Mercedes-Benz has made some legendary models over the course of its history – but few quite as iconic as the 300 SL. Known (in coupe) form as the Gullwing, the original SL remains highly sought-after among collectors, driving prices up with each passing year. And the example you see here has just set a new record for the model.

Artcurial sold this 1963 roadster for $3.7 million at its Le Mans Classic sale, setting a new high-water mark for the 300 SL and leading the $14.7 million in vintage metal it moved at the Circuit de la Sarthe in western France this weekend.

So what made this example so exceptional? Well, beyond coming from one of the most iconic lines ever made by one of the world’s greatest automakers, this roadster is as factory-fresh as you’re ever likely to find. For starters, it hasn’t been driven since 1972. And even by then, it had only covered a total of 1,372 kilometers (852 miles).

It’s been stored in a climate-controlled environment its entire life. So while the paint has been redone, and despite it’s residence in Sweden, it’s entirely devoid of any corrosion, and the interior is practically free of any signs of wear. Not even any scuffs on the pedals. Fitted with the factory hard top, it even has the original soft top – never installed – still in the crate in which it came from the factory.

On top of its highly original condition, it was one of the last examples made: the eleventh to last, to be specific. And it features all the upgrades that were applied to those final models, like the aluminum engine block and disc brakes at all four corners.

Given its exceptional specification and condition, Artcurial expected it would sell for €1.5-2 million. But in the end, it brought in about twice that: €3,143,000 (or $3,695,000). It seems highly unlikely that any will be found in more original condition than this one, but demand among collectors could yet see values rise even higher.

The gorgeous, iconoclastic Mercedes-Benz 300SL has been fetching upward of a million dollars in the classic-car marketplace for years now. But two examples that are being sold by Gooding & Company may challenge even those lofty valuations. The SLs are both completely original, unrestored examples owned by a single family since new. Set to be auctioned during the Pebble Beach Concours d’Elegance festivities this August, these two Benzes—a 1955 SL Gullwing and a 1957 SL roadster—are sure to draw intense interest among collectors when they hit the Monterey auction block later this year in California.

Original-Owner 1950s Mercedes-Benz 300SL Gullwing and Roadster Headed to Auction

Original-Owner 1950s Mercedes-Benz 300SL Gullwing and Roadster Headed to Auction

Original-Owner 1950s Mercedes-Benz 300SL Gullwing and Roadster Headed to Auction

Original-Owner 1950s Mercedes-Benz 300SL Gullwing and Roadster Headed to Auction

Original-Owner 1950s Mercedes-Benz 300SL Gullwing and Roadster Headed to Auction

Of the two, the Gullwing coupe is the more rare example, as its original owner requested it be specially painted in British Racing Green over a tan interior. It has about 16,000 miles on the odometer and has been in the same family since new, with no restoration or modification undertaken over its 60-plus-year lifetime. The 300SL roadster, purchased by the same family two years later, is equally stunning if a bit less distinctive in its Silver-Blue Metallic exterior and gray leather interior. It also comes with an original fitted luggage set. The roadster has seen a bit more use, with 38,000 miles on the clock, but it is entirely original and unrestored just like the coupe.

Gooding & Company currently estimates prices for the coupe between $1 million and $1.3 million, and the roadster between $800,000 and $1 million, so get your checkbooks ready and head to the Pebble Beach auctions in August if you want to nab one of what may be the last single-owner 300SLs extant.

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 launch of the Mercedes-Benz 230 SL at the Geneva Motor Show in March 1963 caused quite a sensation: nine years after the introduction of the 300 SL (W 198) and 190 SL (W 121) sports cars in 1954, Mercedes-Benz presented the motoring world with a single successor to both these extremely successful early SL models. Known internally as the W 113, the two-seater Roadster was characterised by its exceptional comfort, excellent performance, and exemplary handling safety.

The team under Chief Designer Friedrich Geiger had produced a vehicle with a distinctly contemporary flair, which also set a new benchmark in terms of handling safety. For indeed, the 230 SL was the first sports car in the world to feature a safety body made up of a rigid passenger compartment with crumple zones both front and rear. The engineering designers’ work on the W 113 thus reflected the ideas developed by Béla Barényi with respect to the passive safety of automotive body shells.

The characteristic inward curvature of the removable Coupé roof improved the vehicle’s passive safety still further: the concave shape improved stability, while at the same time keeping the weight low. The curve of the Coupé roof, designed by Paul Bracq, was somehow reminiscent of the sweep of an oriental temple roof, so the W 113 model series soon acquired the nickname “Pagoda”.

Sports car with luxury-class genes

The technical basis of the Roadster was provided by the Mercedes-Benz 220 SE (W 111) luxury-class Saloon: the shortened and reinforced frame floor assembly of the sports car, including its front and rear-wheel suspension, stemmed from this predecessor of today’s S‑Class. The engine in the 220 SE also formed the basis for the development of the 150 hp (110 kW) M 127 six-cylinder in-line engine (with a displacement of 2306 cc), with which the new SL model series was launched onto the market in 1963. For the first time in an SL, a four-speed automatic transmission was available as an option.

Towards the end of 1966 the 230 SL was succeeded by the 250 SL model. Its six-cylinder in-line engine (M 129) also had an output of 150 hp (110 kW), but generated 10 per cent more torque. This meant that the vehicle could accelerate from a standing start to 100 km/h in 10 seconds, and thus 1.1 seconds faster than the version introduced in 1963. The top speed of both the 230 SL and the 250 SL was 200 km/h.

Finally, in 1968, the 280 SL with M 130 engine became the third and last version of the W 113 model series to enter the market. Its 2778 cc six-cylinder in-line engine developed 170 hp (125 kW) and could accelerate the sports car from a standstill to 100 km/h in 9 seconds. As before the top speed was 200 km/h, a very respectable figure for this era.

The three SL models that made up the W 113 model series were each available as a Roadster with folding soft top, as a sports car with a removable Coupé roof, and in a further variant that combined the removable Coupé roof with a Roadster soft top. As an optional extra, Mercedes-Benz would fit an additional transverse seat into the rear of the sports car.

Production of the W 113 ended in March 1971 with 48,912 units to its credit. The completely redesigned successor of model series R 107 took over from the technically and stylistically trailblazing “Pagoda” – and went on to set new benchmarks in its turn, for example in the form of the first eight-cylinder engine for the SL-Class.

For the past 60 years, the Mercedes-Benz SL-Class has represented the brand with its elegant lines, technical innovations and its speed. The SL’s success stories began with the 300 SL race car in 1952 when it began winning several international races. These victories provided the initial spark for the 300 SL Gullwing (W 198 I, built from 1954) and 190 SL (W 121, from 1955) production vehicles. Later model series of this powerhouse car – the W 113 ‘pagoda’ and the R 107, R 129 and R 230 – brought the SL-Class seamlessly into the new millennium.

The SL sports cars have always sold extremely well, particularly in terms of exports. By the end of the 1950s, the 300 SL gullwing coupé and the 190 SL roadster had already set quite a standard for international sales, although later SL models were also able to match the success of the sports car’s first generation.

The design and engineering innovations of each SL model put it at the forefront of its time. But customers have also benefited greatly in the long-term from the purchase of an SL sports car. And why? Because the models of the 1950s and later generations have long since been regarded as vintage cars of value or coveted modern classics. Mercedes-Benz Classic is committed to helping owners retain and increase the value of their cars. It still supplies genuine spare parts, for example, and sells vintage cars through its Young Classics dealership or under the Mercedes-Benz Classic banner.

The R 231 model being launched in 2012 is the latest generation of the Mercedes-Benz SL. The foundation for its success are 60 outstanding years of Mercedes-Benz sports car history under the Super-Leicht (super lightweight) or SL designation.

Exclusive sports cars for the world

Groundbreaking technology and international triumphs – in 1952, the Mercedes-Benz 300 SL racing car (W 194) appeared to pick up where the pre-war Silver Arrow had left off. And just as in those days, the success of the 300 SL brought the Stuttgart-based car manufacturer back to the attention of a motor sport-loving worldwide public. In a period which saw Germany rebuilding after the war, this proved of inestimable value to the company. There was one major difference, however, between the pre-war Grand-Prix racers and the gullwing coupés with their tubular space frames. Whereas the Silver Arrow never broke free from its racing mould, the 300 SL was reborn two years after its competition debut in the form of a breathtaking series sports car.

This Mercedes-Benz 300 SL (W 198 I) burst onto the world stage in February 1954 at the International Motor Sports Show in New York. This luxury coupé – which shared its DNA with the internationally successful SL sports car – did, after all, emerge from a partnership between Germany and America. Mercedes-Benz’s official US importer Maximilian E. Hoffman was the man who convinced senior management in Stuttgart to build a series sports car modelled on the W 194. And so it was fitting for the W 198 I to be publicly unveiled in New York to automotive experts from all over the world, alongside a prototype of the 190 SL (W 121).

Born in Vienna in 1904 as Maximilian Edwin Hoffmann, the automotive enthusiast had previously worked as an importer in Austria in the 1920s and 1930s. Volvo saloons were among the cars that his company sold. Hoffmann, son of a Catholic mother and a Jewish father, emigrated to France in the late 1930s. To escape the Nazis, he fled France for the United States of America in 1941, where he re-established himself as an automotive importer after the Second World War. In 1947, he opened his first showroom on New York’s Park Avenue and had his last name anglicised to Hoffman.

From 1951 onwards, Hoffman sold Mercedes-Benz cars as well. The exclusive German automotive brand matched not only the ethos of his business, but also his personality. A New York Times retrospective described the automotive dealer as follows: “Hoffman was compared to the legendary art dealer of the early 20th century for his ability to captivate clients with his salesmanship, superb taste and forceful personality.”

On top of all this, Hoffman had a keen nose for trends. This made itself felt in September 1952, when he secured the contract to become the official importer of Mercedes-Benz passenger cars for the eastern United States – a sales territory that later expanded to cover the west coast as well. Crucially, Hoffman did not restrict himself to merely selling Mercedes-Benz cars in America. His influence on the Stuttgart-based company was much more direct than that; most notably, he demanded that they offer sporty, good-looking cars.

In September 1953, at a meeting with the board of directors of what was then Daimler-Benz AG, he pressed for the introduction of new sports cars. Hoffman correctly judged the market for such an extraordinary series sports car as the Mercedes-Benz 300 SL, but even in 1954 he would still much rather have been selling the open-top roadster version. This followed in 1957 in the form of the 300 SL Roadster (W 198 II).

The new sports car was an immediate success, particularly in the USA. Within 17 months, 996 gullwings had been sold, of which 850 went to the USA. That was 85 percent of all the models produced in 1954 and 1955. The US export ratio did level off afterwards, but it remained impressive. Up to 1963, Mercedes-Benz exported more than half of its 300 SL W 198 models to the USA, exactly 51 percent of all the 1,400 coupés and 1,858 roadsters that were produced. The export ratio for all international markets put together was 86 percent.

Even before the launch in New York, there was a sense at Mercedes-Benz that this exceptional sports cars had huge potential to be a style icon. In February 1954, Friedrich Nallinger and Rudolf Uhlenhaut registered a design patent for the gullwing on behalf of Daimler-Benz AG. In December 1955, the United States Patent Office published the relevant document (design number 176,278), which protected “the ornamental design for an automobile, substantially as shown and described herein”. The patent serves both as the birth certificate of the Mercedes-Benz’s SL series sports cars and as and as evidence of the designers’ awareness that this pioneering vehicle was truly original.

Introduced in prototype form in 1954 and built as a production vehicle from 1955, the 190 SL became just as captivating a symbol of the sporty motoring ethos of Mercedes-Benz as the 300 SL coupé – the car from which the designers borrowed so heavily. From 1955 onwards, almost 80 per cent of the 25,881 vehicles produced were exported, and nearly 40 percent of all 190 SL models were sold in the USA. 1956 is thought to be a record year: from January to December, Mercedes-Benz sold a total of 3,109 passenger cars in the United States – and no fewer than 1,849 of these were SL 190 sports cars, almost 60 percent of the company’s entire US exports for the year.

The manner in which the SL sports car – from a standing start – established itself as a sought-after automobile for sporty and style-conscious drivers in key export markets was instrumental in Mercedes-Benz’s success. Most important of all, of course, were sales to customers in the USA and other foreign markets, which generated huge revenues from cars in the upper range of the Mercedes-Benz price list. In addition, the SL sports car conveyed the image of a modern automotive brand whose vehicles united a sporty aesthetic with groundbreaking technology. Millionaires, actors, artists – it was often celebrities who proudly turned out in their 300 SLs and other Mercedes-Benz cars, raising the profile of the brand in the public eye.

This international success was reflected time and time again in the exceptionally high export ratios of the various SL model series. For some vehicle generations, four out of every five cars went abroad. And – as remained the case down the decades – the biggest market for them was almost always the USA.

It was no different for the W 113, which appeared in spring 1963 as the replacement for the 300 SL Roadster and 190 SL. The designers and engineers at Mercedes Benz struck a delicate balance to position the car, which became known as the ‘pagoda’ because of its distinctive, slightly concave hardtop, between the high-performance 300 SL Roadster sports car and its ‘baby brother’, the 190 SL. The result was a luxurious, two-seater tourer boasting great performance and optimum handling safety. Nearly 70 percent of all pagodas were exported; once again, this model sold best in the USA (40 percent of the entire production).

For the W 113, Mercedes-Benz responded to the specific demands of the export markets through specific modifications. Customers in the United States ordered far more cars with automatic transmission, air conditioning and whitewall tyres than their counterparts in Europe. The USA even supplied the name for a special version of the Mercedes-Benz roadster – the ‘California Coupé’, which had two fold-down seats instead of the soft top. This edition could only be driven open-top or hard-top.

The 107 series roadster, made between 1971 and 1989, has the highest US export rate of any SL model to date: 62 percent of all cars in this series went to the United States and almost four fifths of the 237,287 vehicles produced in total were exported. Mercedes-Benz developed a low-compression version of the 350 SL solely for export to North America, which had a 143 kW (195 bhp) 4.5 litre V8 engine adapted to meet US legislation regulating exhaust emissions. In April 1973, both versions of the 107 series, the roadster and the coupé, were introduced to other markets as well in the 4.5 litre V8 format, which now had an output of 165 kW (225 bhp).

Another special edition for North America, Japan and Australia arrived in 1985 in the form of the 560 SL, whose 5.6 litre V8 engine delivered 170 kW (230 bhp). It was sold in these markets instead of the 500 SL. This spectacular sports car had the same V8 engine as the 500 SL but with an extended stroke.

Modifications of this kind were necessary to meet the strict regulations on emission reductions in the USA. The bulky rubber bumpers, introduced in 1974, were also a byproduct of North American legislation. In the case of the SL R 107, this protection against collision was around 20 centimetres thick. Together with the modified headlamps of the export version, this gave the US model series a highly distinctive look.

The R 129 SL Roadsters gave a whole new meaning to the term ‘special model’. For the first time, the company produced exclusive editions for specific markets instead of merely adapting the cars to meet the legal requirements and aesthetic preferences of the export countries. This included, of course, the ’40th Anniversary Roadster Edition’ of the SL 320 and SL 500, released in the US market in 1997. Producing 750 vehicles in total, Mercedes-Benz commemorated the launch of the 300 SL Roadster (W 198 I) in 1957. The ‘Silver Arrow Edition USA’, made in 2001, comprised 1,515 vehicles in the SL 500 and SL 600 formats.

But the focus was not exclusively on the USA. There were special versions for the UK and Japanese markets as well, such as the one-off ‘designo MB UK’ series (150 cars) and ‘designo MB Japan’ (67 cars), and the ‘designo-Vintage Edition UK’ and ‘designo-Heritage Edition UK’ (49 cars each). As in North America, Mercedes-Benz sold the R 129 in the UK market as a final one-off series limited to 100 vehicles – the ‘Silver Arrow Edition UK’.

The R 230 series, the first SL Roadster with a steel vario roof, appeared in the summer of 2001. By October 2011, almost 170,000 of these sports cars had been sold. And with an export ratio of 78 percent (USA: 45 percent), this vehicle generation was an international bestseller in the great SL tradition. For both the R 230 and the R 129, there were few special models with modified engines. Although developed for the European market, the models had long since fulfilled the strict emissions standards of North America and other export markets as well. Nevertheless, there were still subtle differences between the US versions and the series models for Europe. The European SL 500, for example, was not renamed after being given a facelift in 2006, even though its M 113 5-litre V8 engine had been replaced by a 5.5 litre equivalent. In North America, the sports car’s cubic capacity increased by 10 percent (engine output rose as well from 225 kW/306 bhp to 285 kW/388 bhp), and its new name was worn proudly on the boot lid – the SL 550.

In 2012, a new SL in the R 231 series arrived on the market. Sports cars enthusiasts around the world heralded the latest generation of a legend that had been established 60 years earlier by the 300 SL racing car.

“Better than shares”: The SL as a classic car and long-term investment

The strong values of the SL-Class apply not only to Mercedes-Benz’s current sports cars generation, but also to the veterans of the series. Within a short time after production had ended, the iconic 300 SL was thought of by many as the ultimate dream car – so it was only fitting that in 1999 it was voted sportscar of the century by an expert panel of judges.

But also the 190 SL, the W 113 ‘pagodas’ and the R 107 and R 129 SL Roadster have long been sought-after as vintage cars or modern classics. The timeless appeal of these extraordinary sports cars is reflected not only in the passion that they inspire in people, but also in how much they retain their value. In November 2011, Motor Klassik magazine described certain classic cars as being “better than shares”. Included in this category is, of course, the Mercedes-Benz 300 SL gullwing. Examples of this model series in good condition have grown in value by 171 percent since 2001.

This is not a flash in the pan, but a long-term trend. And on this basis, experts at Mercedes-Benz Classic believe that prices will continue to rise for well-looked-after SL classics. The January 2012 edition of Motor Klassik magazine gave the following piece of advice to potential buyers of the 300 SL, series W 198 I: “For most classic car fans, owning a gullwing coupé will remain a dream. Top-of-the-line models reach prices of more than one million euros at auction.”

The classic car magazine also took a close look at the other SL models. Its top performers were cars that offer “something for all tastes” (R 107) because of the many different types that were made, and those that are regarded as “future classics” (R 129). But for a classic sports car to retain its value – and this is the crucial point – it must be maintained to an adequate standard.

In this respect, Mercedes-Benz Classic lends its help to owners both of vintage SL sports cars and modern classics. The outstanding availability of spare parts, including the central star on the radiator grill of the 1950s 300 SL, is securing the future of these vehicles as mobile museum pieces. Mercedes-Benz Classic provides knowledgeable, expert advice to owners of classic cars. But this is about more than just providing a service. It also helps to preserve a special chapter in the story of automotive engineering.

Since the 300 SL gullwing and the 190 SL made their debuts, the SL series sports cars have consistently set standards in terms of technical excellence and aesthetics. Top engineering innovations include the direct injection in the W 198, the safety bodyshell of the ‘pagoda’ and the pop-up roll bar of the R 129. And as a style icon that moves with the times, the sports car can still be seen today at international classic car rallies, in films and in prestigious collections all over the world.

Thanks to a courts ruling, Mercedes-Benz Classic has destroyed the replica body of a Mercedes-Benz 300 SL.  The courts ruled that it was not legal to market the body, which was seized by German customs officials.

The body shape of the legendary gullwing model has been trademarked by Daimler AG. Anyone building, offering or selling replicas of the vehicle is in breach of the Company’s rights. This even applies if the replicas do not incorporate any logos or trademarks of the Company. Daimler AG has long taken a tough approach to vehicle replicas.

As a work of applied art, the body of the 300 SL has been under copyright protection for a number of decades. The employees who designed the famous gullwing model in the 1950s granted Daimler AG comprehensive exploitation rights. The body shape has also been trademarked by Daimler AG, as recently confirmed by the Stuttgart regional court (case no. 17 O 304/10, final and binding judgment dated 9 December 2010, following withdrawal of an appeal).

A case had arisen in which a company based in Germany had built an unlawful replica of a Mercedes-Benz 300 SL (W 198 series). The first step in destroying the replica was to separate the chassis from the body. The Mercedes-Benz used-parts center, which is also responsible for scrapping all Mercedes-Benz prototypes from the development units, then destroyed the body on behalf of Daimler AG. The certified equipment used in the centre includes two presses, each applying over 30 tonnes of pressure. The replica sports car had a fibreglass body weighing precisely 148 kilograms, which the compressor smashed into small pieces. This dramatic end to the unlawful body was officially documented with a signed and stamped ‘confirmation of scrappage’.

The Mercedes-Benz 300 SL (W 198 series) is one of the best known cars in the world. It was launched on the market in 1954 as a coupé with distinctive gullwing doors. In 1999, an international panel of judges voted it ‘sports car of the century’. Today, the original gullwing model and its roadster variant, which was introduced in 1957, are two of the most coveted vehicles on the international classic car scene. All the major car collections worldwide feature the 300 SL – an icon of design and engineering expertise.

Gooding & Company, known for selling some high end, amazing cars, recently helped sell a 1955 Mercedes-Benz 300SL Gullwing, which is only one of 29 that was built with an aluminum alloy body.

It is  no stretch to say that a standard Mercedes 300SL Gullwing prices will be over a million dollars, however this 1955 matching-numbers Mercedes-Benz 300SL Gullwing was expected to sell between $2,500,000 and $3,000,000 because of the rarity of the alloy body. The final bid came in at $4.2 million, and with auction fees, the final selling price of the 300SL Gullwing was a whopping $4.62 million.  A record price for this car.

Information from Gooding & Company on the 1955 Mercedes-Benz 300SL is below.

“[The 300 SL Coupe] is the ultimate in an all-around sports car. It combines more desirable features in one streamlined package than we ever imagined or hoped would be possible”
–Road & Track Editors, 1955

If not for US importer Max Hoffman and his passion for a sports coupe based on the highly successful W194 series race cars, the Mercedes-Benz immortal 300 SL line would never have come to production.

The racing success of the factory team was having a positive effect on Mercedes-Benz sales in the US. However, without a car clearly related to the race-winning machines, the marketing advantage of the immensely costly racing effort was limited. Accordingly, Mercedes-Benz management approved the 300 SL project after Mr. Hoffman’s firm made a commitment to purchase 1,000 of the cars for US distribution.

Integral to the marketing plan for the groundbreaking new sports car was the expectation that the cars would be used for competition by private owners in order to bolster sales in the showrooms, and the factory ensured that the 300 SL was accepted by the FIA for international competition.

As a result, the production Gullwing could be ordered with an all-aluminum body. When chosen, many additional competition upgrades followed suit. A competition camshaft was fitted along with stiffer, shorter springs that lowered the car and enhanced peak performance, while racing-specification tires on wider rims promoted better adhesion. Plexiglass windows and vented brake drums were also featured in the package. The cars were nearly 200 pounds lighter than the standard steel-bodied version. In all, just 29 of these aluminum-bodied cars were ordered and built – approximately 2% of the total Gullwing production.

This Car

Derived for sport, this aluminum Gullwing did not see competitive use. Completed on April 20, 1955, 5500208 was appropriately finished in metallic silver gray over a blue leather interior. The 300 SL was also outfitted with Rudge wheels, the NSL motor and Plexiglas windows per aluminum-build specifications.

On May 27, 1955, the Alloy Gullwing was sent to Rotterdam where it was loaded aboard a Holland America Line ship for transport to New York. Upon arrival, the Mercedes-Benz distributor sent 5500208 to the West Coast for ultimate delivery to Veron Holz of Bonita, California. The new aluminum-bodied Gullwing would have been an extravagant machine on the roads of San Diego in the late 1950s.

Although the early history of this Gullwing is not known, there is no apparent race record for 5500208. In March 1980, the 300 SL resurfaced in San Diego and was sold through a motorcar locator to Hans Dieter Blatzheim of Bonn, Germany. The purchase price was an astonishing $57,000 for an unrestored car, which the seller most likely assumed was steel. The invoice for the purchase still exists, indicating the alloy chassis number 198.043.5500208.

In need of some attention, the Alloy Gullwing made its way to the well-known restoration shop Hill & Vaughn in Santa Monica, California. Phil Hill and Ken Vaughn had gained a reputation for their high-quality restorations and were frequent winners at the Pebble Beach Concours d’Elegance. Disassembly of the car began in April 1980, and the car is accompanied by a significant file of numerous invoices and photographs documenting the work performed by Hill & Vaughn.

The invoices identify the completeness of 5500208, as well as its solid state, which was no doubt a benefit of having spent 25 years in Southern California. Some necessary aluminum work was addressed and the meticulous fitting of the doors, hood and deck lid are thoroughly outlined. Additionally, the engine and gearbox were sent to AMG Motorbau in Germany for rebuilding. Subsequently returned to Hill & Vaughn in early 1982, the project was nearing completion. By mid-year, the car was ready for paint and assembly.

For unknown reasons, Herr Blatzheim requested that 5500208 be packed in a sea container and sent to Germany. The car was loaded and loose parts were thoroughly inventoried before shipment in November 1982.

The completion of the restoration was conducted in Germany, but not before the body was stripped and prepared again for paint. Photos dated October 1983 show the bare aluminum skin in outstanding condition, proving straight and showing good panel fit. Further photo documentation shows the restoration and assembly of the chassis and completion of the car in silver with gray leather.

In May 1984, the 5500208 was sold to Markus Ahr of Germany. During his ownership, work was performed by Daimler-Benz Aktiengesellschaft including a rebuild of the engine. Herr Ahr kept the car well into the 1990s, at which time work was performed by Kienle Automobiltechnik. Photo documentation shows a rebuild of the transmission, rear end, brakes and suspension. Retaining the silver-over-gray finish, detail work was conducted on gauges and other ancillary components and the project was completed in 1998. Not long after, the Alloy Gullwing was sold to Friedhelm Loh, a noted German collector with a passion for significant Mercedes-Benz.

In 2009, Ken McBride of Seattle, Washington, was given the opportunity to buy 5500208. Having had a handful of Gullwings, Mr. McBride appreciated the importance of an Alloy and, for the first time in his many years of collecting, had the chance to own one. Although his collection was significantly diverse, Mr. McBride had always focused on Mercedes-Benz and had acquired a 540 K Special Coupe, a 540 K Cabriolet A and eventually a 380 K Erdmann & Rossi Special Roadster.

After some serious thought, and perhaps a little family persuasion, the Alloy Gullwing was bought for the collection. In the company of a J Duesenberg Murphy Roadster, a Ferrari 410 Superamerica and other significant cars, the 300 SL was more than a notable entry, it was a dream come true for a man who had an Alloy Gullwing high on a short list of cars to own.

In late 2009, Mr. McBride fell ill and the newly acquired Mercedes-Benz took a back seat. At that time, the Gullwing was sent to noted 300 SL restorer Rudi Koniczek at Rudi & Co. for some necessary sorting. Mr. McBride wanted certain aspects of the car corrected, predominantly the shade of silver and the interior. In the months to come, the Alloy Gullwing was stripped to bare metal and repainted in its original silver (DB 180). Necessary body work was conducted and a methodical process was undertaken to ensure proper assembly and fit of the aluminum body. The gray leather interior was removed and the correct blue leather was installed. Some additional mechanical work was conducted, as well as detailing of various components. One deviation from the original was the addition of seat cushions upholstered in plaid, acknowledging the lightweight car’s racing alter ego – they are a marvelous touch.

In mid-2011, Mr. Koniczek had finished the restoration but, sadly, Mr. McBride passed away before he could see the final masterpiece. The result was truly spectacular! Shortly after, Mr. McBride’s wife Patty and the rest of the McBride family chose to show the Alloy Gullwing at the Kirkland Concours d’Elegance where it rightfully won its class.

The finish of the 300 SL is of the highest level and the car retains a very correct appearance. With a livery that is a tasteful yet bold statement, the quality of the work and attention to detail is obvious and further inspection reveals the purity of this Alloy Gullwing. The original engine remains, correctly stamped NSL, and the body number can be found stamped on the left wheel arch in the engine compartment. Additionally, the Gullwing has belly pans, its chrome Rudge wheels are original, the luggage is properly finished in natural pig skin, the Becker radio is correct, the grille has the proper “curved star” – the list goes on.

Furthermore, this Alloy Gullwing is accompanied by a tool kit, a knock-off hammer, a jack, comprehensive documentation, the Mercedes-Benz Certificate, an owner’s manual, an instruction manual, a spare parts catalogue, a service book and Becker radio manuals.

5500208 is a sensation to drive. Its road manners are what one would expect from any beautifully engineered motorcar. The true excitement, however, is when this supercar comes on cam. With abundant power and torque, and precise gearshift, this Gullwing is simply addictive.

In recent years, these ultra-rare, competition- specification cars have come to be recognized by collectors and enthusiasts for what they have always been – truly the best of the best. They are a tiny group of factory-built, lightweight racers, constructed with the express intention of increasing the public visibility of one of the greatest sports cars ever constructed.

Gullwings are routinely acknowledged as favorites in a collection of any size. They are prized for their magnificent engineering and build quality, purity of design and outstanding driving experience. Aluminum-bodied examples – all 29 of which have survived to this day – are very seldom offered for sale.

As one of the most iconic motorcars of all time, it can easily be said that the Alloy Gullwing is the most significant road-going Mercedes-Benz of the post-war era.