Mercedes-Benz History: The Mercedes-Benz SL-Class 107 Series 1971 to 1989

The decision to manufacture the R 107 series was taken by the Board of Management after intensive debates on 18 June 1968

In April 1971 a new SL rolled out onto the highway, the Mercedes-Benz 350 SL. For the first time in the history of the model series an eight-cylinder power plant did duty under the long bonnet. From all sides it made the impression of a strong, self-confident, imposing open-top vehicle. Its fathers also gave it an equally well designed, removable coupé roof for the road. Besides elegance and quality the body radiated safety, since the crash behaviour of the two-seater was far ahead of its time.

Difficult decision

The decision to manufacture the R 107 series (“R” as in Roadster instead of “W” as in Wagen = car) was taken by the Board of Management after intensive debates on 18 June 1968. At dispute was whether there should be a Targa-roof version, i.e., one with a removable roof panel, instead of the fabric-topped variant, because owing to higher safety standards alarming news was to be heard from the USA regarding the licensing of open-top cars.

That a decision finally was made in favour of an open-top two-seater with a fabric roof and an additional removable hardtop can be attributed to Hans Scherenberg, the head of Development, who fought tooth and nail for it: “The SL gave me great pleasure, but also caused me great trouble. This was no easy decision for us,” he summed up the decisive meeting.

The coupé question still was unanswered, however. It was not decided that day. Discussion centred around whether one should additionally, and soon, make a four-seater sports coupé based on the R 107 series, or wait for the coming S-Class

(W 116) to build it on that basis. But then a production model would not have arrived until much later, in the mid-1970s.

Karl Wilfert, then the head of Body Design in Sindelfingen, developed – pretty much on his own authority – a coupé based on the R 107 and presented it one day to the Board of Management as a “rough draft”. Rejected at first, Wilfert managed to push through his idea of a sports coupé with the tenacity which was so characteristic of him.

And so six months after its premiere the SL was followed in October 1971 by a comfortable four-seater Sports Coupé, the 350 SLC, whose unconventional lines also found it many friends around the world in the course of the years. Internally the series was designated C 107. Up to the windscreen its appearance matches that of the open-top variant; behind the windscreen the overall height and length grows. A flat roof spans the four-seater passenger compartment in a gentle curve, going over into a large and very steep rear window that arches in two directions. The boot lid is slightly convex in shape, unlike the SL’s.

In the side view the length of the Coupé is documented, firstly, by the 360 millimetre longer wheelbase (2820 millimetres versus 2460), secondly by the line of the side windows. Without awkward B-pillars they are completely retractable, as is usual in a Mercedes-Benz Coupé. The SLC’s coefficient of drag is better than that of the SL so that the Coupé attains the same performance despite an added weight of some 50 kilograms.

A particularly noteworthy fact is that it fully lived up to its classification as a “Sports Coupé”, gaining wins for Mercedes-Benz in many rallies and long-distance races.

Safety as agenda

Béla Barényi’s safety concept with front and rear crumple zones and a rigid passenger cell found expression in the 107 series in a further developed form. The backbone of the R 107 series is not simply a shortened and reinforced saloon floor assembly, as in the predecessor, but an independent frame-floor unit with a closed transmission tunnel and box-shaped cross and longitudinal members which featured differing sheet metal thicknesses and a resultant carefully defined crumple pattern.

The SL definitely had to be an open-top car, and that being the case the only protection in a possible roll-over would be provided by the A-pillar plus windscreen. They were thoroughly redesigned and had 50 percent more strength to show than in the previously built version. In addition, to enhance its strength the windscreen was bonded into the frame. This resulted in a remarkable power of resistance in the roof-drop test with the result that the open-top car could be licensed for the USA even without a Targa bar. To complete the logic the rear window of the hardtop also was bonded into its frame.

Even in the interior there were pioneering changes to report. The hard dashboard made way for an ingenious sheet-steel design that yields on impact both in the top section and the knee area and is foam-padded. The switches and levers were recessed. Another new feature: the four-spoke steering wheel based on the latest findings of accident researchers. The proven impact absorber was still in place, but the steering-wheel rim, spokes, padded boss and hub were covered with polyurethane foam. As further safety feature the fuel tank was no longer installed in the rear end but above the rear axle, protected against collision. From March 1980 the anti-lock braking system ABS was offered; from January 1982 also airbag and belt tensioner.

A bestseller right off the bat

But it was not the safety aspects that motivated customers around the world to quickly reach for the new SL. It was the promise of an open-top automobile – the only one offered in the USA over a period of several years – that was a successful piece of work in every respect. Its distinctive front end with the dominant SL face, the wide-band headlamps and grooved indicator covers had a powerful aura; the lines of the low silhouette were harmonious – soft top open or closed, or with hardtop. And the very slight inward curve of the boot lid, along with the concave hardtop, were reminiscent of “Pagoda” days. The wide-band tail lights with their ribbed surface not only were largely insensitive to soiling, but additionally gave the rear end a touch of vigour.

Extremely conducive to comfort and ease of operation was the easily and speedily operated soft top, a refined version of the “Pagoda” top. It took just 30 seconds to open or close it. Folded, it disappeared underneath a cover that was meanwhile customary in the SL series.

A number of details underscored the car’s safety aspirations. The seats were available from the start with head restraints, and seat belts also were included. Physical well-being and driver-fitness safety were served by the heating system with its very spontaneous response, supported by new air ducting at the doors. Newly developed wind-deflecting mouldings on the A-pillars, which also served to channel off mud-laden water in the rain, and dirt-repelling covers on the exterior mirrors enabled good visibility. They kept the side windows clean even in inclement weather. The windscreen wipers arranged closely to each other in the centre of the car swept a respectable 70 percent of the windscreen area, were always optimally positioned in the flow of air and did not lift off even at higher speeds.

Engines with catalytic converter

During its 18-year “lifetime”, which was not planned to last that long, but in the end was indeed successful, this SL got a whole series of six- and eight-cylinder engines. Its model designations accordingly are quite varied.

The eight-cylinder models were led by the 350 SL (1971 to 1980), whose 3.5-litre engine (M 116) already was known from the W 108, W 109 and W 111 series. The

147 kW which it delivered at 5800 rpm helped the SL, which did weigh 1600 kilograms after all, to clock nine seconds for 0 to 100 km/h and reach a top speed of 210 km/h. The 350 SLC had identical performance figures.

From autumn 1971 onwards the 450 SL also was produced. Its engine (M 117) developed an output of 165 kW at 5000 rpm. Top speed was 215 km/h, and it needed 8.8 seconds to go from 0 to 100 km/h. In 1972 the corresponding Coupé version, the 450 SLC followed, with identical engine and identical performance. Prior to March 1973, both were destined exclusively for export to North America; after that they were included in the general sales range.

In July 1974 the SL model range was extended: as a consequence of the oil crisis of 1973, the SL and SLC now were available as models 280 SL and 280 SLC with the

2.8-litre M 110 engine. It developed 136 kW at 6000 rpm and had proven its reliability in the two years before in the “Stroke Eight” series W 114/115 and in the W 116-series

S-Class. Both models had identical performance: the top speed was 205 km/h; sprinting from 0 to 100 km/h in 10.1 seconds was possible.

So three SL engines now were available – nowadays nothing unusual, but in those days something new in the history of this model category. Only the attentive observer could distinguish between the three variants: The 280 SL could be recognised by its narrower tyres in comparison to the 350 SL and the 450 SL. In addition, the 450 SL featured an inconspicuous front spoiler which was attached to the rear lower end of the front apron and distinctly increased the radiator’s air throughput.

Between November 1975 and February 1976 the fuel injection systems of all three engines were changed for better compliance with the emission standards, which meanwhile also had become stiffer in most European countries. The electronically controlled Bosch D-Jetronic was abandoned for the newly developed mechanically controlled Bosch K-Jetronic. The changeover entailed minor losses in performance in all three cases: in the 280 SL to 130 kW at 6000 rpm, in the 350 SL to 143 kW at

5500 rpm, and in the 450 SL to 160 kW at 5000 rpm.

At the same time the compression ratios of the 2.8 and 3.5-litre engines were slightly reduced. The 3.5 and 4.5-litre engines additionally got a contactless transistorised ignition and hydraulic valve play compensation to facilitate maintenance.

The compression ratio of the 2.8-litre unit was raised to the old figure again in April 1978. With a few supporting measures the engine then regained its earlier power potential of 136 kW, but now already at 5800 rpm.

In September 1977 Mercedes-Benz launched the 450 SLC 5.0 with a V8 engine (M 117) enlarged to a displacement of five litres. A hidden innovation was the first-time application of hypereutectic cylinder contact surface machining, which made it unnecessary to insert cylinder liners. The engine delivered 177 kW at 5000 rpm, good for zero to 100 km/h acceleration in 8.5 seconds and a top speed of 225 km/h. The vehicle’s bonnet and boot lid were made of aluminium, and it had light-alloy wheels as standard. On the outside the 450 SLC 5.0 was recognisable by, among other things, a narrow spoiler on the rear end.

Revising the series

At the Geneva Motor Show in March 1980 the SL and SLC presented themselves in updated form. The interior appointments including steering wheel were matched to those of the 126-series S-Class, and the engineering was brought up to the same level. The previous three-speed automatic transmission with torque converter was replaced with a four-speed variant. Models 280 SL and 280 SLC were given a five-speed manual transmission as basic equipment. In addition, the hardtop now was included in the standard specifications of the open-top variant. But above all the light-alloy eight-cylinder engines of the 126-series S-Class, slightly modified, made their arrival in the 107 series. The six-cylinder engine of the 280 SLC remained unchanged.

The new 500 SL, equipped with the 5.0-litre V8 (M 117) familiar from the 450 SLC 5.0, replaced the 450 SL and made an output of 177 kW at 5000 rpm available, to give the new top-of-the-range model a 0 to 100 km/h acceleration of 7.8 seconds and a top speed of 225 km/h.

Models 350 SL and 350 SLC were sent off into retirement after nine years of production. Their successors were the 380 SL and 380 SLC, whose 3.8-litre light-alloy engine (M 116), with 160 kW at 5500 rpm, originated after the pattern of the five-litre unit, by enlarging the bore of the long-serving 3.5-litre V8 with grey cast iron cylinder block. Both models attained top speeds of 215 km/h and needed nine seconds to go from 0 to 100 km/h.

From the outside the new models were almost indistinguishable from the previous models, except for the model plate. All three SL models now had a light-alloy bonnet and the discreet front spoiler familiar from the 450 SLC 5.0; the 500 SL also got a light-alloy boot lid with black plastic rear spoiler, already familiar from the five-litre Coupé.

In autumn 1981 both V8 engines were thoroughly redesigned in the context of the “Mercedes-Benz Energy Concept” to reduce their consumption and pollutant emissions. Along with an increase in compression ratio the measures comprised camshafts with changed valve timing, air-bathed injection valves, and an electronic idling speed control. Owing to the altered camshaft tuning the maximum torque could be shifted to a lower engine speed range and, in the case of the 3.8-litre engine, even increased. This power plant underwent particularly far-reaching changes: to get a more favourable volume-to-surface ratio the bore was reduced and the stroke increased. The modified 3.8-litre V8 thus had a slightly larger displacement. In both eight-cylinders, in exchange, so to speak, for the improved economy, minor losses in power had to be accepted, output dropping to 150 kW at 5250 rpm in the 380 SL and to 170 kW at

4750 rpm in the 500 SL. As in the 126 series the final drive ratio was adjusted to the changed engine characteristics and made higher, from 3.27 to 2.47 in the 380 SL and from 2.72 to 2.24 in the 500 SL.

For the SLC Coupés these changes came too late, however: at the Frankfurt International Motor Show in September 1981, along with the “Mercedes-Benz Energy Concept” the 380 SEC and 500 SEC models of the C 126 series were presented, spelling retirement for the SLC models, which had been built for exactly ten years.

But even after ten years of production no thought was being given to a replacement for the SL models. Four years after the Energy Concept was presented, they even came in for extensive refinements, and so in September 1985, again at the Frankfurt show, a completely revised SL model range was introduced. The emphasis was on a restructured engine range. A discreet facelift, primarily recognisable from the front spoiler and wheels with aluminium rims (diameter: 38.10 centimetres), was also part of the package. The front axle was done over and the brakes enlarged with fixed callipers. To prevent the cars from pulling to one side during braking, the steering offset was reduced.

Comprehensive model refinement package

All engines were available in two versions: with a catalytic converter and slightly less output, and as so-called catalyst retrofit version without catalytic converter. The catalyst retrofit versions could be fitted later on with a catalytic converter, for example when the widespread supply of unleaded petrol was ensured, and had their ignition system, electronics and cable harness prepared for this.

A newly designed 3.0-litre six-cylinder engine (M 103) which had made its first appearance in the 300 E of the mid-range series W 124 nine months earlier replaced the tried and tested 2.8-litre engine, as it had already done previously in the respective S-Class Saloon. As a result the 280 SL was discontinued, and after a 22-year interruption there was again a sports car with the magic model designation 300 SL. It delivered an output of 138 kW at 5700 rpm without catalytic converter (top speed:

203 km/h; 0 to 100 km/h in 9.6 seconds) and 132 kW with catalytic converter (200 km/h; 9.9 seconds).

A new edition to the range was the 420 SL with the 4.2-litre V8 engine (M 116), which at 5200 rpm delivered 160 kW without and 150 kW with catalytic converter. It was created by adopting the bore of the original 3.8-litre engine and combining it with the stroke of the “post-Mercedes-Benz Energy Concept” 3.8-litre engine, and now replaced that unit in the SL, the S-Class Saloon and the SEC Coupé. The 420 SL accelerated from 0 to 100 km/h in 8.5 seconds (with catalytic converter: 9 seconds) and attained a top speed of 213 km/h (205 km/h).

The 5.0-litre engine (M 117) also was modified; with catalytic converter operation in mind it now had an electronic ignition system and the electronically/mechanically controlled Bosch KE-Jetronic injection system and developed an output of 180 kW at 4750 rpm. With catalytic converter the output was 164 kW at 4700 rpm. These values helped the 500 SL attain a top speed of 225 km/h (with catalytic converter: 215 km/h) and accelerate from 0 to 100 km/h in 7.3 seconds (7.8 seconds).

The most spectacular new development in the engine range was a 5.6-litre eight-cylinder (M 117), which was created by increasing the stroke of the 5.0-litre V8 and gave the SL an output of 170 kW at 4750 rpm. The 560 SL was reserved to the export markets USA, Australia and Japan. Fitted with an emission control system in the US version it had a top speed of 223 km/h and sprinted from 0 to 100 km/h in 7.7 seconds.

Production of the R 107 series ended in August 1989, more than 18 years after the production start-up of the 350 SL. With that this SL series set an internal record that probably never will be broken: in the entire history of the company no other passenger car series has ever been produced over such a long period. All told, in Sindelfingen 237,287 open-top cars were built, a number which impressively demonstrates the great popularity of the 107 series. Of the Coupé a total of 62,888 were built from 1971 to 1981.

The R 107 series in the press

In a first test of the Mercedes-Benz 350 SL auto motor und sport, Germany, No. 9, 1971, wrote: “Good suspension comfort, definitely up to saloon standard, proves to be an essential feature of the 350 SL: at low and high speeds it absorbs big bumps well and takes small bumps in a way that they never are a disturbance even on very poor roads.”

In 1986 Road & Track, USA, No. 11, 1986, compared the Mercedes-Benz 560 SL, which was in the last era of its production, with the Cadillac Allanté and summed up: “Legendary quality is Mercedes’ primary stock in trade. But brilliant performance and outstanding ABS braking have freshened it this year. Against these attributes, Cadillac brings better handling and greater luxury to bear while failing to match Mercedes’ performance and quality.”

Mercedes-Benz History: The Mercedes-Benz SL-Class R 129 1989 to 2001

The first models were the 300 SL, 300 SL-24 and 500 SL, internally the series was designated R 129 and was produced in Bremen

At the 1989 Geneva Motor Show Mercedes-Benz presented an SL which was a new car in every respect. The first models were the 300 SL, 300 SL-24 and 500 SL. Internally the series was designated R 129. Unlike the predecessors, its production did not take place in Sindelfingen, but in Bremen, for capacity reasons. Straightaway the response was extremely positive, and shortly after the presentation it was foreseeable that the planned annual production capacity of 20,000 units would be stretched to the limit for years and delivery periods of several years would have to be accepted.

The SL face has captured a permanent slot in the Mercedes-Benz model hierarchy over the decades. The new SL re-interpreted the traditional basic shape of the grille: within the radiator grille, organically integrated into the bonnet, the Mercedes star was complemented by horizontal strips made of anodised aluminium. Chief designer Bruno Sacco had done an excellent job. The stylistically assured, no-frills lines of the slightly wedge-shaped body, the flared wheel arches for the wide-base tyres, the half-spoilers forward of the front wheels, a very slanted windscreen, the skilfully modelled rear end and the standard-fit light-alloy wheels produce an exceedingly harmonic overall effect.

The aerodynamic fine touches, including underbody and airflow through the engine compartment, added up to a fuel-saving, speed-increasing Cd of 0.32 with the hardtop mounted. A Cd figure of 0.40 was measured for the open-top car with closed side windows.

“Car Design Award”

Hardly a year after its launch the SL was decorated with the international Car Design Award. The SL was the top choice of an eleven-member jury of journalists from ten countries, assisted by a representative of the city of Turin and one from the Piedmont region. The jury stated as reason for the award: “In the Mercedes-Benz 300 – 500 SL the ensemble of safety innovations …, exemplary ergonomic solutions, and stringent adherence to the traditional design culture of the manufacturer’s brand is convincing. The new SL embodies the most valuable elements of up-to-date industrial design, without losing the flair that distinguishes every sports cabriolet.”

High torsional stiffness

The prerequisite for the proper operation of the fully automatic folding soft top under all conditions is the torsional stiffness of the body, which leaves nothing to be desired in this respect. To reduce the vibration and torsion characteristics typical of open-top cars, additional diagonal struts are fitted in the particularly critical areas of the body. In the front end the front axle carrier is connected with the door sills by two specially shaped struts. In the rear end two tubular struts between the door sills and the spare wheel recess serve the same function. Owing to these measures the torsional stiffness versus the previous model could be improved by around 30 percent and a saloon-like overall stiffness achieved.

New standards were set by this car also in the area of safety. The results of Mercedes-Benz’s rigorous frontal and rear-impact crash tests for the open-top vehicle were sensational and a clear proof of the scrupulous precision with which the developers had worked. The resistance to side impact went far beyond what the law required and once again set trends for the sensible design of all details, for instance the overlapping of the doors with the sills, the cross-bracing beneath the seats, including the stiff sides of the transmission tunnel, or the high-strength steel tubes inside the A-pillars, which can withstand a roof impact. This two-shelled structure of the front roof frame in conjunction with the bonding of the windscreen to the body results in very great stability even if a one-sided load is applied to the roof frame.

An integral part of the safety concept is the automatic roll-over bar which was realised in the SL for the first time in an automobile and has the purpose of protecting the occupants’ survival space in the event the car overturns. So as not to impair open-top driving pleasure with a permanently installed, rigid rollbar, a flexible solution was realised which activates the roll-over protection only if needed. When not in use the safety bar, consisting of a U-shaped high-strength steel tube foam-padded with polyurethane, is deposited in front of the soft-top compartment, closing off the rear compartment towards the back and forming a level surface with the top well lid. When a roll-over threatens, the sensor-controlled roll-over bar is electromagnetically triggered, raised into position by the force of pre-compressed springs within 0.3 seconds and secured by pawls. The high-strength centre pillars, connected over a large area with the rear longitudinal members, serve as basis for mounting and as support. In addition to automatic triggering in an emergency, by means of a switch the driver can choose to raise and lower the bar slowly, with a hydraulic element carrying out the action.

Extremely sturdy integral seats

The most advanced feature of the interior design were the integral seats of the SL, which are a technical masterpiece in their design and an important part of the safety concept. The seat frame and backrest are made of various special magnesium alloys executed in thin-wall casting technique. They incorporate the three-point seat belt with belt tensioner, the belt height adjustment, coupled with the head restraint adjustment, and electric stepper motors for adjusting reach, height and tilt of the seat cushion and backrest. Another important feature is the automatic positive locking of the backrest. The resistance of the seat in a crash is many times higher than the possibly occurring forces.

Twenty patents for solutions to various details went into this seat; its creator received the Paul Pietsch Prize and high prize money in acknowledgement of his pioneering work in 1989.

Fully automatic folding soft top

The newly designed electro-hydraulic fabric top with which the SL is equipped as standard offers especially great operating convenience. Simply by operating a switch, within 30 seconds the soft top can be opened, folded and deposited in the narrow soft-top compartment, or taken out of the compartment and closed. Simultaneously, the side windows and the roll-over bar are lowered and then returned to their starting positions. Up and closed, the top is taut and smooth in all directions – the vacuum that exists above the roof while on the go should not cause the top to balloon after all, and perfect operation of the roll-over bar under the closed soft top also must remain guaranteed.

The energy to operate the soft top is provided by an electrically driven hydraulic pump which is accommodated in the spare wheel recess together with the oil reservoir. The microprocessor-controlled motions are monitored with the aid of 17 limit switches, and the hydraulic system has 15 pressure cylinders and eleven solenoid valves.

The exemplary solutions include the draught-stop. Unlike the electro-hydraulic soft top it was not viewed as a high-tech marvel, but its development also involved attention to complex details. The draught-stop consists of a framed, breathable screen which can be quickly attached to the roll-over bar and, when raised, appreciably enhances ride comfort when the soft top is open by minimising wind noise and draught. With the draught-stop, leather jackets and caps for driver and front passenger are a thing of the past, as is tousled hair for the ladies. Even high speeds cause no draught problems anymore, and open-top driving at low temperatures becomes a real show. Today the innovative draught-stop, for which the inventors hold four patents, is practically a taken-for-granted component of many convertibles around the world.

The standard-fit hardtop now was made of aluminium, and despite larger windows weighed 34 kilograms or about ten kilograms less than the coupé roof of the previous model. As it is, uncompromising lightweight design and the extensive use of high-strength sheet steel had enabled realising a bodyshell weight of 405 kilograms, which was only 20 kilograms more than that of the previous model despite substantial improvements in structural safety.

Electrically operated windows and the electro-pneumatic central locking system, both standard equipment in all SL models, serve comfort and convenience. The basic equipment of the 500 SL also included electric steering column adjustment for optimal adapting of reach, height and tilt to the driver.

A new suspension

gas-filled shock absorbers and stabiliser, and a modified multi-link independent rear suspension with anti-squat and anti-dive control, coil springs, gas-filled shock absorbers and stabiliser. This guarantees excellent handling characteristics. Many components were adapted to the altered installation conditions and stresses and loads in the SL; the axle geometry also was matched to the special demands on the driving characteristics and comfort.

As an optional extra a newly developed auxiliary system also was available that represented the most advanced suspension technology realisable at the time and combined three subsystems with each other. The purpose of this level adjustment and regulation on front and rear axle was to maintain an always constant vehicle level with the engine running. The automatic speed-dependent level adjustment function lowers or raises the vehicle level depending on the actual speed; for driving on poor roads the level can be increased by 30 millimetres; at a speed of more than 72 km/h the normal level first can be set, and from a speed of more than 122 km/h then lowered by 15 millimetres. The third component, the Adaptive Damping System ADS, used adjustable shock absorbers and a complex electronic control to adapt the damping fully automatically, as needed, and within fractions of a second, to the driving state determined by five sensors. All in all the sprung mass vibrations are reduced depending on vehicle load, road condition and style of driving. This was virtually a preliminary stage of the active suspension which was developed to production standard in 1999 in the C 215-series Coupé.

In keeping with their sports credentials, all models of the R 129 series were fitted as standard with 15-hole light-alloy wheels (diameter: 40.64 centimetres) and wide-base tyres size 225/55 ZR 16. The larger wheels compared with the previous models permitted installing large brakes appropriate to the improved performance of the SL. New were the front fixed-calliper disc brakes featuring four pistons, two pairs with different diameters. This design, used for the first time in a Mercedes-Benz passenger car, ensures even brake pad wear and better utilisation of the pad volume. The front and rear disc brakes are internally ventilated. The anti-lock braking system ABS was part of the standard configuration of all three models.

From September 1995 on the Electronic Stability Program ESP® was available for the SL 500 as an optional extra. It was standard equipment for the SL 600. From December 1996 on the six-cylinder models also could be fitted with ESP® if they were ordered with the electronically controlled automatic transmission available from June 1996. Another world first serving active safety also saw use at this time: the Brake Assist BAS, installed as standard from December 1996 in all models of the 129 and 140 series. BAS is able to detect emergency braking and, if need be, automatically build up the maximum brake boosting effect in shorter time than before. This distinctly reduces the braking distance of the vehicle. In early April 1998 the Electronic Stability Program ESP® was included in the standard equipment of the SL 500 and SL 60 AMG; in August 1999 it also became a standard feature in the two six-cylinder models, SL 280 and SL 320.

The first facelift

Visually and technically updated SL models were presented at the Frankfurt International Motor Show in September 1995. The facelifted variants were distinguished by a modified body design, more extensive standard equipment, and more refined engineering. The body design modifications were of a minor nature and ranged from redesigned front and rear bumpers, colourless glass covers for the front directional indicators, and a subtle change in the radiator grille, which now had six slats. The side skirts, like the bumpers, no longer were painted in a contrasting colour, but in the colour of the car, and had modified breathers, a prominent feature serving to identify the facelifted models. Other new items were the bichromatic tail lights with their uniform red appearance, and 12-hole light-alloy wheels, the standard for all SL models. As an optional extra a glass roof with sunblind was available; it could be fitted in place of the usual aluminium hardtop. In the interior, the door trim, steering wheel and seat design were modified.

Headlamps with xenon gas discharge lamps first introduced a few months earlier in the 210-series E-Class now also were available in the SL. Compared with conventional halogen headlamps the new xenon lamps were twice as intense and ensured better, brighter illumination of the roadway. Dynamic headlamp range adjustment prevents dazzling oncoming traffic.

A world first was introduced simultaneously in the SL-Class and S-Class. As first carmaker Mercedes-Benz was able to present an improved cruise control which could regulate the speed down to 30 km/h; the updated SL models were fitted with this function as standard.

The second facelift

In 1998 the second facelift followed. But it involved only a few modifications to the design of the SL: purpose of the discreet stylistic touch-ups was to give the sports car an even more dynamic look. This was achieved with a slightly changed rear end in which the now monochromatic glass covers of the tail lights presented themselves in a gentler look with only three ribs. A new oval tailpipe trim for the exhaust system including adjustments on the bumper emphasised the sporty appearance. A round shape also was the dominant feature of the new exterior mirrors, which were adapted to the design of the SLK and were the most important external identifier of the facelifted models. The door handles and detachable body parts of the facelifted SL models had a high-gloss finish in the colour of the car. The size and design of the wheels also were modified: the SL models now had newly designed five-hole light-alloy wheels and size 245/45 ZR 17 tyres as standard.

Proven engine technology right from the start

All three engines of the original SL portfolio in the R 129 series feature a closed-loop catalytic emission control system as standard. The entry-level engine was the two-valve-per-cylinder six-cylinder engine (M 103) in the 300 SL (1989 to 1993) with an output of 140 kW. It had already served well in the saloons of the 124 and 126 series, but was revised for use in the SL. The most important improvements were a redesigned combustion chamber, which reduced the emissions of unburned hydrocarbons, and a modified emission control system. By eliminating the close-coupled primary catalytic converter, which was subject to high thermal stresses, and enlarging the cross-section of the exhaust pipes and the now two-pipe catalytic converter it was possible raise the rated output of the engine from 132 kW to 140 kW. The top speed was 228 km/h; 9.3 seconds was the figure stated for 0 to 100 km/h acceleration.

240 km/h, 0 to 100: 8.4 seconds), but had to be bought at an additional cost of almost DM 10,000. The successors to these two models in the years 1993 to 1998 were the SL 280 (2.8 litres displacement, 142 kW) and SL 320 (3.2 litres displacement, 170 kW), both with four-valve-per-cylinder six-cylinder engines from the M 104 series.

The car that attracted particular attention at the 1989 Geneva Motor Show was the

500 SL, which as top-of-the-range model had a 240 kW 5.0-litre four-valve-per-cylinder V8 engine (M 119), making it the most powerful Mercedes-Benz production car at the time. The design of this engine was based on the 5.0-litre M 117 light-alloy engine, which had stood the test of over ten years’ time. Crankcase, crankshaft and connecting rods were extensively modified to obtain the higher output figures. The two four-valve cylinder heads were of new design and had adjustable intake camshafts like the four-valve-per-cylinder six-cylinder. Decisive for the marked increase in output (plus 60 kW), along with conversion to the four-valve-per-cylinder technology, were the anti-knock control, a new two-box air filter with reduced suction resistance, and, not least of all, changes in the emission control system: like the two six-cylinder units the four-valve V8 had no more primary catalytic converter, and a two-pipe catalytic converter with a larger cross-section. This power potential gave the 500 SL impressive performance to outclass its predecessor: from a standing start the top-of-the-range model sped from

0 to 100 km/h in 6.2 seconds; the top speed was electronically limited to 250 km/h.

(W 124) and in the Saloons and Coupés of the S-Class (140 series). Characteristic features of the new engine were the modified crankcase, whose deck height was now identical with that of the 4.2-litre unit, and the electronic injection system Bosch

LH-Jetronic with mass air flow sensor. As in the V12 engine, full load enrichment was dispensed with here to reduce the pollutant emissions – a measure affecting not only the SL, but all other car models with V12 and V8 engines too. In the case of the 5.0-litre engine this meant the loss of 4.4 kW output (now 235 kW). But for all practical purposes this hardly made itself felt in the performance.

From June 1993 onwards the 500 SL was called the SL 500 owing to a reform of the nomenclature; this reversal of the model designations applied as a matter of principle to all Mercedes-Benz models.

The twelve-cylinder arrives

In October 1992 the dream of many a friend of the SL came true: three-and-a-half years after the presentation of the R 129 series, it too was now available with the 6.0-litre

V12 engine, which had already proved itself in the saloons and coupés of the

140-series S-Class. To further reduce pollutant emissions the injection system was modified and full-load mixture enrichment dispensed with. In the 600 SL, known from June 1993 as the SL 600 and, all told, available from 1992 until 2001, the most powerful engine in the passenger car sales range mobilised 290 kW and made brilliant performance possible: at 6.1 seconds the acceleration was slightly better than that of the 500 SL; the top speed likewise was governed at 250 km/h. The twelve-cylinder was a model of smoothness and turbine-like power delivery. Above all, its imperturbability in high speed regions and the impressive and simultaneously refined manner in which it reached top speed characterised the 600 SL.

The large extra charge of more than DM 60,000 compared with the 500 SL made its ownership a matter of prestige. But for that the new top model of the series was fitted as standard with a whole range of extras that only could be had at an additional charge in the 500 SL. Apart from the Adaptive Damping System ADS with level control on the front and rear axle the basic equipment comprised, for example, cruise control, automatically dimming interior mirror, headlamp cleaning system, automatic climate control, leather appointments and seat heating. Externally, only the model plate and two “V12” emblems in the vicinity of the air outlets behind the front wheel cut-outs distinguished the 600 SL from its sister models.

The 1995 facelift brought improvements to the engines and transmissions of the

SL 500 and SL 600 models. From September 1995, both featured a five-speed automatic transmission with torque converter lockup clutch, a completely new development that replaced the previous hydraulically controlled transmission. The heart of this technical wonder was an electronic transmission control that quickly and automatically adapted shifting behaviour to every driving situation and permanently exchanged data with the electronic engine management. Apart from these forward-looking innovations the automatic transmission was appreciably more compact and lighter than comparable five-speed units. The engines were revised once more to cut fuel consumption and pollutant emissions further. For this purpose the 5.0-litre V8 engine got a modified crankshaft, optimised valve timing, lighter pistons, individual ignition coils for each cylinder as well as an improved electronic engine management system called Motronic ME 1.0. Fewer changes were made to the design of the V12 power plant and merely concerned the configuration of the ignition coils and the electronic engine management. As a result of the various modifications to the engine and the use of the new automatic transmission, the fuel consumption of the SL 500 and SL 600 could be reduced by ten percent with output remaining unchanged.

From June 1996 the new electronically controlled automatic transmission also was available for the six-cylinder models SL 280 and SL 320 – as an optional extra for the 2.8-litre variant, as standard equipment for the SL 320.

V-engines instead of in-line engines

The 1998 facelift ushered in the V-engine generation with six and eight cylinders, which took the place of the six-cylinders of the M 104 series and the V8 unit of series M 119 also in the SL. The engines featured three-valve-per-cylinder technology and dual ignition for better emission values. They also excelled in lower cost of production.

Outputs ranged from 150 kW in the SL 280 (M 112, top speed 232 km/h, 0 to 100 km/h in 9.5 seconds) to 165 kW in the SL 320 (M 112, 238 km/h, 8.4 seconds) to 225 kW in the SL 500 (M 113, 250 km/h, 6.5 seconds). The top-of-the-range SL 600 continued to use the tried-and-tested twelve-cylinder engine (M 120) with 290 kW. The SL 280 was now the sole model of the series still available with a five-speed manual transmission, all sister models had automatic transmission as standard.

Mercedes-AMG GmbH

1 January 1999 AMG then became a 51-percent subsidiary of the then DaimlerChrysler AG and took the name Mercedes-AMG GmbH.

AMG offers power-hungry customers several alternatives. When the first vehicles developed on the basis of the cooperation agreement came out on the market in 1993, the first SL model was the SL 60 AMG (M 119, 6.0-litre V8, 280 kW), which was sold until 1998; a purely AMG version with the same engine had existed earlier, from 1991 to 1993, under the name AMG 500 SL 6.0.

Models SL 55 AMG (M 113, 5.5-litre V8, 260 kW, 1999 to 2001) and the top-of-the-range model with twelve-cylinder engine, the SL 73 AMG (M 120, 7.3-litre V12, 386 kW, 1999 to 2001), followed. The latter’s maximum torque of enormous 750 Newton metres propelled the vehicle from 0 to 100 km/h in just 4.8 seconds. The top speed of both cars was electronically limited to 250 km/h, but the limit could be neutralised on customer request. All power transmission components of the AMG models, from automatic transmission to rear axle, were adapted to the higher loads.

The AMG bodystyling package with integral fog lamps in the bumper emphasises the tense dynamics of the sports car even more, without laying hand on the clear lines of its design. The large AMG light-alloy wheels (diameter: 45.72 centimetres) added a further dash of unmistakable sportiness to the looks.

The special models of the R 129 series

Special SL models became available for the first time in the R 129 series. Extended and modified appointments distinguished them from the series-produced cars. This made them exclusive, offered a price advantage, and simultaneously boosted SL sales. Between 1995 and 2001 there were 17 special series built in differing numbers, from ten to 1515 units.

In 1995 the “Special Edition” with a production run of 630 units debuted. It was available as SL 280, SL 320 and SL 500. The distinguishing features included an exterior finished in brilliant silver, combined with red soft-top fabric.

In the same year the special series “Mille Miglia” was released. It served as VIP and escort vehicle at the Mille Miglia Storica in Italy. There were ten Mille Miglia units in all based on the Special Edition, but with further distinctive features such as an unobtrusive black-and-white chequered flag on the ornamental grilles of the front wings.

In 1998 another “Special Edition” arrived, available for all models except the

SL 60 AMG; 500 units were built. Obsidian black was chosen as exterior paint finish; the leather seats were in designo red with black topstitching. The SL 280 was given the five-speed automatic transmission as standard equipment.

A further small VIP series was released on the occasion of the 1999 Mille Miglia Storica. It was based on the SL 55 AMG and twelve units were built. One year later the “SL Edition” stimulated the brand’s sports car sales; 708 units were built – the third-highest volume for an R 129 SL special series, and available as SL 320 and SL 500. The “Final Edition”, also dating from 2000 – 674 units were produced (all models with the exception of the SL 55 AMG and SL 73 AMG) – already heralded the approaching discontinuation of the series. Special VIP models again were available that year: the “Formula One Edition” (20 units) based on the SL 500 on the occasion of the Indianapolis Formula One race, and twelve units of the “Mille Miglia” of 2000. In 2001 the last special “Mille Miglia” model in the R 129 series followed, with thirteen units built this time based on the SL 600.

Various special series were created upon the request of individual markets, for instance the “40th Anniversary Roadster Edition” (USA, 1997, 750 units of models

SL 320 and SL 500 and 35 AMG SL 60 Limited Edition models), in celebration of the coming of the Mercedes-Benz 300 SL Roadster in 1957; “designo MB UK” (England, 1998, 150 units), “designo MB Japan” (Japan, 1998, 67 units), “designo Vintage Edition UK” (England, 2000, 49 units, models SL 280 and SL 320), “designo Heritage Edition UK” (England, 2000, 49 units, models SL 280 and SL 320), “Silver Arrow Edition USA” (USA, 2001, 1515 units of model SL 500, 100 units of model SL 600) and “Silver Arrow Edition UK” (England, 2001, 100 vehicles, 500 SL model).

The successor arrives

In July 2001 the Mercedes-Benz SL 500, the first model of the new SL series, the R 230 series, had its world premiere. In the same month the last of a grand total of 204,940 units of the R 129 series rolled off the assembly line at the Bremen plant. In terms of overall volume the first SL manufactured in Bremen was not quite as successful as its predecessor from the R 107 series (237,287 units); but if average annual production is compared, the R 129 series with some 16,500 units takes a very clear lead. The most successful model of this series was the five-litre variant equipped with the four-valve V8 engine M 119, of which a total of 79,827 were produced from 1988 to 1998. The rarest variant by far is the SL 280 with V6 engine, which served as entry-level model for the series from 1997 and rolled off the assembly line only 1704 times.

The R 129 series in the press

Shortly after the premiere of the Mercedes-Benz SL 500 auto motor und sport, Germany, No. 16, 1989, wrote: “Altogether the new SL cannot be topped for passive safety by any sports car. Apart from the ingenious body structure and the optionally available driver and front passenger airbags, the automatically extended roll-over bar dispels fear of roll-overs – though a little concern remains, of course, because auto motor und sport did not confront the function with the worst case.”

The American motor magazine Road & Track, No. 3, 1993, tested the twelve-cylinder model Mercedes-Benz 600 SL: “Drive the 600 SL, however, and the change is dramatic. Although the 500 SL provides everything we expect from a Mercedes (a 0-60-mph time of 6.4 seconds, fine handling and safety), the V-12 just adds another dimension to this luxury sports car. Some of that is pure power. Time to 60 mph – by our watch – drops another 0.4 sec., but what impresses most is all that torque lying in wait when you kick the 4-speed down a gear or two. Add the matter of smoothness – the smoothness of power that builds strongly rather than erupts, and the aural smoothness of the engine’s hum in the background, even at full throttle.”

In a test report auto motor und sport, Germany, No. 16, 1998, wrote about the

Mercedes-Benz SL 500: “For nine years the Mercedes SL 500 has embodied a highly cultivated blend of performance, safety and comfort. The standard-fit automatic transmission and the perfected coexistence of two roofs are a part of this philosophy.”

Mercedes-Benz History: The Mercedes-Benz SL-Class R 230 From 2001

At market launch, the first model available was the Mercedes-Benz SL 500 with an output of 225 kW

The next SL was presented to the press in July 2001 at Deichtorhallen in Hamburg. Owing to a combination of advanced electronic chassis systems which was unique in the world at the time, the R 230-series SL offered an outstanding driving experience coupled with highest levels of operating safety and so set trends for sports cars and car manufacture in general.

At market launch, the first model available was the Mercedes-Benz SL 500 with an output of 225 kW. In autumn 2001 it was joined by the SL 55 AMG with a supercharged V8 engine and 350 kW. In 2002 the SL 350 featuring a 180 kW 3.7-litre V6 engine followed, and in January 2003 finally Mercedes-Benz introduced the SL 600 with the powerful 368 kW 5.5-litre V12 biturbo engine as new flagship model.

The comprehensive standard equipment of the SL included, for example, leather-upholstered integral seats plus memory function for the electric seat and steering wheel adjustment (additionally stored in the electronic ignition key); multifunction steering wheel, automatic climate control and stereo car radio.

As optional extras, innovative assistance systems like the DISTRONIC proximity control, the automatic emergency call system TELEAID, the control and display system COMAND or the electronic tyre pressure monitoring system were available.

Leather, fine wood and aluminium are the materials used to ensure the typical exclusivity and perceived value of the SL. There was a choice of two types of leather, four high-quality trim variants and five appointment colours. Matt-finished chrome framed the four individual, classic chronometer-style instruments in the cockpit and also could be found in other details of the interior.

The design unites tradition and future

The design of the R 230 series blends tradition and future through distinctive details. For instance, the air intakes in the front wings take up a typical feature of the 300 SL from the 1950s. The thin, wing-like segments on these side air intakes – called fins by experts – also are a reminiscence. The designers use this stylistic element additionally to give a sporty touch to the grilles of the openings on the bonnet.

The horizontally stretched radiator grille has always been an unmistakable feature of the SL. The R 230 took up this tradition, but showed it in an up-to-date interpretation, thrusting a louvred radiator grille with a flatter slope than previously into the wind. This made the front end, in combination with the more pronounced wedge shape of the body, appear very dynamic and powerful. The four louvres encompassed the Mercedes star, which in its accustomed size and position clearly indicates the brand to which the two-seater belongs.

These typical SL features harmonised with the new elements, the headlamps, for example: on each side two of the familiar four “eyes” merge into one without giving up their basic oval shape. The up-to-date clear-lens look effectively enhanced the standard-fit bi-xenon headlamps and gave an additional pinch of brilliance to the front design.

The long bonnet took up the curves of the headlamps and carried them towards the rear in a tense arch. The design of the seemingly muscular wings also evolves from this ensemble. The soft lines of the bonnet and wings merge smoothly into the taut lines that give structure to the sides of the body at the shoulderline. Another line develops in the lower part of the wings from the verve generated by the side air intakes. It gives a formal hold to the large, quiescent surfaces of the doors and creates a visual bond with the rear end. The steeply raked windscreen emphasises the sports car character and accentuates the low, wedge-shaped silhouette.

16 seconds of roof acrobatics

Unlike its predecessors the R 230-series SL always carries its hardtop with it. The integration of the SL’s vario-roof into the car’s flowing lines is proof of the car’s high design quality.

At the push of a button, or via remote control, the roof can be opened or closed within 16 seconds. An extremely complex swivelling mechanism ensures that the three roof components disappear into the upper part of the boot in a space-saving way. Underneath it, 235 litres of luggage space are available. With the top up, the vehicle offers 317 litres of space, inclusive of the luggage holder in the spare wheel recess – 52 litres more than the previous model. Since mid-2002 a glass roof variant is also available.

Further features underscored the impression of dynamism and elegance created by the R 230 series, for example the body with the powerfully shaped front apron, the muscular curves and the pronounced wedge shape, but also stylistic elements like the distinctive outline of the side skirts, the wide wheels (diameter: 43.18 centimetres) or the oval tailpipes of the exhaust system. All body parts – from door handle to bumper –were painted the colour of the car so that from a formal viewpoint and colourwise the sports car appears all of a piece.

This also applied to the rear end, characterised by large, triangularly shaped tail lights. Here again there was no play of colours, but elegant consistency: the tail light lenses were coloured a uniform red – special filters in front of the reflectors ensured that the indicators still appeared yellow and the reversing light white.

Sensotronic Brake Control SBC™

The technical innovations of the R 230 series include the electrohydraulic braking system Sensotronic Brake Control SBC™, which had its premiere in this series. It operates in conjunction with the Electronic Stability Program ESP® and the active suspension system Active Body Control ABC, which minimises body movements or any tendency to skid during cornering and braking.

Sensotronic Brake Control SBC™ also was a gateway to the world of future “by wire” systems that no longer transmit the driver’s commands mechanically or hydraulically, but electronically – by cable. The most important performance characteristics of SBC™ include extremely dynamic brake pressure build-up and a reliable “feel” for driver and vehicle behaviour owing to sophisticated sensor technology.

For example, the system diagnoses a rapid shifting of the driver’s foot from the accelerator to the brake pedal as evidence of an emergency situation, automatically increases the pressure in the brake lines and simultaneously positions the brake pads on the brake discs so that they can grab the disc without delay and with full force when the driver depresses the brake pedal. The effect is that the stopping distance is three percent shorter in an emergency stop.

In addition, thanks to variable brake force distribution SBC™ affords more safety when braking on bends or on difficult surfaces, depending on wheel contact force and slip. Owing to greater dynamics and precision SBC™ also enhances the performance of the Brake Assist BAS and the Electronic Stability Program ESP®.

This package of highly efficient electronic control systems initiated a revolutionary trend in automobile manufacture in the area of chassis, handling safety and driving dynamics.

Suspension with Active Body Control ABC

These systems are supported by wheel suspensions which react sensitively in conjunction with the Active Body Control ABC. At the front a state-of-the-art four-link system ensures optimal road roar and tyre vibration characteristics, precise wheel location and steering. The lower elements of the front axle, the steering gear of the rack-and-pinion steering, and the engine mounts are connected with an aluminium frame-type integral support which also celebrated its premiere in the new SL.

In the SL of the R 230 series the multi-link independent rear suspension, still unsurpassed for wheel location, is made entirely of aluminium for the first time, including wheel carriers and subframe. To improve the oversteer/understeer characteristics even more, the axle geometry was modified in detail.

Safety redefined

Ever since the “Pagoda” the abbreviation SL is synonymous with pioneering achievements in the areas of active and passive safety in open-top sports cars. With an entirely new, comprehensive concept the R 230-series SL clearly outstrips the previous safety standards to make it a model in the area of vehicle safety in particular for sports cars. The concept makes allowance for all aspects of active and passive vehicle safety – from accident avoidance with the aid of electronic handling dynamics systems like SBC™, Active Body Control ABC, Brake Assist BAS, acceleration skid control ASR or ESP®, to the structural integrity of the body with a high level of passenger cell rigidity in every conceivable type of accident.

Some of the things contributing to occupant protection together with the high-strength body structure: two-stage airbags for driver and front passenger, new head/thorax bags in the doors, newly developed integral seats, high-performance belt tensioners, belt force limiters, or the sensor-controlled roll-over bar, which goes into action even when the vario-roof is closed.

In the event of an accident the automatic emergency call system TELEAID (optional extra) developed by Mercedes-Benz ensures that emergency doctor and police are automatically alarmed and guided to the accident scene by satellite navigation.

Safety development between rating tests and reality

The R 230 SL series has passed the most rigorous crash tests such as an offset frontal impact at 64 km/h or the 90-degree side collision at 50 km/h, both of which are included in the European NCAP (New Car Assessment Programme) procedure and which make highest demands of the vehicle structure especially in the case of open-top cars. The engineers have devoted just as much attention to the aspect of ease of repair, which they investigate in frontal and rear impacts at a collision speed of 15 km/h in each case. The body structure of the SL affords greatest possible safety to occupants and meets the objective of reasonably priced repair.

In a frontal or rear collision at speeds above 15 km/h the bodyshell structure of the SL provides an exemplary high level of occupant protection owing to many innovative details. Around 33 percent of the bodyshell is made of high-strength sheet affording maximum resistance despite minimum material thickness. All components crucial to crash safety and body stiffness are made from high-strength steel sheet. The fuel tank is made of sheet steel and is located in a protected position above the rear axle.

Fuel economy a high priority

Fuel economy in the R 230-series SL is a topic which runs like a thread through many chapters of the design specifications. The lightweight body plays a decisive role in achieving a favourable fuel economy in all variants: bonnet, front wings, doors, boot lid, tank partition and other components consist of aluminium; especially the 1.40 metre long bonnet is a remarkable lightweight component.

The well-thought-out aerodynamics of the smooth body including underbody, designed to reduce drag, helps to save fuel as well as to minimise noise. The coefficient of drag of 0.29 for the closed car is considered a very remarkable figure; in the previous R 129 it was still 0.32 with hardtop. The open-top SL of the R 230 series has a Cd of only 0.34 (R 129: Cd = 0.40 with side windows closed).

Debut with the SL 500

In summer 2001 the SL 500 debuted first, featuring a 5-litre V8 engine (M 113) delivering 225 kW and torque of 460 Newton metres. It was one of the most powerful engines of its segment, did clearly better than the stringent EU 4 emission standards required, and accelerated the SL 500 from 0 to 100 km/ in 6.3 seconds. The top speed was 250 km/h (electronically governed). The proven five-speed automatic transmission with electronic control, two shift programs and torque converter lockup clutch were standard equipment in the SL 500. A newly developed Touchshift permitted very fast manual gear-changing.

In September 2001 the SL 55 AMG premiered at the Frankfurt International Motor Show. Equipped with a new V8 supercharged engine, it was the most powerful

Mercedes-Benz passenger car at the time. The 5.5-litre power plant (M 113) developed 350 kW and delivered a maximum, constant torque of 700 Newton metres from

2650 rpm to 4500 rpm. The car spurted from 0 to 100 km/h in 4.7 seconds; the electronically limited top speed was 250 km/h. The engine was combined with a five-speed automatic transmission including shift buttons on the steering wheel.

The AMG version was distinguishable on the outside from the SL 500 among other things by bumpers with an even more powerful styling, distinctively shaped side skirts, dark-tinted tail lights, exclusive multi-spoke wheels (diameter: 45.72 centimetres) and four chrome-plated exhaust pipes.

In the interior, the more firmly upholstered integral seats with a special perforation and coloured topstitching, high-quality aluminium trim elements with a sand-cast look, and cockpit instruments with light dials, silver-coloured symbol disks and red needles emphasised the character of this sports car.

In 2002 came the SL 350 with a 180 kW 3.7-litre V6 engine (M 112). It accelerated the car in 7.2 seconds from 0 to 100 km/h and gave it an electronically limited top speed of 250 km/h. The standard transmission was the SEQUENTRONIC automated six-speed manual transmission operated via two shift paddles on the steering wheel. The electronically controlled five-speed automatic transmission with Touchshift was available as an optional extra.

A V12 engine in the flagship model

In January 2003 Mercedes-Benz presented the SL 600 with 368 kW 5.5-litre V12 biturbo engine (M 275) as new flagship of the series. It produced tremendous 800 Newton metres of torque, already available at 1800 rpm and constant up to 3600 rpm. The newly developed Mercedes-Benz twelve-cylinder engine with two turbochargers and air-to-water intercooler, three-valve-per-cylinder technology, alternating-current twin-spark ignition and other high-tech innovations is one of the most advanced passenger car engines in the world. It affords effortless superiority in any driving situation. The SL 600 needed only 4.7 seconds to go from 0 to 100 km/h. The top speed was electronically limited to 250 km/h.

From the outside the SL 600 can be recognised by a radiator grille with discreet chrome inlays, silver-painted brake callipers, V12 emblems on the side air intakes, bi-xenon headlamps and exclusive light-alloy wheels. The front wheels have tyres of size 255/40 R 18, the rear wheels tyres of size 285/35 R 18.

Only twelve units: SL 350 “Mille Miglia Edition 2003”

Based on the SL 350, in June 2003 Mercedes-Benz presented the special model “Mille Miglia Edition 2003” to commemorate the legendary road race. Only twelve were built. They were painted in a special “Silver Arrow” metallic finish and had matt-finished aluminum shoulderline trim strips, beautifully designed light-alloy wheels (diameter: 45.72 centimetres), wide-base tyres of size 255/40 ZR 18 (front) and 285/35 ZR 18 (rear) and “Mille Miglia” badges in the air outlet grilles of the front wings and on the boot lid.

The vario-roof of the special model was made of glass and gave the passengers a panoramic view. The special features in the interior included two-tone nappa leather appointments: the seats were in “classic red”, an accent colour already used in the legendary SL sports cars of the 1950s. The roof was lined with soft Alcantara, and the trim elements on the centre console and the doors were aluminium with a matt-finished surface. With the aid of a new laser technique the designers worked the “Mille Miglia” logo and even the course of the thousand-mile race into the leather covers of the head restraints.

Other standard equipment items on the special model included the control and display system COMAND, the parking assist PARKTRONIC, multicontour backrests, CD changer and sound system. The V6 engine of the special model was combined with a five-speed automatic transmission as standard.

A special model on the 50th birthday

In 2004 Mercedes-Benz celebrated the appearance of the 300 SL in 1954 with the special model “Edition 50”, available as SL 350 and SL 500 in a series limited to a total of 550 units. The visual highlights included a matt silver-painted radiator grille with chrome trim strips, light-alloy wheels (diameter: 45.72 centimetres) in turbine design, shoulderline trim strips in a high-sheen finish, a draught-stop frame with high-sheen finish or the darkened tail lights.

In the interior, the instrument cluster was trimmed with a leather/Alcantara combination. The seats, luxury climatised seats with multicontour function as standard, had nappa leather covers; the head restraints showed a lasered “Edition 50” logo. The trim elements in the interior were made of a decorative new aluminium material or, alternatively, black ash wood. Depending on personal taste, if desired the leather appointments also could be had in two-tone condor silver/black or single-tone designo black with topstitching in quartz. A comprehensive range of standard equipment was included: for example, the radio/navigation system COMAND APS with CD changer and surround sound system, but also bi-xenon headlamps with headlamp cleaning system and PARKTRONIC.

2006: facelift for the R 230 series

Five years after launch, Mercedes-Benz upgraded the SL. The 2006 Geneva Motor Show was chosen as debut event. In particular the engines, drive system and suspension were given a sportier tuning.

The V8 engine (M 273) of the SL 500 is a new design; it now has a displacement of 5.5 litres and develops an output of 285 kW. The 0 to 100 km/h acceleration is 5.4 seconds. In the USA the vehicle is sold as the SL 550.

The six-cylinder engine of the SL 350 also is a new development. The 200 kW V6 power plant (M 272) delivers about eleven percent more output while enabling fuel savings of more than one litre per 100 kilometres. The combined NEDC consumption is 10.3 litres per 100 kilometres. The SL 350 accelerates from 0 to 100 km/h in 6.6 seconds and is thus over half a second faster than the previous model.

At the top of the model range is the V12 biturbo engine of the SL 600. Its output rose to 380 kW; the maximum torque, to 830 Newton metres. With the twelve-cylinder engine this SL speeds from 0 to 100 km/h in just 4.5 seconds.

The V6 and V8 models of the facelifted SL-Class are equipped as standard by Mercedes-Benz with the 7G-TRONIC seven-speed automatic transmission. The actively regulated suspension system Active Body Control ABC (standard equipment for the SL 500 and SL 600, optionally available for the SL 350) was further improved. It now reduces body movements in dynamic handling situations by as much as 60 percent versus the previous model.

The body design also has been discreetly updated to include new bumpers with three large openings for cooling air, a more pronounced wedge shape, and fog lamps with chromed trim rings. The radiator grille now has three louvres with chrome elements and is painted matt silver. New light-alloy wheels make for an impressive side view. The horizontally divided tail lights with red-and-white covers in clear-lens look make the muscular rear end of the SL appear still broader.

The interior was also redone, for example showing leather upholstery with a softer grain, new interior colours, aluminium trim elements with a prism pattern, and metal door sills embossed with Mercedes-Benz lettering.

From spring 2007, for models SL 350 and SL 500 a Sports package has been available for 2975 euros extra. It sets the tone in the interior with contrasting topstitching in silver, perforated leather and aluminium trim elements. The look is determined among other things by large five-spoke light-alloy wheels (diameter: 48.26 centimetres) behind which silver-painted brake callipers are visible. Perforated brake discs at the rear conduce to excellent deceleration. The 7G-TRONIC Sport automatic transmission with shift paddles on the steering wheel also is included in the configuration. The distinctive visual features furthermore include darkened tail lights.

In 2008 a comprehensive package of refinements then was applied to the R 230 series. The proven vehicle range was retained but supplemented by the SL 280 (170 kW) with 3.0-litre V6 engine (M 272), so that there are now two six-cylinder models; both engines are based on the same basic unit and have the same engine number. Also available is the SL 63 AMG, whose naturally aspirated V8 engine (M 156) develops 386 kW; as transmission it has the AMG Speedshift MCT, which features a so-called wet start-up clutch instead of a torque converter.

The most conspicuous element of the model refinement package is the new front design: it adapts the SL to the brand’s current car design and focuses attention on a broad and thus very dominant radiator grille. It enhances the powerful look of the SL face, which appears surprisingly new but at the same time very familiar. Powerdomes on the bonnet enhance the vehicle’s strong visual impression. At the rear a newly designed diffusor-look bumper creates associations with racing.

The list of further refinements for the facelifted SL-Class is long. The technical innovations now include the optional Direct-Steer system, the Intelligent Light System with five light functions adapted to typical driving situations, and the neck-level heating AIRSCARF invented by Mercedes-Benz, which can extend the open-top driving season into the cooler time of the year.

The R 230 series in the press

Regarding the Mercedes-Benz SL of the R 230 series, auto motor und sport, Germany, No. 12, 2004, noted in a test report on the SL 500: “Lots of comfort, lots of safety, solid design, a pinch of sportiness, horsepower à la carte, plenty of fresh air and, as of most recently, a hardtop in the boot – this rare blend secures the two-seater a special position that makes it virtually unrivalled.”

Autorevue, Austria, No. 7, 2008, describes the stages of open-top driving in a Mercedes-Benz SL 350 in these words: “Progressive climate stages on a cool evening: first you raise the front and rear side windows, then you ask the passenger to put up the draught-stop. Then you might switch off the seat ventilation and switch on the seat heater. The air conditioner radiates basic warmth. The Airscarf – that seductive neck-level heating system that we miss on the sofa in our living room – follows, in three heat levels. Last stage is the big roof number, amazingly graceful. And everything’s just fine.”

Shortly after the debut of the Mercedes-Benz SL 65 AMG Black Series Road & Track, USA, No. 1, 2009, wrote: “Will anyone buy an SL 65 AMG Black Series for street use? Probably not. But for those few who might, the car is quite civilized on the road. The ride is firm, but not overly so. To truly appreciate the incredible prowess of the SL Black Series, take the car to the track. Its sheer power and speed, together with confidence-inspiring handling, make it one of the most satisfying supercars in the world.”

Mercedes-Benz History: The Mercedes-Benz C 124 Series

The Coupé variant of the 124 series was introduced at the Geneva Motor Show in 1987, the first models were the 230 CE and 300 CE

The Mercedes-Benz model history features various Coupés, each stands in an exceptional way for comfort, dynamic, elegance and style and is consequently a classic right from the start. At the 1987 Geneva Motor Show the company presented the Coupés of the 124 series, which were produced up until 1996. To this day they impress with their balanced, low-key design and are thus the ideal modern classic. The coupé is an exclusive body shape and people who drive such a car have style and demonstrate an appreciation for the individual.

The 124-series Coupés, internally designated C 124, perfectly appeal to this clientele. Models 230 CE and 300 CE were the first to debut. In autumn 1989 the 300 CE-24 was added as new flagship model. One year later it was joined by the 200 CE, which was intended solely for export to Italy. The year 1992 saw the arrival of the 200 CE, 220 CE and 320 CE with up-to-date four-valve-per-cylinder engines. In 1993 the powerful E 36 AMG Coupé marked the brilliant climax of the series in regard to output.

Stylistically the Coupés of the 124 series display their affinity to the Saloon, presenting themselves with the same composed, clear lines for which chief designer Bruno Sacco was responsible. And yet their looks make them cars in their own right: the Coupés are a little shorter than the corresponding Saloons, are designed as two-doors, and their windscreen and rear window have a flatter angle. These stylistic features emphasise the character of these exclusive vehicles.

For the technology the engineers fell back on the Saloon: the Coupés have the multi-link independent rear suspension of the four-door cars and their shock absorber strut independent front suspension located by individual wishbones. The braking system also originated unchanged from the Saloons. Features like this ensure the high safety for which Mercedes-Benz stands. The passive safety is characterised by an elaborate bodyshell structure which provides crumple zones that deform according to a specific pattern and attains excellent ratings for stability and stiffness despite the lack of B-pillars.

The vehicles scored high on safety with further equipment features, such as the anti-lock braking system ABS, which was standard equipment in the 300 CE from the outset and in the 230 CE from February 1988 on. In autumn 1988 all cars of the series got a heated nearside exterior mirror and, adopted from the S-Class, a windscreen washing system with a heated washer reservoir including heated nozzles and hoses.

The innovative strength of the company found expression in details like the eccentric-sweep panoramic windscreen wiper in the 124 series, which ensured a swept area that was the largest of any car, but also the electric belt feeder, which automatically extended the Coupé seat belts to a convenient gripping position once driver or front passenger had taken their seats.

Mercedes-Benz set new standards for comfort with the 124 series. The engineers have an extremely comprehensive understanding of the term comfort: not just a pleasant atmosphere in the interior, with comfortable upholstery and high-grade materials, a sophisticated suspension system and refined engines create a sense of comfort, but the perfect interplay of all vehicle components. Drivers always have the feeling that with this vehicle they get the perfect mobility solution to suit their needs. The 124 series is a prime example of this philosophy.

The Coupés are special highlights in the model portfolio. Accordingly they have an extensive range of standard equipment which admittedly is often upgraded with further extras by the buyers of these exclusive vehicles – a plus point for all those who today look for a modern classic with many amenities.

Within a nine-year period, 141,498 Coupés of the 124 series were built. This may sound like a lot at first, but the figure is put into perspective by the overall production volume for the series: inclusive of all body variants almost 2.6 million vehicles were produced. Today there are still fairly many Coupés in daily use, but the appearance they present on the streets is what it always has been: exclusive.

And that is precisely what buyers of a 124-series Coupé today value, who see it as a modern classic. It combines comfort, dynamism and style with complete suitability for everyday use. The perfect supply of parts through the Mercedes-Benz service organisation also guarantees this – almost every part is still available. The company even has complete vehicles to offer: they are available at Mercedes-Benz Young Classics in Stuttgart for purchase or rental.

Model history: the C 124 series (1986 to 1996)

Convincing body design with timeless elegance
Various four- and six-cylinder models to choose from
Most powerful model: the Mercedes-Benz E 36 AMG

The Coupé variant of the 124 series was introduced at the Geneva Motor Show in March 1987, exactly ten years after the presentation there of the previous models of the 123 series. The first models out were the 230 CE and 300 CE. Though technically and stylistically closely related to the Saloon, the Coupé was a model in its own right.

The floor unit of the four-door was the basis, but wheelbase and overall length were 85 millimetres shorter. That and the uncompromising two-door design underscore the coupé character. Accordingly, in construction and form the body represents a completely independent variant, as was the case with the previous model. The visual commonality with the Saloon was limited to the front end up to the A-pillars, the tail lights and the dashboard. All other body parts had been redesigned. That includes the windscreen and the rear window, which were angled more flatly (1.0 and 1.5 degrees, respectively) compared with the Saloon. An important side effect of the elegant design: the low coefficient of drag with a Cd of 0.30 to 0.31 (depending on engine) appreciably reduced the fuel consumption of the Coupé versus the previous series.

Where the engineering is concerned it was a different story: the mechanical components of the Coupés were completely identical with those of their four-door counterparts. Like the Saloons they had a multi-link independent rear suspension that further improved the handling characteristics compared with the previous models, plus a shock absorber strut independent front suspension located by individual wishbones. The braking system likewise was taken unchanged from the four-doors.

The drive system technology also came from the Saloons. The debut models 230 CE and 300 CE were fitted as standard with a closed-loop catalytic converter. Optionally they could also be ordered as so-called catalyst retrofit versions in which a closed-loop catalytic converter could be installed any time subsequently, and which had a slightly higher output. This offer applied in the transitional period when unleaded petrol was not yet available everywhere. The 230 CE had a four-cylinder engine (M 102) with an output of 97 kW (catalyst retrofit version: 100 kW), the 300 CE a six-cylinder with 132 kW (catalyst retrofit version: 138 kW). A five-speed manual transmission was fitted as standard in both variants. For an additional charge a four-speed automatic transmission was available whose fourth gear was not designed as an overdrive, i.e., engine speed could be fully utilised. Externally the 300 CE could be identified by its twin tailpipes – and the model plate, unless it was deleted on ordering.

It goes without saying that the safety standard attained in the Saloons of the 124 series was adopted for the Coupés. The missing B-pillars could be compensated by reinforced A-pillars, rocker panels and doors as well as a particularly high percentage of high-strength sheet steel. This made the overall weight of the Coupés slightly higher than the Saloons’. The design engineers trod new paths in designing the end section of the roof: the interior panelling of the roof was extended slightly over the rear window, benefiting the safety and comfort of back seat passengers: in dangerous situations neither the edge of the panel nor the edge of the window were close to the head. And since the roof, despite the coupé shape, did not begin its downward slope until well to the rear, the passengers in the rear had much more headroom for themselves than one is accustomed to in a coupé. The overlapping area was visually camouflaged by a dark pattern on the rear window.

The anti-lock braking system ABS was standard equipment in the 300 CE from the outset, and in the 230 CE from February 1988 on.

A characteristic design element documenting the independence of the Coupé design compared with the other variants of the series were the rub strips combined with integral side skirts. Between the wheel cut-outs, at bumper level, they created an optical link between front apron and rear apron and, like the aprons, were painted in contrasting metallic colours.

As in the SEC Coupés a belt feeder extended the seat belt as soon as driver or front passenger took their seats. This comfort feature is necessary because the seat belts are positioned fairly well to the rear owing to the elimination of the B-pillar.

Like all models of the series, the Coupés got an extended range of standard equipment in September 1988. It now included a heated and electrically adjustable nearside exterior mirror and the windscreen washing system of the S-Class with a heated washer reservoir including heated nozzles and hoses.

Model refinement packages keep the Coupé up to date

In September 1989 at the Frankfurt International Motor Show Mercedes-Benz showed a revised intermediate class model range, including Coupés. In the Saloons and the Estate the refinements focussed on changes to the styling of the body and the redesign of the interior, while on the outside the Coupés presented themselves practically unchanged since they had been equipped from the start of their production with the side rub strips which were the most conspicuous feature of the facelifted 124 series models, and in a way served as model for the revamp of the other body variants.

The side skirts were optically upgraded with narrow polished stainless steel trim strips which continued along the tops of the front and rear aprons. In a discreet form they brought back that often missed touch of sparkling chrome after a long period of abstinence. They were complemented with chrome trim elements on the door handles and changed wheel embellishers in which the Mercedes star and a narrow trim ring on the circumference also were chrome-plated. Another new feature were exterior mirror housings painted the colour of the car. The interior also presented itself in a new design offering improved front and rear seats and numerous improvements to details.

For the facelifted 124 series, from September on the Sportline package familiar from the 201-series models also was available as an optional extra. External features were the sports suspension with wide-base tyres size 205/60 R 15 on 7 J x 15 light-alloy or steel rims and a lower-slung (23 millimetres) body. The other appointments of the package included 20-percent stiffer springs and shock absorbers along with modified interior appointments with a leather steering wheel (diameter 390 millimetres instead of 400) and leather gearshift lever as well as individual front and rear seats.

Apart from said improvements in design and appointments the revamped series 124 model range shown in Frankfurtoffered five entirely new models as well, among them a Coupé, the 300 CE-24. This powerful variant was created applying the modular principle and used the 162 kW 3.0-litre four-cylinder engine (M 104) of the

300 SL-24. Owing to the different installation conditions, however, it was not possible to use the same catalytic converter cross-section as in the SL so that the rated output was 8 kW lower. The 300 CE-24 functioned as new flagship model of the intermediate class and accordingly had a higher level of appointments including light-alloy wheels, leather steering wheel and leather shift lever, burred walnut trim, and courtesy lights in the doors. The electronically controlled five-speed automatic transmission shown in the 300 CE-24 was a world first.

Catalyst retrofit versions were no longer available. From June 1990 on the Coupé also was produced as the 200 CE featuring the tried and tested 2.0-litre four-cylinder engine (M 102, 87 kW with and 90 kW without catalytic converter), albeit exclusively for export to Italy.

In September 1992 the company showed a revised intermediate class model range – at that point two million vehicles of the 124 series had already rolled off the assembly line. If the emphasis had been on styling changes in the first facelift in autumn 1989, this time Mercedes-Benz concentrated on the engine and appointments. The engine range of the Coupé models was completely converted to four-valve technology. Two four-cylinder units with 2.0 and 2.2 litres displacement from the newly developed M 111 series replaced the two-valve-per-cylinder units. The new engines were distinguished by increased output and higher torque over the entire engine speed range; all the same, they had lower fuel consumption. The smaller engine developed 100 kW, the larger 110 kW. An increase in the volume of the catalytic converter reduced the pollutant emissions. With the introduction of the new engines the model designations changed: the 230 CE became the 220 CE; the 200 CE export model, which also got the four-valve-per-cylinder engine, was able to retain its name because the displacement was virtually identical.

The six-cylinder models, the 300 CE and 300 CE-24, were removed from the sales range and replaced by the 320 CE. Its 3.2-litre four-valve engine, which had been providing good service in the S-Class for the previous one-and-a-half years, was developed from the existing 3.0-litre four-valve unit of the M 104 series and bore the same series number, but had changed dimensions for bore and stroke. All four- and six-cylinders now had the same bore – an advantage for more flexible, economical production. The rated output of 162 kW was the same as that of the old four-valve unit, but it was reached at 5500 rpm and thus 900 rpm earlier; the peak torque was much higher and was also shifted towards the lower engine speed range.

Apart from the new engine range, the model refinements included distinctly upgraded standard appointments for all models of the intermediate class. A driver airbag and electrically adjustable exterior mirrors on both sides were part of the standard specifications from October 1992 on. Central locking and a five-speed transmission, which were included in the basic equipment of the Saloon and Estate at this time, had been standard equipment items in the Coupés from the very start of their production.

A discreetly modified radiator grille

In June 1993 all series 124 models were stylistically updated and adapted to the other model series. The most striking feature of the modified vehicles was the radiator grille, which was redesigned after the S-Class. In this so-called integrated radiator the much narrower chrome surround compared with the previous design is harmoniously integrated into the bonnet, and the Mercedes star sits on the bonnet, as in the S-Class Saloons. The changes to the light units could not escape notice: the front direction indicators were given colourless glass covers and the tail lights bichromatic covers which were coloured a uniform white-grey in the area of the indicators and reversing light. The yellow indicator light at the front and the rear was produced by colour light bulbs. Changes also were made to the wheels and the bumpers. The steel disc wheels got new hub caps in a six-hole design, and the protective mouldings on the bumpers now were painted the colour of the other detachable parts. In addition, the protective strip on the rear bumper was extended to the wheel cut-outs.

With the start of the sale of the redesigned models, in June 1993 a new nomenclature came into effect also for the 124 series. In analogy to the S-Class and the new

202-series C-Class the intermediate class now was called the E-Class. The model designations, too, now followed a modified system in which letters document that a car belongs to a certain class. The letter(s) were followed by a three-digit number which still was based on engine displacement. The “E” formerly used as suffix indicating an injection engine could be dropped since carburettor engines now belonged to the past. Mercedes also dispensed with codifying body variants like coupé and estate with a “C” and “T” since they were obvious anyway. Under the new nomenclature the two-doors now were called the E 220 Coupé and E 320 Coupé; the model plate, however, only documented the class to which the model belonged and the engine displacement.

For the Coupé aficionado with sporting ambitions, from September 1993 the E 36 AMG, a more powerful variant fitted with a 200 kW 3.6-litre four-valve engine from AMG, was available. The power plant was created at AMG from the M 104 production engine with 3.2 litres displacement. Its bore was enlarged to 91 millimetres, the stroke to

92.4 millimetres. Standard feature: a four-speed automatic transmission. The wheels and brakes were adapted to the higher power and the final drive ratio was lower (1:2.82). With discreetly enlarged chassis fairings the new flagship Coupé of the 124 series also contrasted stylistically with its less dynamic sister models. Front spoiler, side skirts and rear apron were painted the colour of the car and harmoniously integrated into the body shape; the picture was rounded off by standard-fit light-alloy wheels (diameter: 43.18 centimetres) in AMG design.

To offer less performance-minded customers a more reasonably priced entry-level model the general sales range was extended in December 1994 by the E 200 Coupé, which delivered 100 kW and previously, since mid-1990, exclusively had been built for export to Italy, Greece and Portugal.

Production of the 124-series E-Class Coupés came to an end in March 1996, nine years after their debut at the Geneva Motor Show. For Coupé lovers this meant hard times since the market launch of the successor models was not planned until summer 1997. In all 141,498 units, or easily 40 percent more compared with the previous models, were produced in Sindelfingen.

Mercedes-Benz History: The R 129 Mercedes-Benz SL-Class

The fourth SL generation was the R 129 series built from 1989 to 2001, which set standards with its design and its many innovations

Quite a few cars from Mercedes-Benz are modern classics right from the beginning. Every model of the SL series is one: the series was established in 1954 by the 190 SL, which the company explicitly described as a touring sports car. At the same time the 300 SL Gullwing was presented, which can be put in the super sports car category. The fourth SL generation was the R 129 series built from 1989 to 2001, which set standards with its design and its many innovations.

The design was the work of Bruno Sacco. It presents itself with the clear lines and strong sense of composure that characterises the appearance of Mercedes-Benz vehicles from the outgoing 1980s well into the 1990s. In the case of the SL series this is complemented by the attributes of a touring sports car – long bonnet, two seats, compact rear end, all packed into a slightly wedge-shaped body: it all goes to make the SL an icon on wheels that signals dynamism and sportiness, but also comfort and elegance as well. The perfection of its design was recognised early on: in 1990 the R 129 series was the recipient of the Car Design Award.

A driver of an SL makes a statement: it’s like travelling in assured style in an elegant, well-tailored suit. That the car is extremely comfortable and makes even long journeys pleasant is simply taken for granted – and enjoyed every kilometre of the way.

The high technological standard includes the recognised high safety level which the Mercedes-Benz engineers give the vehicles for the road. In the R 129 series this standard is manifested, for example, in the automatic roll-over bar which pops up in just 0.3 seconds when the car threatens to overturn. Or in the integral seat featuring some 20 patented detailed solutions, which absorbs energy in a side impact and incorporates among other things the three-point seat belt with belt tensioner and the belt height adjustment coupled with the head restraint adjustment. The safety features, of course, included a newly designed body which was subjected to the severest crash tests and affords the occupants the highest level of safety.

From the outset the R 129-series SL was available with two six-cylinder engines and an eight-cylinder unit. As a matter of principle, they were fitted with catalytic converter as standard. Over the years the drive units repeatedly were adapted to the latest state of the art. In 1992 the 600 SL with twelve-cylinder engine caused a sensation – the SL entered an entirely new dimension of power. The most popular model in the twelve years in which the SL was built was the 500 SL, an eight-cylinder model.

The possibility of driving an SL with the top down is an important buying criterion for many people. In the R 129 series, for the first time Mercedes-Benz gave the touring sports car an automatic folding soft top that opens and closes within 30 seconds at the push of a button. The innovations included the draught-stop, which enables draught-free open-top motoring and which since then has established itself as the standard throughout the industry. The SL is made fit for year-round operation with the hardtop, which is made of aluminium and is standard equipment in the R 129 series.

A Mercedes-Benz SL in the R 129 series is the ideal modern classic – individual, but fully suitable for everyday use, and at the same time stable in value. The brand’s service organisation helps keep it that way: almost every part is available as a spare, and perfect maintenance services are ensured. And so this modern classic may one day – perhaps faster than one thinks – become a genuine classic.

Model history: the 129 series (1989 to 2001)

Numerous innovations from the automatic roll-over bar to the integral seat
A twelve-cylinder engine in the Mercedes-Benz 600 SL
Official AMG versions available for the first time

“Car Design Award”

High torsional stiffness

New standards were set by this car also in the area of safety. Mercedes-Benz’s rigorous frontal and rear-impact crash tests for the open-top vehicle were sensational and a clear proof of the scrupulous precision with which the developers had worked. The resistance to side impact went far beyond what the law required and once again set trends for the sensible design of all details, for instance the overlapping of the doors with the sills, the cross-bracing beneath the seats, including the stiff sides of the transmission tunnel, or the high-strength steel tubes inside the A-pillars, which can withstand a roof impact. This two-shelled structure of the front roof frame in conjunction with the bonding of the windscreen to the body results in very great stability even if a one-sided load is applied to the roof frame.

Extremely sturdy integral seats

Twenty patents for solutions to various details went into this seat; its creator received the Paul Pietsch Prize and high prize money in acknowledgement of his pioneering work in 1989.

Fully automatic folding soft top

The standard-fit hardtop now was made of aluminium, and despite larger windows weighed 34 kilograms or about 10 kilograms less than the coupé roof of the previous model. As it is, uncompromising lightweight design and the extensive use of high-strength sheet steel had enabled realising a bodyshell weight of 405 kilograms, which was only 20 kilograms more than that of the previous model despite substantial improvements in structural safety.

A new suspension

The suspension conformed in principle to the familiar suspension design of the saloons of series 201 and 124. The new SL models thus had a coil-spring shock absorber strut independent front suspension with anti-dive control and wishbones, gas-filled shock absorbers and stabiliser, and a modified multi-link independent rear suspension with anti-squat and anti-dive control, coil springs, gas-filled shock absorbers and stabiliser. This guarantees excellent handling characteristics. Many components were adapted to the altered installation conditions and stresses and loads in the SL; the axle geometry also was matched to the special demands on the driving characteristics and comfort.

The first facelift

The second facelift

Proven engine technology right from the start

From 1989 to 1993 there was also the 300 SL-24 model featuring a newly designed four-valve-per-cylinder six-cylinder engine (M 104). This engine is based on the M 103, and its parts are mostly identical with those of the two-valve counterpart. New were the four-valve cylinder head and map-controlled electronic intake camshaft adjustment, used for the first time at Mercedes-Benz. In conjunction with a higher compression ratio and an electronic ignition system with anti-knock control, the result was a 29 kW increase in output over the M 103 to 170 kW. The performance of the 300 SL-24 was thus noticeably sportier despite almost identical fuel consumption (top speed: 240 km/h, 0 to 100: 8.4 seconds), but had to be bought at an additional cost of almost DM 10,000. The successors to these two models in the years 1993 to 1998 were the SL 280 (2.8 litres displacement, 142 kW) und SL 320 (3.2 litres displacement, 170 kW), both with four-valve-per-cylinder six-cylinder engines from the M 104 series.

The car that attracted particular attention at the 1989 Geneva Motor Show was the

In autumn 1992, when the 600 SL appeared, the engine of the 500 SL was slightly revised. The version of the four-valve V8 with Bosch KE-Jetronic used previously was replaced by the “standard-deck engine” which was already being used in the 500 E (W 124) and in the saloons and coupés of the S-Class (140 series). Characteristic features of the new engine were the modified crankcase, whose deck height was now identical with that of the 4.2-litre unit, and the electronic injection system Bosch LH-Jetronic with mass air flow sensor. As in the V12 engine, full load enrichment was dispensed with here to reduce the pollutant emissions – a measure affecting not only the SL, but all other car models with V12 and V8 engines too. In the case of the 5.0-litre engine this meant the loss of 4.4 kW output (now 235 kW). But for all practical purposes this hardly made itself felt in the performance.

From June 1993 onwards the 500 SL was called the SL 500 owing to a reform of the nomenclature; this reversal of the model designations applied as a matter of principle to all Mercedes-Benz models.

The twelve-cylinder arrives

In October 1992 the dream of many a friend of the SL came true: three-and-a-half years after the presentation of the R 129 series, it too was now available with the 6.0-litre V12 engine, which had already proved itself in the saloons and coupés of the 140-series

S-Class. To further reduce pollutant emissions the injection system was modified and full-load mixture enrichment dispensed with. In the 600 SL, known from June 1993 as the SL 600 and, all told, available from 1992 until 2001, the most powerful engine in the passenger car sales range mobilised 290 kW and made brilliant performance possible: at 6.1 seconds the acceleration was slightly better than that of the 500 SL; the top speed likewise was governed at 250 km/h. The twelve-cylinder was a model of smoothness and turbine-like power delivery. Above all, its imperturbability in high speed regions and the impressive and simultaneously refined manner in which it reached top speed characterised the 600 SL.

The 1995 facelift brought improvements to the engines and transmissions of the SL 500 and SL 600 models. From September 1995, both featured a five-speed automatic transmission with torque converter lockup clutch, a completely new development that replaced the previous hydraulically controlled transmission. The heart of this technical wonder was an electronic transmission control that quickly and automatically adapted shifting behaviour to every driving situation and permanently exchanged data with the electronic engine management. Apart from these forward-looking innovations the automatic transmission was appreciably more compact and lighter than comparable five-speed units. The engines were revised once more to cut fuel consumption and pollutant emissions further. For this purpose the 5.0-litre V8 engine got a modified crankshaft, optimised valve timing, lighter pistons, individual ignition coils for each cylinder as well as an improved electronic engine management system called Motronic ME 1.0. Fewer changes were made to the design of the V12 power plant and merely concerned the configuration of the ignition coils and the electronic engine management. As a result of the various modifications to the engine and the use of the new automatic transmission, the fuel consumption of the SL 500 and SL 600 could be reduced by ten percent with output remaining unchanged.

V-engines instead of in-line engines

Mercedes-AMG GmbH

Anyone still not satisfied with the output and prestige afforded by the eight-and twelve-cylinders could turn to AMG in Affalterbach, not far from Stuttgart. Since 1990 a cooperation agreement existed between AMG and Daimler-Benz AG. Effective 1 January 1999 AMG then became a 51-percent subsidiary of the then DaimlerChrysler AG and took the name Mercedes-AMG GmbH.

The special models of the R 129 series

In 1998 another “Special Edition” arrived, available for all models except the SL 60 AMG; 500 units were built. Obsidian black was chosen as exterior paint finish; the leather seats were in designo red with black topstitching. The SL 280 was given the five-speed automatic transmission as standard equipment.

Various special series were created upon the request of individual markets, for instance the “40th Anniversary Roadster Edition” (USA, 1997, 750 units of models SL 320 and SL 500 and 35 AMG SL 60 Limited Edition models), in celebration of the coming of the Mercedes-Benz 300 SL Roadster in 1957; “designo MB UK” (England, 1998, 150 units), “designo MB Japan” (Japan, 1998, 67 units), “designo Vintage Edition UK” (England, 2000, 49 units, models SL 280 and SL 320), “designo Heritage Edition UK” (England, 2000, 49 units, models SL 280 and SL 320), “Silver Arrow Edition USA” (USA, 2001, 1515 units of model SL 500, 100 units of model SL 600) and “Silver Arrow Edition UK” (England, 2001, 100 vehicles, 500 SL model).

The successor arrives

Production figures for the Mercedes-Benz 129 series

Models	Internal designation	Production period: preproduction to end	Number of units
SL 280	R 129 E 28	1993 – 1998	10,319
SL 280*	R 129 E 28	1997 – 2001	1704
300 SL	R 129 E 30	1988 – 1993	12,020
300 SL-24	R 129 E 30	1988 – 1993	26,984
SL 320	R 129 E 32	1993 – 1998	32,223
SL 320*	R 129 E 32	1997 – 2001	7070
500 SL / SL 500	R 129 E 50	1988 – 1998	79,827
500 SL**	R 129 E 50	1997 – 2001	23,704
600 SL / SL 600	R 129 E 60	1991 – 2001	11,089
SL 55 AMG	R 129 E 55	1999 – 2001	***
SL 60 AMG	R 129 E 60 AMG	1993 – 1998	***
SL 73 AMG	R 129 E 73	1999 – 2001	***
Total			204,940

* With V6 engine ** With M 113 engine *** Not separately documented

Two Classic Mercedes-Benz Models to Be Featured in High Museum of Art Exhibition

A 1937 540 K Special Roadster and a 1955 300 SLR are two of the models on display at "The Allure of the Automobile" exhibition in Atlanta

A Mercedes-Benz 1937 540 K Special Roadster and a 1955 300 SLR are among 18 of the world’s rarest and most brilliantly conceived cars from the 1930s to the mid-1960s on display at “The Allure of the Automobile” exhibition at the High Museum of Art in Atlanta from March 21-June 20, 2010.

Mercedes-Benz 540 K Special Roadster

The Mercedes-Benz 540 K Special Roadster is recognized for its presence, panache, and power on the road. The twenty-six 540 K Special Roadsters, among the total of 419 540 K’s produced from 1936-1939, were designed to be the most dominant on the road and built to the highest standards at Mercedes-Benz in-house coachworks Mercedes-Benz Karosserie in Sindelfingen.

Advanced for its era, the 540 K’s front suspension consists of independent, unequal-length wishbones and coil springs; the rear end features an independent, coil-sprung swing axle. The transmission includes a semi-automatic four-speed (functioning automatically on the top two gears). The 5.4 liter engine producing 180 hp includes a crankshaft driven Roots-type supercharger adding 65 hp when the throttle is fully depressed. The lighter Special Roadster was built to reach a top speed 105 mph despite a considerable 5,500 lb. curb weight and seventeen-foot length. The 540 K was engineered by Gustav Rohr, who also worked on Mercedes-Benz’s Grand Prix racecars.

Mercedes-Benz 300 SLR

The Mercedes-Benz 300SLR resembles the iconic 300SL in terms of its looks, but underneath its racing sports car bodywork, it boasts state of the art FormulaOne engineering known from the legendary W 196 R Grand Prix race car from the 1950s.

Developed by Rudolf Uhlenhaut, Chief Engineer and Technical Director of the Daimler-
Benz Motorsport Department, the 300 SLR racing sports car features a three liter, eight cylinder engine canted at a 53 degree angle to make a particularly low engine hood possible. The 300SLR lightweight space frame, similar in concept to that of the 300SL, carried an aerodynamically optimized bodywork made of a light magnesium alloy.

While the configuration of the 300 SLR’s racing sports car engine – two engine blocks, each with four cylinders, a shared crankcase and centrally arranged output shaft – was reminiscent of the Grand Prix race car’s engine, the new engine had been cast out of aluminum alloy for the first time. The engine also featured desmodromic valve actuation and fuel injection, which was still very much a novelty at the time.

The front suspension of the racing sports car consisted of double wishbones connected to horizontally mounted torsion bar springs and telescopic shock absorbers. The negative-camber rear wheels were mounted to a single-joint swing axle. Inboard drum brakes were used to decelerate. The racing sports car had a top speed of well over 300km/h, engine output up to 310 hp and a weight of roughly 830kilograms.

“The Allure of the Automobile” exhibition is a result of the creative efforts of Ron Labaco, curator of decorative arts and design at the High Museum of Art in Atlanta, and Ken Gross, guest curator of the exhibition, as well as the former director of the Peterson Automotive Museum in California and judge at the Pebble Beach Concours d’Elegance for the past twenty years. The exhibition traces the evolution of the motorcar, examining the contrasts between European and American design, and significant changes in automotive styling and engineering before and after World War II. The featured automobiles including Bugatti and Duesenberg have won awards at prestigious events such as the Pebble Beach Concours d’Elegance, broken records on racetracks, and some were previously owned by such noted car enthusiasts as Hollywood legends Clark Gable and Steve McQueen. For more information about the exhibition, visit www.high.org/autos.

Mercedes-Benz History: The Mercedes-Benz 300 SL

Eternal youth is a miracle bestowed on a small number of cars, and the Mercedes-Benz 300 SL coupe is one of this elite group

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 History: Motorsport is Mercedes-Benz Automotive History

Since the 19th century, race cars, racing sports cars and rally cars made in Stuttgart have consistently been ahead of the field

From the first automotive competition in history to its return to the Formula One championship with a works team for the 2010 season, the racing activities of Mercedes-Benz tell a success story that has its roots in the early days of the automobile. Since the 19th century, racing cars, racing sports cars and rally cars made in Stuttgart have consistently been ahead of the field in sporting competition. Their triumphs are testimony to the innovative engineering, the drivers’ will to win, and efficient teamwork. Outstanding moments in the brand’s racing history include participation in the world’s first automobile competition in 1894, its first grand prix victory in 1908, the era of the supercharged car from 1922 onwards and, of course, the Silver Arrow era. These are the foundations on which recent victories in Formula One and the German Touring Car Masters (DTM) are built.

It is impossible to detach such racing success from the brand’s routine work in laboratories, workshops and production halls. On the contrary, motorsport has an interdependence with top-quality products from all other areas, since experience from the development of competition vehicles feed into series production, and the skills of the engineers from the comprehensive product portfolio of the global Mercedes-Benz brand and its predecessor companies provide the inspiration needed to constantly improve its racing cars. Particularly impressive is the direct exchange of engineering and expertise evident in the early decades of motor racing.

But in the larger context this interaction can still be found today. Engineering competence pairs up with the excitement of competition in the commitment to motor racing. In the global environment, customer demands and markets change and the company is constantly forced to adapt. Many technical innovations that have opened up new vistas in car manufacturing have their roots in pioneering developments of the race engineers. This was demonstrated, for example, at the exhibition “Fast Forward: 20 ways F1TM is changing our world”, which opened in March 2009 at the Science Museum in London. The exhibition, a joint production between Team Vodafone McLaren Mercedes and the Science Museum, showed examples of how technology developed for Formula One has also been used in such everyday technologies as cycle design, medicine and furniture-making. Organisational processes applied to pit stops in motorsport even serve as improvement models in emergency medicine.

People and cars are the protagonists of racing. But without the team and the brand, neither top drivers nor the best racing cars can win. In motorsport, therefore, every race demonstrates anew that collective performance is what makes the difference between success and failure. Team, technology and tactics must smoothly dovetail. And so the importance and excitement of racing does not end once the chequered flag is waved: a brand like Mercedes-Benz, which is fully committed to motorsport and to winning, promotes its own products far beyond the racing circuit. This is tried-and-tested knowledge at Mercedes-Benz and its predecessor brands. The Benz annual report of 1907/08 reported: “We consider the extra cost of racing an absolute necessity if we are to defend the rightful position of our brand in international competition.”

Motorsport as a leitmotif of brand history

Even in its early days, during the outgoing 19th and early 20th centuries, the automobile demonstrated its capability and reliability in the first competitions. Vehicles from Daimler and Benz took part in all the prestigious events throughout Europe and all over the world. They won races and broke one speed barrier after another in record attempts. Impressive examples of this include the first Mercedes of 1901 and the record-breaking 200 hp Benz, which in 1909 became the first automobile to exceed the magic mark of 200 km/h, held the land speed record of 228.1 km/h from 1911 to 1924, and rejoiced in the honorific title of ‘Blitzen-Benz’, the Lightning Benz.

The merger of Daimler-Motoren-Gesellschaft (DMG) with Benz & Cie. in 1926 to form Daimler Benz AG also brought about the merger of the two brands’ racing activities. The supercharged Mercedes-Benz sports cars dominated this period in the late 1920s, winning all major events. The K, S, SS, SSK and SSKL models, a family known as the ‘White Elephants’, wrote automotive history.

The Silver Arrow era, which was interrupted by the Second World War, lasted from the 1930s to 1955. Under the Silver Arrow name brand historians subsume a whole family of racing cars, record-breaking vehicles and racing sports cars which were distinguished by their silver-painted body and superb engineering. Prior to the war

Mercedes-Benz dominated the European grand prix scene with its Silver Arrows. Then in 1952 the Silver Arrows staged a comeback with the 300 SL racing sports car, back-to-back titles with the W 196 R in the Formula One world championship in 1954 and 1955 and victory in the sports car world championship with the 300 SLR (W 196 S) in 1955.

In the face of the great challenges raised by the development of new passenger cars, the Stuttgartbrand withdrew from motorsport for several years in 1955. But private teams, supported by Mercedes-Benz, carried on the motor racing tradition, especially in international rallies. Highlights were provided by a wide range of model series, including the W111, C/R107, W115/114 (Stroke Eight), W113 (Pagoda) and the G model.

Success in everything from rallies to long-distance marathons such as the Paris – Dakar came not just to Mercedes-Benz passenger cars, but also to the various Unimog models and all-terrain trucks.

Heavy-duty commercial vehicles from Mercedes-Benz were also the stars of truck racing. In 1989 Axel Hegmann driving for Mercedes-Benz won a first European Truck Racing title in Class C (14,101 cc – 18,500 cc displacement), and in 1990 he repeated the feat in Class A (max. 11,950 cc displacement). Numerous victories followed, even after revision of the classification for the 1994 season (race trucks and super race trucks). The titles in 2007 (Markus Bösiger) and 2008-2009 (David Vršecký) went to drivers for the Daimler brand Freightliner.

Alongside the racing cars and racing sports cars the company has also regularly produced record-breaking vehicles. Some have been based on experimental vehicles such as the C 111; other are derived from series vehicles, such as the Mercedes-Benz 190 E 2.3-16 Nardo of 1983.

In the 1980s Mercedes-Benz returned to the racing circuits, initially with Group C racing sports cars and racing touring cars. In the German Touring Car Championship (DTM) and the International Touring Car Championship (ITC) Mercedes-Benz was three times champion and four times runner-up between 1986 and 1996. Then in 1994 came the return to Formula One with Sauber (1994) and McLaren (from 1995). During this period world driver’s titles were won by Mika Häkkinen (twice, in 1998 and 1999) and Lewis Hamilton (2008) and one constructor’s title for Team West McLaren Mercedes (1998). There were also ten runners-up places in the championship. A new era began in 2010, when Mercedes-Benz returned to Formula One with its own works team and engaged Michael Schumacher as its number one driver. The engines from Mercedes-Benz High Performance Engines will be used not just by Team Mercedes Grand Prix Petronas, but also by Vodafone McLaren Mercedes and Force India F1.

Since 2000, Mercedes-Benz has also competed in the new DTM, taking overall victory in 2000, 2001, 2003, 2005 and 2006. In 2003 the team even swept the first three places, with Bernd Schneider as overall winner followed by Gary Paffett and Christijan Albers.

More than a century of motorsport under the three-pointed star: the history of Mercedes-Benz is inseparably linked with the history of motor racing. And in retrospect sporting involvement repeatedly has proved to be a driving force for the rapid advancement of motor vehicle technology. Viewed in this light, motorsport also opens a window on the future.

Mercedes-Benz History: Mercedes Silver Arrows Return to Formula One in 1954

The Silver Arrows sealed a one-two victory on the Reims circuit, the streamlined speed machines finishing ahead a full lap

July 4, 1954 was a golden day for German sport. Whilst the national football team was lifting the World Cup in Bern, Switzerland, over the border in France Mercedes-Benz was celebrating its return to Grand Prix racing in equally majestic fashion. The Silver Arrows sealed a one-two victory on the Reims circuit, the streamlined speed machines finishing a full lap ahead of their pursuers. The rivals were stunned.

The automotive world had come to expect the unexpected from Mercedes. However, the team’s scarcely believable performance after fifteen years away from the Grand Prix arena was era-defining stuff. The secret was an obsessive pleasure in achieving perfection, reflected in the team’s preparation, the technical make-up of the cars and the performance of the overall package in the race itself.

The decision

The Daimler-Benz Board meeting in Stuttgart in March 1953 was a routine affair until the subject turned to motor sport, how the company could be most effectively involved and whether competitive action on the track could be used to boost exports. The decision was duly taken to bring the Mercedes-Benz brand back into Grand Prix racing the following year.

The preparations

The strategists and engineers had just about one year in which to build a competitive racing car more or less from scratch. It received the internal designation W 196 R and was a completely new design – too much had changed in the rules and regulations of Grand Prix racing, and automotive technology had also moved on in the company’s absence from the track. For instance, the 1954 season brought with it new regulations limiting the cars to either 2.5 liter naturally aspirated engines or 750 cc supercharged units.

Mercedes plumped for the naturally aspirated option, the superior output and torque potential at low engine speeds, broader overall rev range and lower fuel consumption of this design tipping the scales in its favor. The result was an eight-cylinder in-line engine constructed out of two blocks of four cylinders with central power output and tilted to the right in the engine bay in order to lower the car’s center of gravity. Although the initial design featured four Weber twin carburetors, the decision had already been taken to have a mechanical direct injection unit in place come race day. The Bosch system on offer improved output and fuel economy but would only just be ready in time. Another special feature of the engine was its desmodromic valve control. Rather than relying on spring pressure, the engineers adapted the system so that a rocker arm not only opened the apertures but also closed them again (forcibly) in order to ensure efficient performance at high engine speeds. These ingredients combined to produce smooth power development throughout the speed range and make the engine extremely robust. The engine initially developed 257 hp at 8250 rpm, later squeezing out as much as 290 hp.

The space frame concept had already proved highly successful in the 300 SL racing sports car for the 1952 season, convincing Mercedes-Benz to use the same concept in the W 196 R as well. The frame’s tubular bars only needed to withstand compression or tension loads. At 36 kilograms the frame may have been extremely lightweight, but it was also deceptively strong. The sophisticated chassis of the W 196 R with double wishbones, single-joint swing axle and low pivot point also constituted an impressive feat of state-of-the-art automotive engineering.

The body of the Mercedes-Benz W 196 R which lined up on the grid in Reims prompted widespread amazement. The new racer was covered from head to toe (and including the wheels) in an extremely lightweight and streamlined magnesium body. This ground-breaking design, which needed a loop-hole in the race regulations to see the light of day, gave the W 196 R a huge boost on high-speed circuits such as Reims. Indeed, the car’s performance advantage over the less aerodynamic monoposto design of its rivals was quantified at a remarkable four seconds per lap. The only drawback for the Mercedes drivers was that they could no longer take their bearings from the wheels when lining up the apex of the next corner. The W 196 R later appeared with a monoposto body on twistier circuits which demanded greater agility.

The final weeks

Racing manager Alfred Neubauer had assembled a team of three drivers: Juan Manuel Fangio, Karl Kling and the talented youngster Hans Herrmann. The moment their W 196 R racers were ready for action, the three drivers embarked on an unremitting program of testing, first and foremost on the Hockenheimring. On June 21, 1954, they were registered for the race in Reims by telegram. One day later, the team arrived in Reims for a private practice session, the French authorities having sealed off the public roads which made up the race course to regular traffic. The engines were proving to be remarkably reliable, with technical problems conspicuous only by their absence. The team’s lap times were extremely promising.

Practice

On Friday July 3, the cars and drivers arrived for another practice session. The Silver Arrow engines now enjoyed the added benefits of a direct injection system, delivered bang on schedule. Whilst the power units for Fangio’s W 196 R and Kling’s car (chassis numbers 3 and 5) had proved their mettle on the test bench in Stuttgart, time constraints meant Hans Herrmann’s engine (chassis number 2) had been forced to skip this extra fine-tuning stage.

The qualifying session on Saturday was extremely successful. Fangio and Kling would begin the race from first and second on the grid with only the 1953 World Champion Alberto Ascari for company on the front row in his Maserati. Behind them was the first of the Ferraris, piloted by José Froilan Gonzalez, and Onofre Marimon in the second Maserati. Hans Herrmann qualified on the third row in his Silver Arrow and was flanked by Thailand’s Prince Bira, also in a Maserati, and Ferrari driver Mike Hawthorn. It was an illustrious field, illuminated by some of the defining names of the era.

Despite the apparent success of practice and qualifying, there was still a palpable sense of unease in the Mercedes-Benz camp, with average fuel consumption too high for comfort. It was a rather rainy weekend, and the wet track appeared to be pushing up the amount of gasoline required. Rudolf Uhlenhaut it was who came up with the solution. He climbed into his lightning-quick 300 SL and set out on the road to Stuttgart. There, he had three auxiliary fuel tanks put together overnight before heading back to Reims where the tanks were installed at the last minute, to complete the 506 kilometer race without refueling.

The race

It was July 4, 1954 and 40 years to the day since Christian Lautenschlager had sealed victory in the 1914 French Grand Prix in Lyon at the wheel of his Mercedes. Now three Silver Arrows of the new generation were lining up at the start of the 41st Grand Prix d l’ACF in a 21-strong field. The 8.301 kilometer triangular course outside the city of Reims was to be completed 61 times, taking the cars on a journey spanning a full 506 kilometers. The Reims circuit put the cars’ brakes and engines under extreme loads – two of the three corners were extremely tight, one hauling the racing machines down to 80 km/h, the second demanding fierce deceleration from 260 km/h to 60 km/h. It was a spectacle enjoyed by 300,000 spectators at the trackside.

At 2.45 p.m. sharp the starting flag sent the cars roaring on their way. Ascari’s race was over almost before it had begun, his engine giving up the ghost on lap one. That meant that Gonzalez and Hawthorn were now breathing down the necks of Fangio (car number 18) and Kling (car number 20). Hans Herrmann (car number 22), meanwhile, was flying and caught up with the leaders. After seven laps, he had left Hawthorn in his slipstream and four circuits later he passed his teammate Fangio. This supreme effort included a lap record of two minutes and 32.9 seconds at a speed of 195.463 km/h. The W 196 R cars now occupied the top three places and the field was strung out around the track. Gonzalez, however, refused to buckle, attacking once more and reclaiming third position. His resurgence, though, lasted only a few more kilometers before the engine blew and man and machine disappeared under a cloud of smoke. Hawthorn had already been forced to retire from the race by that point, leaving the three silver Mercedes-Benz out on their own.

“And that’s how we would have finished,” recalls Hans Herrmann. Unfortunately, the young driver’s luck deserted him spectacularly on lap 17. “The engine suddenly lost all output and eventually shut down completely.” In the end, it seemed the engine’s lack of time on the test bench had come back to haunt him.

By the time the drivers crossed the line for the 36th time, the field had been whittled down to just seven cars. Only Fangio and Kling were still looking lively and lapping at an even pace. The crowd were entranced as the two drivers took turns to hold the lead, the cars flying past in a blur of excitement. As for the duel of the elements, the sun eventually prevailed on the 42nd lap, lighting up the Champagne countryside and bathing the circuit in a warm glow. Ten laps to go, and the pack were now almost the length of the circuit behind the runaway leaders, with Fangio and Kling locked in a battle of their own. As they entered the penultimate lap, however, German radio commentator Reiner Günzler thought it was all over. “Karl Kling’s won the race! He’s 15 meters ahead of Fangio! Over the last few meters he’s turned the screw again – although you have to say he’s not really eased off all afternoon.” After 500 kilometers of racing Kling looked the clear winner, but there was still one lap to go. “And it’s not over yet … full power through to the finish line … both of them neck and neck … and Fangio’s done it! Can you believe it? I’ll get it right this time. Fangio has won the French Grand Prix.” The Argentinean had indeed edged home by just half a car’s length, and Mercedes-Benz could celebrate a one-two victory 40 years after Christian Lautenschlager had tasted glory for the brand. In third place and a lap behind was Ferrari privateer Robert Manzon, prevailing in a private head-to-head with Prince Bira.

As they came to a halt, the two Silver Arrows were surrounded by a fascinated crowd. Indeed, the police had to form a corridor for the two drivers’ wives and other members of the Stuttgart-based team to greet the drivers. A flood of telegrams duly arrived, including one from the German football squad in Bern.

Daimler-Benz had every cause for celebration. The company had made a quite sensational return to Grand Prix racing and breathed fresh life into the history of the Mercedes Silver Arrows. The German magazine “Spiegel” featured racing manager Alfred Neubauer on its July 28 front cover with the pertinent caption “Win first, refuel later”.

The one-two finish in Reims was repeated five times in 1954/55, with four other victories bringing the team’s record to a total of ten wins in 13 Grand Prix races, plus several second, third and fourth-place finishes. Juan Manuel Fangio clinched the drivers’ title in the World Championship in that year as well as the following one. The return of Mercedes-Benz to Formula One had been a compelling success.

History of the New Powertrain with the 5.5-Litre V8 Biturbo Engine

The impressive attributes of the powerful eight-cylinder engines produced by Mercedes-AMG have their origins in motor racing

Powerful eight-cylinder engines with a thrilling power delivery and an emotional sound experience – a traditional strength of AMG. The V8 power units from Affalterbach combine high-tech derived from motorsports with the smooth running and exemplary reliability that are the hallmarks of a Mercedes.

The impressive attributes of the powerful eight-cylinder engines produced by Mercedes-AMG have their origins in motor racing. Founded in 1967, the company started with the development of powerful racing engines, and soon used the resulting findings to develop high-performance road models. AMG is regarded as a pioneer in the customising/tuning sector, and over the last four decades it has developed into a manufacturer of exclusive high-performance automobiles thanks to continuous technical innovation.

AMG V8 engines have always been in a class of their own. It all started in 1971, with the 6.8-litre, 315 kW (428 hp) racing engine in the legendary 300 SEL 6.8 AMG. At the 24-hour race in Spa-Francorchamps (Belgium), this fast Mercedes saloon immediately secured a highly acclaimed class victory and second place overall. The powerful eight-cylinder racing engine made AMG known throughout the world overnight. Soon AMG also had a suitable engine available for S-Class customers in search of more power: on the basis of the 184 kW (250 hp) V8 engine of the 300 SEL 6.3, the company developed a 206 kW (280 hp) eight-cylinder unit which gave the luxury saloon the performance characteristics of a sports car.

More than 300 km/h in the 300 CE 5.6 AMG – “The Hammer”

Subsequent AMG high-performance engines also provided unprecedented driving pleasure in other Mercedes models. For example the five-litre V8 engine with 203 kW (276 hp), which gave the Mercedes-Benz 280 CE 5.0 AMG a dynamism previously unknown in this vehicle class in 1983. Just one year later AMG came up with a completely independently developed V8 unit featuring four-valve technology and an output of 250 kW (340 hp) – a sensational figure at the time. In 1986 the V8 engine, which had meanwhile been uprated to 5.6 litres and an output of 265 kW (360 hp), gave the 300 CE 5.6 AMG a maximum speed of no less than 300 km/h – as was even reported on the evening television news . American fans respectfully referred to the fast AMG Coupé as “The Hammer”. The last evolutionary stage of the eight-cylinder powerpack appeared in 1988: from a displacement of six litres, the four-valve unit developed a maximum output of 283 kW (385 hp) and a torque of 566 Newton metres.

As the sporty top model in the completely new Mercedes-Benz E-Class with the twin-headlamp face, the E 50 AMG had its debut in 1996 with a five-litre AMG V8 engine developing 255 kW (347 hp). One year later AMG surprised the motoring world with a 4.3-litre V8 engine in the C-Class: the C 43 AMG developed 225 kW (306 hp), and was also available as an Estate model. In 1997 AMG also presented the newly developed 5.5-litre eight-cylinder engine with 260 kW (354 hp), three-valve technology and twin-spark ignition. The M 113 initially gave effortless performance to the E 55 AMG, but within a short time it was also used to power other AMG high-performance cars such as the CLK 55 AMG, ML 55 AMG, SL 55 AMG, S 55 AMG, CL 55 AMG and G 55 AMG. Uprated to a peak of 270 kW (367 hp) and 510 newton metres, it also gave a suitably dynamic performance to the C 55 AMG, the CLK 55 AMG Coupé and Cabriolet and the SLK 55 AMG.

Displacement of 5.5 litres, eight cylinders and supercharger technology

As a major milestone in the history of AMG engine development, the supercharged 5.5-litre V8 (M 113 K) with up to 380 kW (517 hp) and 720 newton metres of torque celebrated its debut at the end of 2001 in the SL 55 AMG, followed by the S 55 AMG, CL 55 AMG, E 55 AMG, G 55 AMG Kompressor and the CLS 55 AMG. The supercharged AMG 5.5-litre V8 unit was voted the clear winner in the “International Engine of the Year Awards” in 2003. In the “Best Performance Engine” category, it won a victory over well-established competitors by a wide margin. A further development of the supercharged V8 engine developing 428 kW (582 hp) and 800 newton metres powered the highly exclusive CLK DTM AMG. The supercharged V8 engine of the Mercedes-Benz SLR McLaren presented in 2003 was a special case, as it was a completely independently developed, high-tech eight-cylinder with dry sump lubrication. This delivered an impressive peak of 478 kW (650 hp) and 820 newton metres.

Naturally aspirated eight-cylinder engine with a displacement of 6.3 litres and an output of up to 420 kW (571 hp)

2005 saw the debut of the AMG 6.3-litre V8 engine; depending on the model, this naturally aspirated, high-revving unit known as the M 156 developed up to 386 kW (525 hp) and 630 newton metres. In 2009 this V8 engine currently used in nine AMG high-performance cars won the “International Engine of the Year Award“ in the “Best Performance Engine” category.

Exclusively reserved for the brand-new Mercedes-Benz SLS AMG super-sports car, the M 159 also has a displacement of 6.3 litres, a peak output of 420 kW (571 hp) and a maximum torque of 650 newton metres. To ensure a low centre of gravity and allow maximum lateral acceleration, this eight-cylinder unit designed as a front-mid-engine features dry sump lubrication.

“AMG Performance 2015” as the continuation of a success story

Mercedes-AMG is continuing this impressive story with the AMG 5.5-litre V8 biturbo engine and the AMG SPEEDSHIFT MCT 7-speed sports transmission. The “AMG Performance 2015” strategy reflects the company’s commitment to continuous reductions in both the fuel consumption and emissions of new models – also with future engine/transmission combinations – while reaching new heights with the central brand value of “performance”.