houses a meticulously stitched box, upholstered in the same leather as the seats, bearing the engine builder’s plaque. Inside, a bespoke car cover and a welcome letter to the exclusive AMG owners’ circle.
Beneath the carbon skin, the Black Series recipe continues: Out goes the heavy, power-sapping Active Body Control suspension, replaced by a track-focused setup featuring double-adjustable KW coil-over shocks, H&R sway bars, and substantial Dunlop tires – 19-inch front and 20-inch rear, with a Corvette Z06-rivaling 325mm width at the rear. A 40% locking differential is crucial, as the hand-built V12 now boasts larger air boxes, bigger turbos, and a freer-flowing exhaust system complete with genuine Eisenmann race mufflers. These enhancements culminate in a staggering 661 HP and a monstrous 738 lb-ft of torque, propelling a vehicle that is 500 pounds lighter than the 4,600 lb SL65 convertible.
To validate AMG’s power figures, I meticulously adhered to the break-in guidelines displayed on the windshield. At 1000 miles, the experts at Hennessey Performance in Sealy, Texas, performed a precautionary oil change. We then rolled the car directly onto their Dynojet dynamometer. After verifying the correct oil level and accessing the hidden “dyno mode” menu to disable ABS/TC/ESP, the Black Series, unfazed by the 96-degree, 90% humidity Houston heat, unleashed its fury. It registered 580 HP at the wheels on the initial run and an astounding 700 lb-ft of torque, SAE corrected. Accounting for a typical 20% drivetrain loss, AMG’s factory horsepower claims appear conservative. I’d never witnessed a stock, unmodified vehicle produce such immense power. Veyron territory.
The numerous highway challenges I had to decline during the break-in period were instantly forgotten during the first full-throttle highway run. Unlike the refined, almost subdued regular V12 Mercedes, the Black Series roars ferociously and surges forward at any speed. Acceleration is, predictably, mind-bending. Mashing the throttle at 60 mph (97 km/h), assuming traction holds, the rear spoiler deploys in your rearview mirror within a second, signaling 75 mph (120 km/h). Four seconds later, triple-digit speeds are reached, with acceleration showing no signs of diminishing. While unproven, it feels as though the ECU permits increased boost in higher gears. No other stock vehicle I’ve driven exhibits such a second surge of power when shifting into 4th gear at 120 mph (193 km/h) like this. With AMG raising the speed limiter from 155 to 199 mph (250 to 320 km/h), a top-speed run at the Texas Mile event in October seems mandatory. Stay tuned…
Regrettably, the 5-speed automatic transmission remains, but it features a Black Series-specific ‘M2’ faster shift mode. In this mode, the otherwise understated white tachometer displays a yellow/red circumferential shift light, reminiscent of a wheel-standing ’69 Camaro drag racer.
Navigating through the steering wheel menu reveals dual lap timers, triggerable sequentially – ideal for measuring both 0-60 mph and the new benchmark 60-130 mph acceleration times in a single run.
The ride quality is surprisingly firm, akin to a Porsche 997 GT2, yet body roll is nonexistent. The factory settings for the adjustable coilovers and alignment are those used by AMG engineers at the Nürburgring. However, for real-world driving, slightly reduced compression and rebound damping might be beneficial. As configured, corner entry grip is phenomenal, but with this level of torque, delicate throttle application is essential when exiting corners. Fortunately, a Black Series-specific ESP Sport mode allows for greater yaw before intervening.
Inside, the cabin is largely standard SL fare, with notable exceptions: a flat-bottomed, perforated leather steering wheel, a white AMG tachometer, paddle shifters, and carbon fiber trim accents. The shift knob proudly proclaims “One of 175,” highlighting its rarity in the US market, even more exclusive than a Porsche Carrera GT. Fragrant leather and Alcantara are abundant, with comfortable bucket seats that have been stripped of heating/ventilation functions and feature unique Black Series horizontal white stitching. Due to US side-impact regulations, these seats replace the European-spec carbon fiber racing buckets, maintaining a degree of everyday usability. Jeremy Clarkson, or at least his tailbone, would undoubtedly approve.
Nevertheless, the SL65 Black Series might be considered too multifaceted for some: a factory-built, lightweight hot rod, engineered for track performance with enhanced cooling, power, suspension, and aerodynamics, yet still tipping the scales at two tons, lacking ceramic brakes, and equipped with a traditional automatic transmission. However, one undeniable truth remains: in an era increasingly focused on CO2 emissions, the 2009 SL65 Black Series stands as one of the rarest and most outrageous vehicles from the twilight of the second golden age of performance cars.
Special thanks to Hennessey Performance for dyno access and TonyG Photography for the stunning visuals. Explore more images of the SL65 AMG Black Series at TonyG’s website.
