215 hp, 2,996 cc SOHC inline six-cylinder engine with Bosch mechanical fuel injection, four-speed manual transmission, coil-spring independent front suspension, coil-spring swing axle rear suspension, and four-wheel drum brakes. Wheelbase: 94.5 in.

1955 MERCEDES-BENZ 300 SL ALLOY GULLWING

1955 MERCEDES-BENZ 300 SL ALLOY GULLWING

1955 Mercedes-Benz 300 SL Alloy Gullwing Wheel

1955 Mercedes-Benz 300 SL Alloy Gullwing Interior

1955 Mercedes-Benz 300 SL Alloy Gullwing speedometer

1955 Mercedes-Benz 300 SL Alloy Gullwing

1955 Mercedes-Benz 300 SL Alloy Gullwing

1955 Mercedes-Benz 300 SL Alloy Gullwing

Continue below for the full photo gallery or click here.

One of only 29 aluminum-bodied examples originally produced; only 2% of total Gullwing production
Features the most desirable factory upgrades and options, including a Sonderteile motor, sports suspension, and Rudge wheels
Formerly owned by Swiss industrialist Rene Wassermann and Pennsylvania State Senator Theodore Newell Wood
Restored by world-renowned specialist Kienle Automobiltechnik
Matching numbers
The ultimate rendition of the famed Gullwing

For both the jet set and the burgeoning sports car crowd, there was one sports car that reigned supreme in 1955, the Mercedes-Benz 300 SL “Gullwing,” as it became known. The car was so nicknamed for its unique roof-hinged doors, and it was the vehicle that had it all. Gorgeous proportions, brilliant race-bred engineering, and blistering performance made the Gullwing not only one of the most desirable vehicles of the 1950s but one of the most desirable vehicles of all time.

However, not all Gullwings were created equal, and if you were a well-heeled sports car enthusiast in 1955, the aluminum-bodied 300 SL was the car to have. Its lighter bodywork made it even more competitive against other British and Italian 3-liter sports cars. Additionally, these cars were also outfitted with the Sonderteile engine, which utilized a competition-spec camshaft, increasing power output by 15 horsepower. With both a slight increase in power and decrease in overall weight, the additional performance in these cars was instantly discernable from behind the wheel.

It goes without saying that the alloy Gullwing was the cream of the crop and handedly capable of outperforming all of its competitors on both road and track.

CHASSIS NUMBER 5500786

The example presented here, one of just twenty-nine aluminum-bodied Gullwings built by Mercedes-Benz, was ordered new by Rene Wassermann, an industrialist and sports car enthusiast who was living in Basel, Switzerland. The car’s factory build sheet notes that Wasserman ordered his new alloy Gullwing with a plethora of special options, including special high-gloss white paint, a red leather interior, a sport suspension, two-piece matching luggage, sealed-beam headlights, and instruments in English, surely making it one of the most well-specified Gullwings built.

The car was completed on October 5, 1955, and rather than having it delivered to his home in Switzerland, Wasserman picked up the car himself and drove his new 300 SL back home. While it is not known when Wasserman sold the car, by the early 1960s it had been exported to the United States, where its second owner was Jerome Seavey, of Chicago, followed by John K. Scattergood III, a principal at Blenheim Motors, located in Upper Darby, Pennsylvania.

THE SENATOR’S GULLWING

This 300 SL remained in Pennsylvania with its next owner Keystone State politician and enthusiast Senator Theodore Newell Wood. Along with representing the 20th District of Luzerne, Susquehanna, Pike, Wayne, and Wyoming counties in the Pennsylvania State Senate, Senator Wood enjoyed sports car racing in his spare time and served as the president of the Hill Climb Association. He also founded the Brynfan Tyddyn Road Races, which were held from 1952 to 1956, with the last year featuring Carroll Shelby as a driver. The SCCA even gave Senator Wood a free lifetime membership for his efforts in sponsorship and participation in racing in the Northeast.

After passing through the hands of Bill Kontes and Joe Marchetti, the 300 SL was acquired by Leslie Barth in 1983. Barth kept the car until 1989. In its next ownership, with Swedish businessman and collector Hans Thulin, it was consigned to Kienle Automobiltechnik in Stuttgart, Germany, one of the world’s foremost facilities, known for their restorations on Mercedes-Benzes and 300 SLs in particular. The car was sold to a German collector, who in turn commissioned Kienle to perform a full restoration. Notably, damage to alloy-bodied 300 SLs is remarkably common, as the aluminum is notoriously thin and can quite literally bend under the pressure of an ill-placed hand. Furthermore, the bodies are known to deteriorate at the mounting points, where aluminum meets steel. As a result, almost all lightweight examples have been reskinned or repaired at some point, and on this particular car, any parts of the body that were irreparable were replaced.

Upon completion, the car was repainted in traditional Mercedes-Benz silver and retrimmed in its original color of red leather. As is to be expected, the quality of the workmanship is absolutely superb, with the tremendous attention to detail and factory correctness befitting of a Kienle restoration. Indeed, aside from this car’s rarity as an alloy-bodied Gullwing, its association with this restoration facility is a point of pride and desirability all its own.

With a subsequent owner in 2002, the 300 SL was inspected by Mercedes-Benz Classic and determined to still retain all of its original mechanical components and drivetrain. After passing through a collector in Switzerland, the car was acquired by its current custodian. The Gullwing has been preserved in immaculate condition ever since, with its odometer displaying only 2,481 kilometers, presumably since Kienle’s restoration.

Not only is this one of just twenty-nine aluminum-bodied 300 SL Gullwings produced (as compared to over 1,400 steel-bodied cars), it also features all the highly desirable options and accessories one would want on a Gullwing, including the Sonderteile engine, sport suspension, Rudge knock-off wheels, and a two-piece luggage set. Following a recent test drive by an RM Sotheby’s specialist, he found the options on this example to be immediately apparent, making the car noticeably quicker than the “standard” 300 SL Gullwings, and he also reported that it was “dialed in” and great fun to drive.

For the discerning collector, it would be difficult to find a more desirable example than this matching-numbers car. This is, quite simply, one of the most sought-after and rarely seen Mercedes-Benzes in the world.

The Gull Wing Group is celebrating its 50 year milestone and is partnering with Mercedes-Benz USA to recreate one of the group’s most famous photos taken in 1961 at Fort Point Park overlooking the Golden Gate Bridge in San Francisco, California.

Fort Point was built by U.S. Army Engineers during the peak of the Gold Rush between 1853 and 1861, as a defense system to protect San Francisco against naval attack. The fort stands at the base of the 4,200 foot long Golden Gate Bridge, towering 746 feet high. Though Fort Point never faced battle, the structure signifies close to 150 years of military history and architecture.

In honor of the Gull Wing Group’s milestone, Mercedes-Benz USA is donating 125 scholarships to provide children with the opportunity to participate in the San Francisco Recreation and Park Department’s unique summer educational programs designed to accentuate personal responsibility and initiative, and encourage children to pursue preservation in the future of America’s national parks.

“The Gull Wing vehicle represents Mercedes-Benz leadership in style, design and performance and this anniversary allows us a moment to celebrate the history of that legacy created over fifty years ago.” said Steve Cannon, Vice President of Marketing, Mercedes-Benz USA. “As we look back, we also have to look to the future and that was our intention with the donation to provide San Francisco kids with the opportunity to attend summer camp through the Recreation and Parks Department program.”

Founded in San Francisco, California on June 16, 1961 The Gull Wing Group, led by Ernie Spitzer, was comprised of eighteen 300 SL Coupe owners. Currently over 600 driving enthusiasts dedicated to sharing their knowledge and enjoyment of the 300 SL belong to the Group. On June 10, 2011 – almost 50 years after an original photo was taken to mark the beginning of the Gull Wing Group’s existence – close to 100 members comprised of 24 Gull Wings and 14 Roadsters, are recreating the image by revisiting the very same spot in Fort Point Park, a National Historic Site run by the U.S. National Park Service.

“Donation such as this one helps San Francisco Recreation and Parks to fulfill its mission of providing enriching recreational activities to all San Franciscans.” said Phil Ginsburg, San Francisco Recreation and Park Department’s General Manager. “Our scholarships serve more than 2, 000 San Francisco children and families every year.”

With only 1400 Mercedes-Benz 300 SL “Gull Wings” produced from 1954-1957, it is one of the most sought after collectible vehicles around the world. Known for its iconic “Gull Wing” doors and fascinating design, the Mercedes-Benz 300 SL was technologically years ahead of its time with components such as a direction injection system. In 2011, Mercedes-Benz introduced the SLS AMG, a car inspired by the 1954 300 SL and in the same vein as the orginal, ushered in a new era of supercar leadership.

The history of Mercedes-Benz stretches beyond the Gull Wing Group and this year it is celebrating 125 years of innovation and the anniversary of Carl Benz 1886 patent three-wheel motorwagen with rear-mounted engine, which laid the foundation for motorized transportation that changed the world as we know it today.

The “Gullwing” era began in 1952, when the Mercedes-Benz W 194 racing coupé notched up victory after victory. An enhanced version followed in 1953, with a petrol-injection engine delivering an extra 29 kW, bringing the power rating up to 158 kW. The transaxle design provided a more favourable weight distribution and better vehicle dynamics. The sharp corners of the front of the vehicle earned it the in‑house nickname of “Hobel” (or “plane”). This unique model was never raced, since all available capacity was diverted to the company’s entry into Formula 1 planned for 1954, but the car was a significant milestone on the path towards the 300 SL production sports car. And incidentally, the prototype with its transaxle construction also forms a parallel with the Mercedes-Benz SLS AMG.

The Mercedes-Benz 300 SL (W 198) production “Gullwing” model was clearly a close relation of these racing vehicles, since it took the engineers just one-and-a-half years to create the new design on the basis of the W 194 racing sports car. This was the first true production sports car to be developed by Mercedes-Benz following the Second World War. The design project was started in September 1953, in response to requests from Maximilian Hoffman, Mercedes-Benz’s importer in the USA. The 300 SL was first presented to the public at the International Motor Sports Show in New York in February 1954.

The signs of the coupé’s allegiance to the racing sports car are clearly evident, from the ultra-light tubular lattice frame to the distinctive body contours and the “gullwing” doors, perpetuated in the popular name of the car in English-speaking countries. The decision to use this unusual form of access, more characteristic of racing-car designs, was no gimmick designed to grab public attention, however. The doors hinged on the car roof were a purely structural requirement, since the lattice frame carried over from the racing SL did not allow the use of conventional front-hinged doors.

Instead of the M 194 six-cylinder in-line carburettor engine with a displacement of three litres and 129 kW power rating, the W 198 model series had the 158-kW M 198 engine with mechanically controlled direct injection. This was the first Mercedes-Benz production vehicle to be fitted with a petrol-injection engine, which delivered 29 kW more power than the carburettor-based racing version of the engine.

The engine was set at an angle, resulting in a particularly flat front end with outstanding air-flow characteristics. The consistent focus on a lightweight structure helped to provide some extremely impressive performance characteristics, with top speeds of up to 250 km/h, according to the rear axle ratio. The chassis was essentially based on the 300 model saloon (W 186), but with suspension settings more focused on sporty performance qualities.

The appearance of the super-sports car has been refined to create a more elegant and dynamic look in comparison with the racing sports vehicle. The visual design qualities and concessions to passenger comfort did not, however, limit the car’s performance qualities. The 300 SL duly continued the motorsport tradition of its namesake, with top placings in many competition events. These included winning its class in the 1955 Mille Miglia race, and in that same year Olivier Gendebien and Pierre Stasse drove a Mercedes-Benz 300 SL to victory in the Liège–Rome–Liège rally.

The car also delivered championship titles for three drivers in Europe and America: Werner Engel won the European touring cars championship in 1955, and Walter Schock in 1956. And in the USA, Paul O’Shea won the category D American sports car championship in 1955 and 1956, finishing well ahead in the ratings.

Some 1400 units of the Mercedes-Benz 300 SL were built at Sindelfingen from August 1954 to May 1957, including 29 cars with a light-alloy body, and even one experimental car with a plastic body.

In 1955, the company also built two coupé versions of the Mercedes-Benz 300 SLR (W 196 R) racing sports car. These were specifically designed for long-distance races, to provide somewhat more comfortable conditions for the driver than in the open version. Externally, the car looked similar to the 300 SL, but with purebred Formula 1 technology under the bonnet. These cars did not find their way into any customers’ hands, but one fortunate individual was able to enjoy the attributes of the Mercedes-Benz 300 SLR: its designer, Rudolf Uhlenhaut. On the cancellation of the sixth Carrera Panamericana race in 1955, in which the coupé was to be used for the first time, and since Daimler-Benz AG withdrew from racing at the end of that season, Uhlenhaut was allowed to drive one when travelling on business – and he made extensive use of this privilege. Accordingly, the car has become known as the “Uhlenhaut Coupé”.

Many fans of the 300 SL expected Mercedes-Benz to unveil the C 111 as a foretaste of the next generation of a super-sports car with a star on the bonnet in 1969, at the International Motor Show in Frankfurt am Main. This breathtaking experimental vehicle was a lightning-fast, wedge-shaped car with gullwing doors, driven by a futuristic-looking rotary engine (Wankel engine).

Hopes of series production really started to rise for an enhanced version of the car, the C 111-II, which was unveiled just six months later at the Auto Show in Geneva, generating feverish enthusiasm among the automotive community. However, the vehicle with its super-sports car genes and 257-kW four-disk rotary engine was to remain a near-production concept study. Arguments against series production included the comparatively low efficiency of the engine and stricter exhaust regulations.

Similar reactions were prompted by the Mercedes-Benz C 112 in 1991. This amazing sports car concept study had a six-litre, twelve-cylinder engine delivering 300 kW. The C 112 anticipated some of the technical innovations that were to flow through to Mercedes-Benz series-produced vehicles over the next few years – including Active Body Control (ABC) and the DISTRONIC proximity control. The C 112 was influenced by the C 11 Mercedes-Benz racing sports car of the time, in which Jean-Louis Schlesser won the Group C sports car world championship for Mercedes-Benz in 1990.

Mercedes-Benz 300 SL racing sport prototype (W 194 011)

In production: 1953

Units produced: 1

Engine: 6-cylinder, in-line

Displacement: 2996 cc

Output: 158 kW at 5960 rpm

Top speed: 250 km/h

Mercedes-Benz 300 SL (W 198)

In production: 1954 to 1957

Units produced: 1400

Engine: 6-cylinder, in-line

Displacement: 2996 cc

Output: 158 kW

Top speed: up to 250 km/h

Mercedes-Benz 300 SLR “Uhlenhaut Coupé” (W 196 S)

In production: 1955

Units produced: 2

Engine: 8-cylinder, in-line

Displacement: 2982 cc

Output: 222 kW at 7500 rpm

Top speed: 290 km/h

Mercedes-Benz C 111-I

In production: 1969

Units produced: 5

Engine: 3 rotary pistons

Chamber volume: 1800 cc

Output: 206 kW at 7000 rpm

Top speed: 260 km/h

Mercedes-Benz C 111-II

In production: 1970

Units produced: 6

Engine: 4 rotary pistons

Chamber volume: 2400 cc

Output: 257 kW at 7000 rpm

Top speed: 300 km/h

Mercedes-Benz C 112

In production: 1991

Units produced: 1

Engine: 12-cylinder, V arrangement

Displacement: 5987 cc

Output: 300 kW at 5200 rpm

Top speed: 310 km/h

The final stage of the 2010 Mille Miglia saw participants travel from the Italian capital of Roma back the starting city of Brescia.  The day started at 7:00 AM to rainy conditions, but as the group progressed north through Siena and Firenze, rain soon gave way to beautiful sunny weather.  Rich cultural heritage, gorgeous Tuscan landscapes and scenic mountain passes greeted drivers along their journey, and after roughly 660 miles and 15 hours, entrants began making their way across the finish line back in Brescia.  In total, drivers travelled roughly 1,400 kilometers with times of about 35 hours, and all 15 of the Mercedes team vehicles successfully completed the race.  One participant, Uschi Glas, who made the journey with her husband in a 300 SL Gullwing, said she was blown away by the atmosphere in Italy during the Mille Miglia, and the entire Mercedes team looks forward to competing again next year in the 2011 Mille Miglia.

The second stage of the Mille Miglia 2010 saw participants make their from Bologna to the Italian capital of Roma. Drivers began the day early, around 7:00 AM, and travelled through Imola and the Rebupbblica di San Marino through beautiful country roads and winding mountain passes, before making lunch stops in Urbino. Due to heavy Italian traffic in some areas, Italian motorcycle police escorts were necessary to make way for the drivers.  After lunch, the second half of the stage commenced, with participants tackling a 2000 meter high snowy mountain pass en route to Roma.  After 520 kilometers and 15 hours, drivers reached their destination – Piazza de la St. Angello in Roma.  All Mercedes have successfully completed the journey thus far, with our coverage of the longest, final stage – Roma to Brescia – coming up later tonight.

It’s Friday ladies and gentlemen, and I must preface this article with a brief disclaimer:  if you’re at work reading this, your mood is almost certainly going to get a bit more somber, because right now, as we speak, a caravan of incredibly gorgeous historic Mercedes-Benz models are traversing the beautiful Italian countryside in the 2010 Mille Miglia, and you (we) are missing it.  All is not lost, however, because despite our unfortunate placement, we’ve still got firsthand coverage for you from the event, and believe me when I tell you, the Mercedes models on hand are truly a sight to behold.

The festivities for the 2010 Mille Miglia actually kicked off yesterday in Italy, after heavy rain finally gave way to sunny conditions.  A total of 15 classic Mercedes-Benz models made the journey to Italy – nine Mercedes 300SL Gullwings, three Mercedes SSK’s, one Mercedes SS, one Mercedes 220A and one W194 prototype I – the largest factory team turnout for the event.  Also on hand for Mercedes are ex-Forumla 1 drivers Mika Hakkinen and David Coulthard.

The first leg saw the drivers get underway from the norther Italian city of Brescia, with the teams traveling a total of  193 kilometers through Sirmione, Castel D’Ario and Cento before reaching Bologna, thus ending the first stage.  Next up is the longer, second stage of the journey – one that will see drivers make their way from Bologna south through Repubblica Di San Marino and Rieti before they eventually conclude at the Italian capital of Roma.

We’ll keep you updated throughout the Mille Miglia 2010 with additional photos and details; but in the meantime, check out the first wave of photos from the Mille Miglia’s first stage in the gallery below.

The victorious Mercedes-Benz 300 SL of 1952 leaves the Mercedes-Benz Museum for Mexico and is joining the Mercedes-Benz SLS AMG along a stretch of the original race route.

The original winning car from the 3rd Carrera Panamericana Mexico in November 1952 is to return to the scene of its great triumph. The 300 SL racing sport car (W 194) will temporarily be removed from the “Races and Records” display at the Mercedes-Benz Museum in Stuttgart, in order to join the Mercedes-Benz SLS AMG and set off once again along a part of the original route through Central America.

The 3rd Carrera Panamericana was one of the top international races of the 1952 season. The double victory achieved by Mercedes-Benz there ranks as one of the brand’s most spectacular successes. Karl Kling and co-driver Hans Klenk won the race, a long-distance event covering 3111 kilometres, against strong international competition at an average speed of 165.011 km/h. Second to cross the finishing line, also driving a Mercedes-Benz 300 SL, were Hermann Lang and co-driver Erwin Grupp.

Kling’s collision with a vulture at 250 km/h, which left his car with a smashed windscreen and Hans Klenk with head injuries, went into the annals of racing history. In addition to replacing the screen, the mechanics also immediately fitted eight thin vertical metal bars to protect vehicle and driver in the event of a similar collision – still the vehicle’s most distinguishing feature.

The 2010 Amelia Island Concours d’Elegance took place over the weekend, and if you weren’t in attendance, don’t worry – we’ve got some 200 photos from the event.  Mercedes-Benz models on display included the new SLS AMG Gullwing Coupe, the SLR 722 Edition, the legendary Le Mans-winning 1952 300 SL and a 1956 300 SL “Gullwing” Coupe, just to name a few.  The event marked 15 years of the Amelia Island Concours d’Elegance, and if you’ve never witnessed it in person, it truly is a site to behold.  To get a firsthand look at the festivities and to persuade you to consider attending next year’s Concours d’Elegance, view the exceptionally lengthy gallery below.

Eternal youth is a miracle bestowed on only a small number of cars, and the Mercedes-Benz 300 SL coupe is one of this elite group. The Stuttgart-based brand unveiled its new sports car in February 1954 at the International Motor Sports Show in New York, and in so doing lit the fuse for an icon of the automotive world. With its flat, graceful body, the 300 SL had lost nothing of its freshness even as the millennium drew to a close and was voted “Sports car of the Century” in 1999. “Gullwing” doors provided that essential touch of inspiration, opening up towards the sky to reveal a tightly sculptured interior. The history of the 300 SL is inextricably linked with the life of an influential admirer. American importer Maximilian E. Hoffman it was who urged Mercedes-Benz to build a road car in the image of its racing coupe, the start of production in 1954 providing a sweet fruit for his endeavors. The assembly lines may have waved goodbye to the last of the only 1,400 units of the 300 SL coupe ever made in 1957, but the spirit of this extraordinary car most certainly lives on.

From the race-track to the road

The Mercedes-Benz 300 SL was conceived initially as a purpose-built racing sports car (W 194). In 1952, the coupe notched up an impressive record of success in the year’s major races. At the Grand Prix in Bern the 300 SL sealed a clean sweep of the podium places, an awesome performance backed up by a one-two finish ahead of a stunned field in the 24 Hours of Le Mans. The Nürburgring duly yielded another one-two-three, and the new Mercedes racing sports car also claimed victory in the Carrera Panamericana in Mexico. It all added up to a majestic return to motor sport for Mercedes-Benz, picking up where the brand had left off during a highly successful period before the Second World War.

Although there were initially no plans to send the 300 SL into series production, the Daimler-Benz Board had been left with the words of Maximilian (“Maxi”) Hoffman ringing in their ears. The official importer of Mercedes-Benz cars into America campaigned tirelessly for a sports car to offer his well-heeled clientele, and the 300 SL racer fitted the bill perfectly. After lengthy deliberations, the green light was given for series production of the road-trim 300 SL (W 198), as well as a smaller, open-top sports car, the 190 SL (W 121).

The two models were due to celebrate their premieres less than six months after the Board had granted the project their approval. The occasion was the International Motor Sports Show taking place in New York from February 6 –14, 1954 and at the time America’s most important auto show. The engineers rose to the challenge of their race against the clock, and the 300 SL and its smaller brother, the 190 SL, were ready to receive the acclaim of the admiring crowds. Series production began in Sindelfingen in August 1954 and the price was fixed at 29,000 Marks – a quite enormous sum at the time, especially when you compared the new model alongside the Mercedes-Benz 170 Vb – on sale at 7,900 Marks.

The body

The body of the 300 SL was developed with the primary aim of cutting aerodynamic drag to a minimum. The result was a streamlined form with few adornments, a car which adhered faithfully to its design brief and which has retained its freshness and allure to the present day. Wonderfully proportioned and extremely dynamic, it was as if the 300 SL – surging forward on its wheels – had been cut form a single mold.

The new sports car was a real crowd-puller, thanks in no small measure to its wonderfully charismatic “gullwing” doors. Rather than serving merely as a stylistic gimmick, they represented the central element of the 300 SL design, the ultimate example of necessity as the mother of invention. The car’s aluminum skin was stretched over a tubular frame, which – in the interests of stability – rose much further than usual up the sides of the vehicle, making it impossible to fit conventional doors. The response of the engineers was to devise an upwards-opening door concept. The elegance of the car’s side view remained undisturbed by a door handle, with a discreet pull-out bar disengaging the lock. The door then opened upwards with the help of a telescopic spring.

The tubular frame for the 300 SL, designed by Rudolf Uhlenhaut, reduced weight to a minimum but provided maximum strength. A series of extremely thin tubes were welded together into triangles to produce a frame which boasted impressive torsional stiffness and was only subjected to compression and tensile forces. In the standard SL the frame tipped the scales at only 82 kilograms, whilst the complete car in ready-to-drive condition and including the spare wheel, tools and fuel weighed in at 1,295 kilograms.

The body of the 300 SL was constructed largely out of high-grade sheet steel, although aluminum was used for the engine hood, trunk lid and the skin panels for the door sills and doors. For a relatively small extra charge, customers could choose to have the whole body made from light alloy, which cut 80 kilograms off the car’s total weight. However, only 29 SL customers took up this option and today their cars are highly sought-after rarities.

The technology

The technical make-up of the 300 SL owes much to the Mercedes-Benz 300 (W 186 II) sedan, the vehicle of choice for many statesmen and industrialists and also known as the “Adenauer Mercedes”. The six-cylinder engine featured a number of modifications, one of which saw the carburetor replaced by a direction injection system – a technical advance which was years ahead of its time. This new technology boosted output to 158 kW (215 hp) and the car’s maximum speed up as far as 260 km/h, depending on the rear axle ratio. Customers could order their SL with a choice of five different ratios. The standard 1:3.64 variant was set up primarily to deliver rapid acceleration and capable of 235 km/h. The 1:3.89 and 1:4.11 ratios were good for even faster acceleration, whilst the 1:3.42 option offered a higher top speed. This figure rose still further – to 260 km/h – when the ratio was set at 1:3.25. However, this “resulted in greatly reduced acceleration, making the car less enjoyable to drive in downtown city traffic,” as the sales information pointed out. The 300 SL hit 100 km/h in just 10 seconds, with car testers at the time measuring fuel consumption at an average of 15 liters per 100 km. A 100-liter fuel tank was positioned at the rear of the car and could be enlarged to 130 liters at an extra charge.

The engine had to be tilted 45 degrees to the left in order to squeeze under the hood of what was an extremely flat car, thus reducing the amount of space in the passenger-side footwell. The SL’s center of gravity was almost exactly in the middle of the car, laying the perfect foundations for fast and precise cornering. The chassis was essentially the same as the 300a sedan’s, but with sportier tuning, and the drum brakes were adapted in response to the increased performance of the muscle-bound sports car. Only later, in the 1961 roadster variant, were these replaced by disc brakes all round.

The interior

The interior of the 300 SL was more solid than spectacular. The standard fabric seat upholstery was available in a choice of three checked patterns, but most customers opted for leather instead. The body paintwork came in silver metallic as standard, although red, dark blue and black also proved popular.

A shortage of space made getting into the 300 SL something of a challenge – this was, after all, a sports car. Fortunately, the steering wheel could be folded down, allowing the driver to twist his or her legs in the direction of the pedals. Once seated, the driver enjoyed an ergonomically impressively refined cockpit design. The steering wheel was just the right distance for the arms to reach and the driver’s feet moved intuitively onto the pedals: the 300 SL was very much a driver’s car. In addition, the instrument panel was extremely tidy and clearly laid-out, with the rev counter and speedometer in the center of the driver’s field of vision, as you would expect.

The handling characteristics

Out on the road, you quickly realized why the 300 SL had been christened with those particular letters – the car was certainly Sporty and Light. With an engine delivering 215 hp and a total weight of only around 1,300 kilograms, acceleration was suitably impressive – especially with the right choice of rear axle ratio. Exceptional torque ensured good pulling power at any speed. The steering was direct and the suspension made sure that the car hugged the road nicely. There’s no doubt that the 300 SL was a sports car of the finest pedigree. That said, it was far from impractical, as many owners were quick to appreciate. For them, this was a high-speed touring car which offered precise driving characteristics but which avoided sapping the energy of the driver unduly. The trunk was sufficiently large, complemented as it was by the extra room behind the seats for additional baggage. Plus, customers could order a made-to-measure luggage set designed to make the most of the space available.

How the press saw the 300 SL

The press at the time were falling over themselves to lavish praise on the 300 SL. “Autosport” reported that: “The exterior form of the 300 SL is quite wonderful and its performance almost unbelievable. The construction of the car and its production quality are first class and the whole concept represents an uncompromising realization of all the new ideas.” After its initial test, “Road & Track” wrote: “We are looking at a car where a comfortable interior is complemented by remarkably impressive handling characteristics, quite incredible roadholding, light and precise steering, and performance levels which are up there with – and even an improvement on – the best cars the automotive industry has to offer. There is only one thing left to say: the sports car of the future has become a reality.” And “auto, motor und sport” noted: “The Mercedes 300 SL is the most refined and at the same time the most inspirational sports car of our era – an automotive dream.”

Maxi Hoffman keeps up the pressure

The first units of the 300 SL were sold in Europe in 1954, whilst Maxi Hoffman received his first customer car in March 1955. A total of 1,400 Gullwings rolled off the production line, the lion’s share of which – some 1,100 units – found their way to the USA. Hoffman had thus assessed the response of the market to the car extremely well and had every right to be satisfied with his work. However, he had also succeeded in stoking the expectations of his discerning customers, who now wanted a touch more comfort in their cars, a larger trunk and, in many cases, a cabriolet version. Hoffman passed the message on to Stuttgart and once again his request bore fruit – this time in the form of the 300 SL roadster (W 198 II) unveiled in 1957.

Success on racetracks and rally courses

The racing genes of the 300 SL tempted renowned racing drivers and privateers from all over the world to enter sports car races and rallies. The 300 SL made its first appearances in the popular racing events of the time in 1955 – and didn’t have to wait long before tasting success. The Mercedes-Benz 300 SL attained legendary status well before the assembly lines ground to a halt, thanks in part to its success in race competition but most of all to the captivating allure of its stunning design. The 300 SL has been counted among the world’s most sought-after and highly rated cars for 50 years now, and its status as one of the most revered classic automobiles on the market is set to remain intact for quite some time to come.

Mercedes-Benz, founding sponsor of The Amelia Island Concours d’Elegance, celebrates 15 years of supporting one of the nation’s most innovative vintage car shows featuring over 250 rare classics from seldom-seen private collections nationwide. The Concours takes place on the grounds of the Ritz-Carlton, Amelia Island from March 12-14, 2010.

Marking the 15th anniversary of the Amelia Island Concours d’Elegance, Mercedes-Benz will feature a collection of iconic as well as all-new vehicles including the legendary Le Mans-winning 1952 300 SL and 1956 300 SL “Gullwing” Coupe, along with the 2011 SLS AMG.

“The SLS AMG and Gullwing displays at the 15th anniversary of the Amelia Island Concours d’Elegance are top examples of Mercedes-Benz historical significance and major contributions with the automobile industry,” said Stephen Cannon, VP of Marketing, MBUSA. “The iconic 1954 Gullwing represents the leading innovation Mercedes-Benz is known for throughout history and the SLS AMG sets a new standard for supercars of the future just like the 300 SL did over 50 years ago.”

Unveiled in 1954 at the “International Motor Sports Show” in New York, the 300 SL “Gullwing” Coupe, a road version of the 300 SL competition car was the first true post-war sports car developed by Daimler-Benz. Production started late in 1954 and over the course of three years only 1400 examples were built. The 300 SL continues to be sought after by collectors for its iconic design and technical innovation.

The Mercedes-Benz 300 SL competition car, internally known as the W 194, was built in approximately nine months and marked the debut of the “SL” designation denoting both Sport and Light. The tubular space frame was an epoch-making design. Consisting of an extremely light design, the frame was raised at the side to achieve optimum strength – a design that necessitated the use of the now legendary gullwing doors. A race team consisting of Hermann Lang and Fritz Reiss drove the 300 SL to victory in the 24 Hours of Le Mans in June of 1952, the first time a German car achieved this result. The W 194 on display is courtesy of Fastwelve LLC in Portland, Oregon.

The 2011 Mercedes-Benz SLS AMG is the first vehicle entirely designed by AMG. The limited production vehicle features gullwing doors; an AMG 6.3-liter, front-mid V8 engine with a maximum power of 563 hp and 479 lb-ft of torque. It is not just the doors that draw inspiration from the legendary Mercedes-Benz 300 SL, but also the wide grille complete with a large Mercedes star and the wing-like crossbar. The sculptured front with its low, v-shaped front skirt and lateral indentations gives the SLS a powerful stance on the road. The SLS AMG will serve as the safety car for the 2010 Formula One season.

On display at the Ritz-Carlton Amelia Island is Mercedes-Benz newest addition to the successful 9th generation of the E-Class family. The E-Class Cabriolet is a two-door, four-seat, drop-top version of the stylish E-Class Coupe introduced in mid-2009. Arriving at dealerships in May 2010, the vehicle features the world’s-first AIRCAP®, a feature that reduces cabin turbulence and wind draft for all seat occupants with the push of a button. This innovation combined with the AIRSCARF® neck-level heating system allows for top-down driving during all four seasons.