Except that I couldn’t seem to attain a funereal state of mind. For one thing, the SLS has lasted a year longer in production than originally planned, and more than 10,000 have been built – well ahead of the original target.
Read Autocar's Mercedes SLS AMG Black Series review
Today’s version was the extra-strength Black Series I’d never driven before, with its stiffer suspension, new electronic diff, lower gearing, even fatter tyres, massive carbon-ceramic brakes and power elevated by 59bhp to a cool 622bhp. Who was going to feel mournful about that?
The arrival of the Black Series has had the effect of firming all SLS prices. Far from disappearing from the firmament, the car is fast heading for the automotive hall of fame.
AMG boss Tobias Moers reckons prices started rising as soon as he first announced production would end, and the Black Series has only added to the problem, if it is a problem. (And it is to people like Your Humble, who in his dreams had imagined buying an SLS once they settled at £50k-£60k. The cheapest cars did sink briefly to £80k-£85k, but now you don’t see one below £95k.)
The Black Series is quite a paradox. With that big, square mouth, thundering exhaust, huge performance and that wide body in stark black and white, it’s a bit of a blunt instrument.
Except there are unmistakable allusions to the Mercedes 300SL about its styling, and that gullwing coupé of the mid-1950s was one of the most beautiful cars ever built.
When you drive it, you realise this car is far better developed than other 2000-a-year machines; it has decent visibility and ventilation, perfectly placed dials, controls you can understand (and which you know, instinctively, will work with the same robust precision in 30 years’ time) and a body too well designed and tested to grind its exhaust or aero gubbins on the road.
This isn’t just a weekend toy; if you were prepared to cope with the slings and arrows of traffic, you could drive an SLS Black Series every day of the week.
The Black Series mods make a brilliant car better. The thin but ultra-supportive race seats create space to make it more comfortable for very tall occupants. More importantly, they place the driver’s backside no more than an inch or so off the floor, which is where it needs to be.
There’s still a decent boot and an easy 350-mile touring range (at 20mpg), and despite the car’s hardcore persona, you can imagine using it for long trips through France.
Read Autocar's first drive in the SLS AMG GT Final Edition
The suspension rates are now very firm indeed, and on near full lock the aggressive diff tries to
push you straight on. But the long wheelbase and ultra-wide tracks keep it flat even over the worst roads, and the surrounding structure feels stiff and long-lasting.
The damping is so brilliant that anything else seems to lack body control. The steering is accurate and sweetly weighted and resists tramlining beautifully, despite all the
encouragement it gets from fat 275/35 ZR19 front tyres. And the brakes are fabulous when used in anger. They’re over-sensitive around town, though; you must teach yourself to use them very gently.
For me, three things stand out. One is the pervading, heart-warming air of Mercedes permanence. Another is the way this exceptional engine behaves and sounds. Name me another big-capacity V8 that you’d trust to last 150,000 miles, which peaks at 7400rpm but will spin to 8000 before the rev limiter calls time – because I can’t think of one. The grunt, with smoothness, sets a new automotive standard.