The McLaren‑Mercedes SLR is still underrated at 20 years old

The SLR lived for six years, being produced from 2003 to 2009, with the production of its several variants numbering just under 2,500 by the end. The ‘standard’ SLR Coupe was eventually joined by the ‘722’, a celebration of Sir Stirling Moss’s exploits at the Mille Miglia in 1955, packing more power (650PS) and more carbon addenda. A Roadster, 722 Roadster and 722 GT one-maker racer followed before the ‘Stirling Moss’ speedster special rounded out the SLR’s contemporary run in 2009. 

We say contemporary because McLaren – specifically MSO – isn’t one to leave their cars languishing in history. Subsequent updated versions included the McLaren Edition SLR, the SLR by MSO and now, the SLR HDK (High Downforce Kit), which were all created over the last 13 years based on feedback from SLR enthusiasts. The first HDK SLR (wearing aero accoutrement not unlike that found on the 722 GT) was delivered in May this year and begins a run of 12.

McLaren’s celebrations of the 20th anniversary of the car consisted of a showcase of four cars – an SLR Stirling Moss, SLR by MSO, SLR HDK and SLR 722 GT Prototype – on the MTC Boulevard, alongside a number of interesting trinkets from its development. McLaren hosted members of the SLR club to meet some of the team that worked on the car originally.

While McLaren put out a statement and some images of these celebrations, we thought it also prudent to mention what Gordon Murray had to say about his most overweight of offspring, he’s often one of its harshest of critics. Compromised from its conception, the SLR was the result of telling Gordon Murray to make a Paris Hilton-friendly front-engined hypercar, with a five-speed automatic gearbox and a leather-lined cabin. That’s to say, it still has a flat-floor, it still has active aerodynamics and it still has an incredibly innovative carbon construction. Carbon cars hadn’t yet been built in such numbers and it’s this leap forward in production that even Murray often boasts he’s proud of.

A strange thing to celebrate about a car but then, the SLR is famous for its flaws. It was heavy, it had weird brakes (early carbon with no feel), it was a bit doughy in the handling department and when push came to shove, it wasn’t even the comfiest thing in which to inhale a continent. But to our eyes, it looked and still looks absolutely stunning and no, there’s nothing from before or since that sounds quite like that 5.5-litre 626PS supercharged V8, trumpeting out those side-exit pipes. Mercedes power in a McLaren chassis on the road didn’t quite live up to the duo’s exploits in F1, but it was compelling nonetheless. 

Was it the successor to the McLaren F1 everyone hopelessly dreamed of, in spite of having seen the Vision SLR Concept already? No. Did it need to be? Absolutely not. It’s the first hyper GT; the car that walked so the Bugatti Veyron could run. It’s also the car that finally convinced McLaren it could have a proper go at being a road car marque all of its own. Nevermind the F1. The Artura, 765, 720, 675, P1 and beyond, all owe their existence to the SLR.

Yet still we fear the SLR is overlooked. Granted, it wasn’t up to much in the company of the Porsche Carrera GT, Ferrari Enzo and Pagani Zonda, but as an object of desire in and of itself? Right up there. Certainly, in terms of values, it’s a long way off its rivals from the era today – remember when we all thought £300,000 was ridiculous? Indeed, that’s what the Carrera GT, SLR and Zonda cost back in 2003-2005. While the more numerous Porsche is only now sniffing at seven figures, Enzos and Zondas have both been transacting for over £2million for a very long time. The SLR by contrast still languishes in the £250,000-£700,000 range. Comparatively, it’s a bit of a bargain. To conclude, we love the McMerc and you should too.