Mercedes-Benz SL Class, 1985-1989

Four years after the presentation of the energy concept the SL models were again thoroughly modernised and presented at the International Motor Show in Frankfurt in September 1985. There were minor external changes, improved front wheel suspension and above all, a new range of engines.

A new 3-liter six-cylinder engine, which had been introduced in the medium sized W 124 series nine months before, replaced the proven 2.8-liter dohc-engine, as in the S-Class. A 4.2-liter V8-engine was also new and replaced the 3.8 not only in the SL, but also in the S-Class saloons and in the SEC coupés. The 5-liter engine was also modified; it now had electronic ignition and Bosch KE-Jetronic with electronical-mechanical injection control and developed an output of 245 hp.

The most spectacular addition to the engine range was a 5.6-liter V8 with 272 hp, which was obtained by giving the 5-liter a longer stroke. For the domestic market, the 5.6 was not used in the SL, however, but only in the S-Class saloons and coupés. The 560 SL was only exported to the USA, Australia and Japan, but as a detuned version with a catalytic converter and only 230 hp because of the emissions regulations in these countries.

The production of the 300 SL - 560 SL ended in August 1989, more than 18 years after the first 350 SL was built. The 107 SL series thus set a record for Mercedes-Benz that is unlikely to be broken: no other Mercedes-Benz model series was produced for such a long period. A total of 237,287 of these cars came out of the Sindelfingen plant, a figure that demonstrates just how popular the 107 series was.

Its successor was the 129 SL series with three models, which was presented to the public in March 1989.

The Mercedes-Benz R 107, 1971-1985

In spring 1971, another production sports car was presented with the Type 350 SL, replacing the 280 SL, which had been built since January 1968. Technically, this model was a brand new development which had almost nothing in common with its predecessor. However, the same basic components had already been used in other Mercedes-Benz models: Front and rear wheel suspension was basically the same as that of the " Stroke Eight" models and the V8-engine was a familiar feature of the saloons, coupés and convertibles of the 280 SE 3.5 Type.

With respect to the general concept the differences were less clear: Like its predecessor, the 350 SL was a two-seater with fully retractable roadster hood and removable hard top. However, the new model, represented a once and for all departure from the uncompromisingly hard sports car, - and, incidentally, even the "Pagoda SL", too, was not a true representation of that type - in favor of a more comfortable yet powerful luxury two-seater. The 350 SL - with the internal code name R 107 - was equipped with numerous innovative details, which were to result in increased passive and active safety and set the course for the future development of passenger cars. The fuel tank was no longer located in the rear of the car but had been transferred to a collision-proof position above the rear axle. In the passenger cabin, an upholstered dashboard, flexible or retractable switches and buttons and the new four-spoked steering wheel with an in-built rebounding device and a broader upholstered center-piece provided a maximum of safety in case of collision.

New wind deflector profiles at the A-pillars, which served as drainage rails for dirt water in heavy rain and kept the windows clean even in poor weather conditions guaranteed very good vision. Further details, adding to the safety of the car, were clearly visible indicators as well as large taillights, which, thanks to their ribbed surface profile, were almost completely soil-repellent.

Half a year after the launch of the 350 SL a sister model was presented at the Paris Motor Show; this was the Type 350 SLC, a four-seated coupé with fixed roof, which technically and stylistically, closely resembled the roadster, but had a wheelbase which was 360 mm longer. In April 1973, both models, roadster as well as coupé, had also become available with a 4.5-liter V8-engine with increased cubic capacity. A low-compression 195 hp version of this engine, which had been revised to comply with the US-legislation on emissions, had been available for exports since July 1971 and, with the North-American design of the 350 SLC, since July 1972.

In July 1974, the SL model range was again extended: following the oil crisis in 1973, roadster and SLC coupé were now available with the 2.8-liter dohc-injection engine, which had proven its worth for two years in the "Stroke Eight" series and the S-Class. This meant that the customer could now decide between three differently motorised SL models which is nothing unusual today but was a complete novelty in the history of that class then. Only an experienced observer was able to distinguish these models from each other; whereas the 280 SL had narrow tires, the 450 SL had an inconspicuous front spoiler, which was attached to the rear lower end of its front apron and served as an airing device for the radiator.

Between November 1975 and February 1976, all three engines were fitted with a new fuel injection system in order to comply with the stricter emission limits, which had been introduced in most European countries. The electronic injection control "D-Jetronic" by Bosch was replaced by a new mechanical "K-Jetronic", also by Bosch. This step led in all three cases to a certain loss of power; in the 2.8-liter and 3.5-liter engines, compression had been slightly reduced. In order to facilitate maintenance, the two new V8-engines were fitted with a breakerless transistor ignition system and hydraulic valve-clearance compensation. In the 2.8-liter unit, compression was increased to its former value in 1978; with the help of some ancillary measures the former driving performance was regained.

At the Geneva Motor Show in March 1980, an uprated version of the 107 series roadster and coupé was presented; the equipment of the interior including the steering wheel had been brought up to the standard of the S-Class saloons. The former 3-speed automatic transmission was replaced by a 4-speed version. Light-alloy engines of the S-Class were built into the 107 series models in slightly modified form.

The new Type 500 SL with its 5.0-liter V8-engine, which had been carried over from the 450 SLC 5.0 replaced the 450 SL. The 350 SL, too, was phased out after a production time of nine years; the 380 SL was the successor, with a 3.8-liter aluminum-alloy engine based on the old 3.5-liter V8 with a cast iron block. Only the six-cylinder engine of the 280 SLC was unchanged. There were hardly any external differences to the predecessor; all three SL types now had an aluminum bonnet and the 500 SL also had an aluminum boot lid with a black plastic rear spoiler.

In autumn 1981 both V8-engines were thoroughly modernized as part of the "Mercedes-Benz Energy Concept" for reducing consumption and emissions. This involved not only higher compression, but also camshafts with altered timing, improved injection valves and electronically controlled idling. The altered valve timing meant that maximum torque could be achieved at lower revolutions and was even increased for the 3.8-liter engine. This engine was changed the most. In order to achieve a more favorable volume to surface ratio the bore was reduced and the stroke increased. The modified 3.8-liter V8 thus arrived at a slightly higher capacity. In return for improved economy, slight drops in output had to be accepted; rear axle ratios were altered accordingly.

These modifications came too late for the SLC coupés, however. At the Frankfurt Motor Show in September 1981 their successors, the 380 SEC and the 500 SEC, were presented, but despite a production run of ten years there was still no end in sight for the SL models. Four years after the presentation of the energy concept the SL models were again thoroughly modernized and presented at the International Motor Show in Frankfurt in September 1985. There were minor external changes, improved front wheel suspension and above all, a new range of engines.

Brief summary: Anniversaries from 130 years of Mercedes-Benz motorsport history

 

Daimler “Phoenix” 12 hp racing car. Photo from “Nice Week” 1899. Wilhelm Bauer (at the wheel) won the 85-kilometre Nice–Magagnosc–Nice tour with the vehicle on 21 March 1899. Leaning against the vehicle is Hermann Braun, Emil Jellinek’s chauffeur and mechanic. A racing car bearing the name “Mercédès” appeared for the first time in 1899. (Photo index number in the Mercedes-Benz Classic Archives: 2001DIG68)

The first automobile race from Paris to Rouen on 22 July 1894 was won by vehicles with engines manufactured under Daimler licence. Albert “George” Lemaître’s Peugeot (starting number 65) crossed the finish line in second position as the first car with an internal combustion engine. It was powered by a two-cylinder V-engine developed by Gottlieb Daimler and Wilhelm Maybach in 1888. (Photo index number in the Mercedes-Benz Classic Archives: 50106)

In the 5th Gordon Bennett race in the Taunus, Camille Jenatzy took second place in a Mercedes 90 hp racing car on 17 June 1904. (Photo index number in the Mercedes-Benz Classic Archives: A48811-21)

Mercedes won the French Grand Prix on 4 July 1914 with a one-two-three victory. Photo of the Mercedes Grand Prix cars, from left to right: Christian Lautenschlager (starting number 28, winner), Otto Salzer (starting number 39, 3rd place), Louis Wagner (starting number 40, 2nd place). (Photo index number in the Mercedes-Benz Classic Archives: 17053

• 1894 (130 years ago): On 22 July 1894, the French newspaper “Le Petit Journal” organized a race for motor vehicles for the first time. It ran over 126 kilometers from Paris to Rouen. Victory was shared by two vehicles with Daimler license engines from Peugeot and Panhard & Levassor. This competition is regarded as the birth of motorsport.
• 1899 (125 years ago): From 21 to 25 March 1899, the first “Nice Week” took place, a motorsport event consisting of various competitions with international appeal. On the Nice–Colomars–Tourrettes–Magagnosc–Nice tour, Wilhelm Bauer won the two-seater class and Wilhelm Werner the four-seater class. Both started with a Daimler “Phoenix” 12 hp. Two years later, the Mercedes 35 hp would dominate the 1901 Nice Week – the first Mercedes ever and the first modern car.
• 1904 (120 years ago): Thanks to Camille Jenatzy’s outstanding victory in the 1903 Gordon Bennett race with a Mercedes-Simplex 60 hp, Daimler-Motoren-Gesellschaft brought the prestigious race to Germany for 1904. This first major motor race in this country took place on a circuit in the Taunus. In order to maximize its chances of victory, the brand started with two white-painted Mercedes 90 hp racing cars for Germany and three identical vehicles in black and yellow paintwork for Austria. Mercedes came in 2nd, 3rd, 5th and 11th.
• 1914 (110 years ago): Mercedes won the French Grand Prix in Lyon on 4 July 1914 with a one-two-three victory. Christian Lautenschlager crossed the finish line in first place, followed by Louis Wagner and Otto Salzer – all in Mercedes 115 hp Grand Prix racing cars with a 4.5-litre four-cylinder engine with four-valve technology.
• 1924 (100 years ago): Christian Werner won the gruellng road race for the Targa Florio and the Coppa Florio 1924 in Sicily with the Mercedes 2-litre racing car with supercharged engine. Mercedes-Benz Classic is celebrating the anniversary in 2024 with the recommissioning of an original 1924 racing car after extensive restoration.
• 1934 (90 years ago): The new Mercedes-Benz W 25 750-kilogram formula racing cars made their debut in the Eifel race at the Nürburgring on 3 June 1934. Manfred von Brauchitsch won the race.
• 1954 (70 years ago): Mercedes-Benz entered the new W 196 R racing car in Formula One for the first time in the French Grand Prix on 4 July 1954 in Reims. Juan Manuel Fangio won, followed by Karl Kling. Fangio became Formula One World Champion with the new Silver Arrow in 1954 and 1955.
• 1964 (60 years ago): A one-two-three victory in the Argentine Grand Prix for touring cars from 28 October to 7 November 1964 was the fourth success in a row for Mercedes-Benz in the endurance competition. Eugen Böhringer and Klaus Kaiser won the 4,779.6-kilometre race with many full-throttle passages ahead of Dieter Glemser and Martin Braungart as well as Ewy von Korff-Rosqvist and Eva-Maria Falk – all in Mercedes-Benz 300 SE rally cars (W 112). In the summer of the same year, Robert Crevits and Georges Gosselin also won the 24-hour race at Spa-Francorchamps from 25 to 26 July 1964 in a 300 SE.
• 1984 (40 years ago): The new Nürburgring opened on 12 May 1984 with a race of 20 champions with 20 identical Mercedes-Benz 190 E 2.3-16 cars. Ayrton Senna, still unknown at the time, won ahead of Niki Lauda and Carlos Reutemann.
• 1994 (30 years ago): In the Penske-Mercedes PC-23 IndyCar, Al Unser Jr. won the Indianapolis 500-mile race on 29 May 1994. The 3.4-litre V8 500I engine from Mercedes-Benz, which was developed in strict secrecy and was vastly superior, was decisive for the spectacular victory. Due to a subsequent change in the regulations, this was the only race outing for the engine.
• 1994 (30 years ago): Mercedes-Benz returned to Formula One in 1994, initially as a partner of Peter Sauber’s Swiss team. Ilmor developed the Mercedes-Benz engines in Brixworth, Great Britain.
• 1994 (30 years ago): Klaus Ludwig became champion in the German Touring Car Championship DTM for the third time in the 1994 season with the AMG-Mercedes C-Class.
• 1999 (25 years ago): Mika Häkkinen became Formula One World Champion with McLaren-Mercedes for the second time in a row in 1999. In the final race of the season, the Japanese Grand Prix on 31 October 1999, Häkkinen secured the title in the McLaren-Mercedes MP4/14.
• 2014 (10 years ago): The Mercedes AMG Petronas F1 works team, founded in 2010, won its first double world championship in 2014 with the drivers’ title for Lewis Hamilton and the constructors’ title. This was the start of a run of success for the Silver Arrows with eight constructors’ titles and seven drivers’ titles in a row.

Automobile Accidents of the 1930s -- Colorized Photos

Simply horrific!  What other technology would Americans put up with that took so many lives and left so many others crippled and disfigured?

Cars and mobility over the concerns about people!

Technology and economic growth has its liabilities.