Mercedes-Benz SL500 - International Report

First Test:Mercedes-BenzSl500 SportIn case you hadn't noticed, the good folks at Mercedes-Benz have taken a renewed interest in performance. The factory introduced a series of high-value Sport option packages for its C-Class, E-Class, and SL-Class cars earlier this year. We recently put a Sport-equipped SL500 through its paces, and the experience left us duly impressed.

The SL Sport package is based on a mix of functional and cosmetic elements developed in conjunction with partner AMG. A deeper front airdam with a mesh grille and projector-beam foglamps is complemented by nicely integrated aero side skirting and a recontoured rear apron. The most prominent change involves the fitment of a plus-two wheel and tire package. In place of the standard 225/55ZR16 all-season radials on 16x8.0-inch cast aluminum wheels, one finds "summer-spec" 245/40ZR18 Dunlop Sport 8000s on 18x8.0-inch AMG Monoblock alloy rims up front and 275/35ZR18 counterparts on 9.0-inch-wide AMG wheels in the rear. Rounding out the mix are subtle "Sport" badges on the front flanks and an easy-grip shift knob. Opting for the Sport package adds another $4900 to the $90,900 base price of an SL500. That may not exactly sound cheap, but M-B points out that it's far less than ordering up the equivalent bits and pieces from the factory, and roughly half of what a similar aftermarket upgrade would run.

Although the Sport appellation bring no changes to the SL drivetrain, there's hardly a shortage of firepower on call. The robust 5.0-liter DOHC V-8 makes 315 horsepower and 347 pound-feet of torque. This motivating force is shipped to the rear wheels via a five-speed automatic, which shifts crisply at the 6000-rpm redline. It's a combination that sends the 4165-pound Sportified two-seater hurtling from 0-60 mph in 5.9 ticks and through the quarter mile in a blistering 14.3 seconds at 99.6 mph.

Helped by its wide, sticky, low-profile rubber, our test car also sliced through the slalom course at 65.5 mph and dipped from 60-0 mph in just 117 feet. The more aggressive wheel/tire matchup noticeably sharpens steering response over a standard SL500. However, we also found that it tends to make the car feel a tad darty under certain low-speed driving conditions.

Mercedes' marketing types believe that nearly 20 percent of all SL buyers will step up to the Sport package, with the highest fitment rate expected on the SL500. If you happen to be one of the fortunate few capable of playing in this rarefied automotive stratum, it's one option well worth considering.

First Test:Hyundai AccentGTBargain hunters take note: Hyundai has used an infusion of power and character to transform one of the most affordable cars in America into the sports-minded Accent GT. Based on the ultra-economical two-door Accent, the GT model gives the Hyundai lineup a sporty entry-level car with an enhanced appearance and performance that still carries a sub-$10,000 base price.

The GT is distinguished by ovoid foglamps integrated into the sculpted front fascia, lower body cladding, a rear hatch spoiler, a rear window wiper/ washer, and aluminum-alloy wheels. An inch larger than the base Accent's steel wheels, the hubcap-looking 14-inch aluminum rims on the GT contribute to improved handling with the assistance of General HP 406 A/S 175/65HR14 tires. The fully independent Accent suspension has been bolstered for the GT application with revised spring rates, shock valving, and bushings. Commanded by variable-assist rack-and-pinion steering, the Accent GT delivers smooth, predictable transitions with mild understeer through corners, allowing balance corrections to be made easily with the throttle. Through our 600-foot slalom, the Accent GT bettered the last Nissan 200SX SE-R we tested with a 63.5-mph run, but the GT trailed behind with an average 0.79 g on the skidpad.

Motivation for this sportster comes from a fresh version of the SOHC 1.5-liter Alpha engine reworked to a 16-valve DOHC inline-four with an iron block and aluminum head. The resulting 15 percent horsepower increase brings the total output to 105 at 6000 rpm, and torque follows with 101 pound-feet at 4500 rpm. Sprinting from zero to 60 mph in 10.6 seconds, the GT is surprisingly only 0.6 second faster than the less-powerful Accent sedan we last tested (June '95). Likewise, the GT's 17.5-second, 77.0-mph quarter-mile run eked past the four-door by a similar margin. Enthusiastic driving means keeping the revs high; this small-displacement engine doesn't have the low-end torque to snap out of turns without a heavy foot. The brakes bring the GT to a halt from 60 mph in 141 feet.

Textured interior plastic and patterned sport cloth give the interior a richer feel than would be expected in such a wallet-friendly GT. Our $11,733 test car also had an option package that added an Alpine AM/FM/CD stereo, air conditioning, and a pop-up sunroof for $1550. Other extras included floormats, a center front-seat armrest, and a trunk cargo net.

Moderately firm, well-bolstered buckets provide comfort for front-row passengers; the driver's seat has five-way adjustments including lumbar support. The rear seat can accommodate a trio of average-size adults in close quarters, and the 60/40-split folding seatback expands the already sizable cargo-carrying space.

The Accent GT successfully combines fun and practicality. Its high-strung spirit, aggressive appearance, respectable cargo capacity, and impressive 27/35 city/highway EPA fuel economy make it a must-drive for coupe shoppers on a tight budget. -Jeff Bartlett