Mercedes-Benz SL Class, Facts and Figures, 1952-2020

• The abbreviation SL was derived from the designation “super light”
• Lightweight roll cage whose elements were subjected only to tension and compression loads
• Aerodynamic aluminium-magnesium body with a height of only 1,225 millimetres
• Flat racing car front instead of the classic, upright Mercedes-Benz radiator grille
• Coupés with gullwing doors hinged to the roof
• M 194 engine based on the M 186, installed at an angle of 50 degrees to the left and with dry sump lubrication
• Removable steering wheel to make it easier to get in and out of the car
• Debut at the Mille Miglia in Italy with 2nd (Karl Kling/Hans Klenk) and 4th (Rudolf Caracciola/Peter Kurrle) places.
• Success in the Bern Grand Prix (triple victory), the 24 hours of Le Mans (one-two victory), the Nürburgring Grand Jubilee Prize (quadruple victory) and the Carrera Panamericana (one-two victory). 

300 SL racing prototype (W 194/11, 1953)

• In-line six-cylinder M 198 engine with direct petrol injection
• Body with magnesium panelling
• Rear single-joint swing axle with low pivot point
• Transaxle gear arrangement
• Development for the 1953 racing season, but not used due to preparations starting in 1954 for the planned Formula One entry 

Mercedes-Benz 300 SL (W 198, 1954 to 1957)

• Lightweight roll cage
• Coupé with gullwing doors hinged to the roof, which was structurally necessary because of the high sills in the roll cage that restricted access
• First petrol injection in a four-stroke engine in a production vehicle
• Twenty-nine 300 SL Coupés were produced with an aluminium body that was 130 kilograms lighter
• One-off for testing purposes with a GRP (glass fibre reinforced plastic) body
• Successful in motorsport: Including class victory at the 1955 Mille Miglia (John Cooper Fitch/Kurt Gessl), European Touring Car Championship titles in 1955 (Werner Engel) and 1956 (Walter Schock) as well as class victories in the USA Sports Car Championships in Production Class D in 1955 and 1956 (Paul O’Shea). 

Mercedes-Benz 190 SL (W 121, 1955 to 1963)

• Modern four-cylinder engine with one overhead camshaft
• Modern chassis for improved ride comfort and a high standard of safety
• First open-top standard-production sports car in the SL tradition with a fully retractable folding soft top
• Floor assembly from the planned Mercedes-Benz 180 (W 120) cabriolet
• The successor to the previous Cabriolet A expressed the new product philosophy
• Body design by Walter Häcker inspired by the shape of the 300 SL
• The sport version was built as a small-batch run 

Mercedes-Benz 300 SL Roadster (W 198, 1957 to 1963)

• Introduction of Dunlop disc brakes and light-alloy engine block from 1961 onwards
• Seat belts available as optional equipment from 1958 onwards
• Rear wheel suspension with single-joint swing axle
• Available from 1958 as roadster, coupé and coupé with roadster soft top
• Last Mercedes-Benz passenger car model with a separate frame
• Basis for competition car 300 SLS, the winning car of the 1957 US Sports Car Championship in Category D (Paul O’Shea) 

Mercedes-Benz SL of the W 113 model series (1963 to 1971)

• Remarkably easy-to-operate folding soft top
• Initially, there were three versions: 
  • Roadster with a folding top
  • Coupé with a removable roof and roadster top
  • Coupé with a removable roof, but without the roadster top; more space for luggage
  • For all three: A transverse seat in the rear on request
• As of 250 SL (1967) additionally available: Coupé with rear seat bench
• Six-cylinder engine with six-plunger injection pump
• Automatic transmission available for the first time on an SL
• Safety body with rigid occupant compartment and deformable front and rear sections
• Numerous other safety features such as interior designed so as to reduce injury hazards in accidents and an articulated steering column
• Interior designed without hard edges and corners so as to reduce risk of injury in accidents
• Steering gear moved from the crash-prone area at the front of the car to the firewall, articulated steering column to prevent the dreaded lance effect in a crash.
• As of 1967: Telescopic safety steering column and the dashpot in the steering wheel were added
• Disc brakes on the front axle, as of 250 SL (1967) also on the rear axle
• Nickname “Pagoda” was inspired by the inwardly curved (concave) lines of the hardtop
• First Mercedes-Benz passenger car with radial ply tires 

Mercedes-Benz SL from the R 107 model series (1971 to 1989)

• Further developed safety body
• Frame/Floor system with different sheet thicknesses and resulting carefully defined crumple behaviour
• Roll-over protection: High-strength A-pillars and windscreen frame with bonded-in glass
• Tank in impact-protected area above rear axle
• Special air ducting on the doors ensures low soiling of the side windows and exterior mirrors
• Dirt-resistant broad-band rear lights
• First SL generation with a V8 engine (350 SL and 450 SL, 1971)
• Contactless transistorised ignition, Bosch K-Jetronic, hydraulic valve play compensation (1975)
• First SL with catalytic converter (1985)
• Evocative model designation 300 SL was revived (1985)
• Constructive basis for the SLC luxury class coupés of the C 107 model series
• Following the great rally successes of the SLC Coupés, a 235 kW/320 hp rally car based on the 500 SL was built for the 1981 season, but was not used. 

Mercedes-Benz SL from the R 129 model series (1989 to 2001)

• Fully automatic roll-over bar even with the hardtop in place (deployment time: 0.3 seconds)
• Highly stable integral seats with complete belt system and electrically powered adjustment functions
• Drag coefficient of 0.32 (with hardtop)
• Automatic electric-hydraulics for the folding soft top
• World premiere of the draught stop
• Adaptive Damping System ADS (optional)
• High torsional stiffness due to elaborate body construction
• First twelve-cylinder engine in an SL (1992)
• The SL 60 AMG (280 kW/381 hp) was the first AMG model in the SL tradition (1993)
• Electronic Stability Program ESP® (1995)
• Newly developed five-speed automatic with torque converter lockup clutch in the SL 500 and SL 600 (1995)
• Brake Assist BAS (1996)
• Cruise control down to 30 km/h (1996)
• Top-of-the-range SL 73 AMG 7.3-litre engine (386 kW/525 hp, 1999) 

Mercedes-Benz SL from model series R 230 (2001 to 2012)

• Folding Vario roof with sophisticated articulation mechanism and a deployment time of only 16 seconds
• Design details reminiscent of the 300 SL of the 1950s
• Full functionality of the sensor-controlled roll-over bar even with the folding Vario roof closed
• Chassis with Active Body Control ABC
• New head-thorax airbags in the doors
• Drag coefficient of 0.29 (vehicle closed)
• Use of lightweight components for best fuel economy
• SL 65 AMG with V12 biturbo engine (450 kW/612 hp) was the world’s most powerful series production roadster (2004)
• New front design as part of the facelift (2008)
• SL 63 AMG modified for the racetrack as the official Formula One Safety Car (2008 and 2009)

Mercedes-Benz SL from the R 231 model series (2012 to 2020)

• Body and other components made almost entirely of aluminium: While offering greater inside space, the car was up to 140 kilograms lighter than the predecessor model series
• Boot lid as a composite construction made of steel and plastic
• Improved side impact protection through solid external side members
• Body-in-white construction up to 110 kilograms lighter than predecessor, at the same time with 20 per cent higher torsional stiffness
• Engines up to 29 per cent more economical
• Folding Vario roof made of double-skin roof elements with magnesium frame and plastic panelling
• Available with optional glass roof and MAGIC SKY CONTROL – with adjustable tint and transparency
• Drag coefficient of 0.27 (vehicle closed)
• HANDS-FREE ACCESS: Hands-free and contactless opening of the boot lid via foot movement in front of a sensor in the bumper
• Electromechanical direct steering with speed-dependent steering power assistance and transmission ratio which was variable by adjusting the steering wheel angle
• Folding Vario roof with MAGIC SKY CONTROL (optional equipment): Glass roof with switch-controlled tint and transparency settings
• MAGIC VISION CONTROL: Adaptive windscreen washer system with direct washing function through the wiper blades
• Sun-reflective leather for the seats
• Sound system with front bass system
• SL 65 AMG: (V12 engine with 463 kW (630 hp) and 1,000 newton metres

International Press Reviews of the Mercedes-Benz SL, 1955-2016

Mercedes-Benz 380 SL (R 107, production period 1971 to 1989). This model was in production from 1980 to 1985. Phantom view from front left. (Photo signature in the Mercedes-Benz Classic archive: U97222)Mercedes-Benz 300 SL (W 198)

“auto, motor und sport” noted in Issue 21/1955: “Amongst the sports cars of our time, the Mercedes-Benz 300 SL is both the most refined and the most fascinating – a dream of a motorcar.”

The British “Autosport” trade magazine praised it in its issue of 13 May 1955 after running road tests: “Truly, this car is indeed a projectile, and as our aircraft flew from Frankfurt to London I carried with me a souvenir of its performance – stiff, cramped neck muscles, a physical memento of its tremendous acceleration.”

Hopes of success in the US market were also pinned on the car: the magazine “Road & Track”, published in the United States, April 1955 Issue, enthused: “When enclosed comfort is combined with a remarkable ride, uncanny wheel adhesion, quick steering and performance equal to or better than almost any car you can name, the conclusion is inevitable. The sports car of the future is here today!”

The British magazine “Autocar” wrote on 25 March 1955: “For a passenger who has not travelled in the 300 SL before, the effect is electrifying. The occupant receives at first a mild pressing back into the seat and then, as the power comes in between 3,500 rpm and 4,000 rpm, he feels as though he is being rocketed through space.”

Mercedes-Benz 190 SL (W 121)

Shortly after the presentation of the Mercedes-Benz 190 SL at the International Motor Sports Show in New York, “auto motor und sport”, Germany, Issue 3/1954, wrote: “The Mercedes 190 SL is an elegant and fast touring sports car which can be used as a normal utility vehicle for everyday use, but also offers the possibility of being used with success at smaller-style sporting events. [...] As with the 300 SL, Mercedes has dispensed with the tradition-honoured radiator for this new model. The very harmonious front section, however, shows that it is possible to achieve a distinguished, sophisticated line without neglecting the attributes of both fashion and practicality.”

In its October 1955 issue, the US magazine “Road & Track” wrote in a road test about the Mercedes-Benz 190 SL: “The outstanding achievement of the 190 SL is without doubt its quality in design and workmanship. But a close second is the general feeling of solidity which it immediately conveys. [...] The car is at its best at high speeds.”

The “Automobil Revue”, Switzerland, wrote in its issue of 14 November 1956: “Despite its high performance, the 190 SL is not really a sports car, but an uncomplicated, serious touring car with all four wheels firmly on the ground, as it were. Thanks to its exemplary handling characteristics, it is one of the very few types of vehicle that allow one to reach the highest average speeds in complete safety without haste and with full consideration for other traffic.”

In 1960, “auto motor und sport”, Germany, Issue 15/1960, published a detailed test report on the Mercedes-Benz 190 SL: “The 190 SL owes its good reputation not only to its elegant appearance, but equally to its robustness and reliability and its precise handling characteristics. The quality craftsmanship of the body and roadster top are worthy of special mention.”

Mercedes-Benz 300 SL Roadster (W 198)

“Motor-Revue”, Germany, published a first driving report in its spring issue 21/1957. The test driver wrote: “When using the prescribed tyres, the 300 SL Roadster can be accelerated with the front wheels turned in at critical cornering speeds without showing the slightest tendency to break away. These lamb-like characteristics of a – depending on the axle ratio – 235-250 km/h sports car with tremendous acceleration, basically due to soft suspension and excellent matching, make the new Roadster the most powerful and at the same time safest car I have ever met. Even with the soft top down, I find the complete absence of vibrations, droning and resonance inside the car very remarkable – which is also down to the careful matching of the roll cage, suspension and wheels, which has been perfectly achieved.”

Mercedes-Benz SL of the W 113 model series

The specialist magazine “auto motor und sport”, Germany, Issue 6/1963, characterised the Mercedes-Benz 230 SL: “A sports car that reaches 200 km/h, accelerates from 0 to 100 km/h in less than 10 seconds and has the smooth engine running and comfort of a touring car.”

A detailed test report in “auto motor und sport”, Germany, Issue 21/1963, added: “The conclusion is that the 230 SL is one of the most refined sports cars ever made. Nevertheless, it deserves to be counted amongst the genuinely sporty cars, because it not only achieves sporty performance, but is also as manageable and safe to drive as one would expect from a sports car. [...] And finally: you can drive the 230 SL very fast, but you can also use it to maintain the dawdling pace that road traffic so often forces upon you.”

“Road & Track” took a close look at the 280 SL in Issue 8/1968: “The ride, over all sorts of roads, is fantastic. The body is absolutely rigid and rattle-free, regardless of which top is installed, and the supple suspension just works away down there without disturbing the superb poise of the SL.” 

Mercedes-Benz SL of the R 107 model series

In a first test of the Mercedes-Benz 350 SL, “auto motor und sport”, Germany, Issue 9/1971, wrote: “The main feature of the 350 SL proved to be the good suspension comfort, which can definitely be measured by limousine standards: at both slow and fast speeds, large bumps were managed well and small ones absorbed in such a way that they never become annoying, even on very bad roads.”

In 1986, “Road & Track”, USA, Issue 11/1986, compared the Mercedes-Benz 560 SL, already in its last production era, 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.”

“auto motor und sport”, Germany, wrote about the Mercedes-Benz 300 SL in Issue 5/1986: “Even in bends, the SL [modified with a new engine] exhibits behaviour that does not fit in at all with the way it is generally perceived. With its precise power steering, very high potential lateral accelerations and now only slight load alteration effects, this sedate-looking car with a long bonnet offers pretty much exactly what one expects from a thoroughbred Gran Turismo.”

Mercedes-Benz SL of the R 129 model series

Shortly after the premiere of the Mercedes-Benz SL 500, “auto motor und sport”, Germany, Issue 16/1989, wrote: “In general, the new SL is unsurpassed by any sports car in terms of passive safety. Apart from the sophisticated body construction and the optional airbags for driver and front passenger, the automatically deployed roll-over bar also takes away the fear of roll-overs. A little residual fear must have remained, because auto motor und sport did not attempt to put the function to the test.”

The American trade magazine “Road & Track”, Issue 3/1993, test-drove the twelve-cylinder 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, Issue 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. This philosophy includes the standard automatic transmission as well as the perfected juxtaposition of two roofs.”

Mercedes-Benz SL of the R 230 model series

In a test report on the Mercedes-Benz SL R 230 model series, “auto motor und sport”, Germany, Issue 12/2004, noted the following about the SL 500: “Plenty of comfort, plenty of safety, the dignified design, a touch of sportiness, horsepower à la carte, plenty of fresh air and, most recently, a hardtop in the boot – this rare mixture secures the two-seater a special position that makes it almost unrivalled”.

The stages of open-top driving in a Mercedes-Benz SL 350 were described by “autorevue”, Austria, Issue 7/2008: “Climate stages as the cool dusk falls: first you raise the front and rear side windows, then you ask the passenger to open the draught stop [...]. Then you might switch off the seat ventilation and switch on the heated seats. The climate control fans out basic warmth. Next comes the Airscarf in three heat settings, that seductive warm-air neck blower (which you will then miss on your settee in the sitting room). Finally, there is the grand roof finale in all its glory, and all is well.”

Shortly after the debut of the Mercedes-Benz SL 65 AMG Black Series, “Road & Track”, USA, Issue 1/2009, enthused: “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 SL of the R 231 model series

“autorevue”, Austria, judged the Mercedes-Benz SL 500 like this in Issue 6/2012: “The build quality, feel and functionality are simply superb, even if you apply the very highest standards. The SL remains the most compact way to drive a luxury saloon, even if it has noticeably increased in dimensions both inside and out.”

“sport auto”, Germany, wrote in its test report on the SL 63 AMG with performance package in Issue 9/2012: “The 564 hp SL 63 AMG is adept at bringing its elemental power to bear on the asphalt. The traction offered by the rear-axle limited-slip differential deserves praise.”

“Auto Zeitung”, Germany, in Issue 11/2016 about the Mercedes-Benz SL 400: “For decades, Mercedes has set the standard for luxurious, open two-seaters par excellence with the SL. [...] But this new one will appeal not only to SL traditionalists and aesthetes. Technical improvements include roof actuation up to 40 km/h after starting, the new standard LED Intelligent Light System as well as the partly optional arsenal of updated assistance systems from crash avoidance to lane keeping and lane change aids to the friendly parking butler that finds parking spaces and takes over the steering work.”

The Remarkable Car Films of 1971

By Lisa Page, in Hagerty Media, March 4, 2021.

With the era’s racing films and road movies, James Bond and Bullitt, the 1960s gave us the genesis of the modern action film, but the decade that followed defined and refined it. Stunts and stunt driving were more impressive than ever, and there was a boom in road movies and car chases. The 1970s is remembered as one of the best and most innovative decades in film, and cool cars were essential to this cinematic evolution.

Road films like Bonnie and Clyde and Easy Rider had been watershed moments in film history, and so the late ’60s through the early ’70s became a particularly prolific period for the genre: they reconfigured the western, trading in horses for cars. The American psyche had been fundamentally altered by a tumultuous period, from assassinations to the Vietnam War, and films reflected this change, abandoning the peace and love era for the new decade’s darkness, disillusionment, and fascination with antiheroes. And so the car-centered movies of the early ’70s would be defined by rebellion and wanderlust and loners on the road in search of new frontiers in dusty muscle cars.

Advances in technology also helped shape and pave the way for great films with equally great cars. Films like Grand Prix and Bullitt changed how vehicular action was shot, bringing about the advent of camera cars and the ability to put real people in real cars on a real road, meaning rear projection was slowly becoming a thing of the past.

These circumstances would come to a head 50 years ago in 1971. It was the perfect storm of road odysseys, gripping car chases, and spectacle, a year that gave us some of the best star cars of all time. Splashed on screen was an embarrassment of riches from James Bond’s 1970 Ford Mustang Mach 1 to Kowalski’s 1970 Dodge Challenger.

The Last Run

Metro-Goldwyn-Mayer

In Richard Fleischer’s film, George C. Scott plays Harry Garmes, a getaway driver in a Bullitt-esque black turtleneck who comes out of retirement after nine years for one last job. (We all know how that goes.) Garmes has a symbiotic relationship with his car, a rare 1957 BMW 503 convertible that was clearly a beloved relic from the peak of his career. This BMW is doubly special, as there were only 413 built from 1956 through 1959, and only 139 of these were convertibles. Fleischer showcases this unique car with lovely footage of Scott driving it around the Portuguese and Spanish countryside, as well as a solid chase where Scott is pursued by a pretty white ’69 Jaguar XJ6 and a ’69 Dodge Barreiros Dart.

Le Mans

Bernard Cahier/Getty Images

Le Mans was Steve McQueen’s long-gestating magnum opus about the greatest endurance race in the world. Lee H. Katzin’s documentary-style film was shot on the Le Mans circuit during and after the race, with real race car drivers, at speed. It was a massively expensive and troubled production without a script, but it paid off with some of the best racing footage ever filmed. It also boasted a star-studded cast of cars: Ferrari 512s, Porsche 917s, and a slate gray 1970 Porsche 911S not unlike the 1969 Porsche 911S that Steve McQueen had at home in America.

Diamonds Are Forever

United Artists

Diamonds Are Forever boasts a moon-buggy chase through the desert, a yellow 1970 Triumph Stag, and the briefest cameo from a ’68 Aston Martin DBS, but its true star is a red 1971 Ford Mustang Mach 1. The Mustang was brand new at the time, given to the production by Ford. James Bond takes it for a ride through a flickering-neon Las Vegas while pursued by a fleet of police cars with a luminous Jill St. John in his passenger seat. Bond finally eludes the sheriff by driving the Mustang on its side, improbably skating through a narrow alley on just two wheels. In an infamous goof, the car emerges from the alley on the wrong side—but no one really watches James Bond movies for their realism.

Dirty Harry

Warner Bros.

Our introduction to loose cannon Harry Callahan (Clint Eastwood) finds him battling bureaucracy to try and take down a sniper called Scorpio. Harry earned his nickname because he “gets every dirty job that comes along,” and he finds plenty of these dirty jobs while cruising the streets of San Francisco in his unmarked prowl car, a midnight blue 1968 Ford Custom 500. During the ’60s, the Ford Custom was a popular model for police, as it was a powerful car at a reasonable price point. (The Galaxie was a bit too luxe.) In his Ford Custom, Harry looks for trouble or creates some of his own, usually taking the law into his own hands, whether he’s catching robberies in progress or hunting Scorpio.

Two-Lane Blacktop

Universal Pictures

In Monte Hellman’s existential road movie, the American dream is elusive, defined by one of its characters as a place where “the nights are warm, and the roads are straight.” The film follows its lonely characters as they race cross-country for each other’s pink slips. The Mechanic (Dennis Wilson) and The Driver (James Taylor) drive a souped-up 1955 Chevy One-Fifty two-door sedan, with Warren Oates as GTO in an Orbit Orange 1970 Pontiac GTO. Screenwriter Rudy Wurlitzer explained that the bright orange GTO is “the consumer car par excellence, a metaphor for the consumer culture. It’s absurd, but in a great way,” whereas the Chevy is “the artist’s car, made and created by people who are in love with the process of building a car.”

Execs thought the movie would be boring because it was all shot inside a car, so Hellman countered with a diagram illustrating how he could shoot 24 different angles. Though Two-Lane doesn’t provide the adrenaline rush of, say, The French Connection, Hellman demonstrated just how good a car can look on film.

The French Connection

20th Century Studios

The film that launched a thousand car chases. With The French Connection, William Friedkin established himself as the master of the chase. Popeye Doyle (the legendary Gene Hackman) commandeers a 1971 Pontiac LeMans to pursue an elevated train. In an attempt to create a documentary feel, Friedkin’s approach to filming was extremely reckless, with no streets blocked off or permission from the city to shoot. He had stunt driver Bill Hickman (also of Bullitt fame) in the driver seat going up to 90 mph for 26 blocks. What results is a perfect synthesis of character and story, an illustration of Popeye Doyle and his indomitable drive. The French Connection and its chase were so influential they became an aspirational template for modern crime and action films.

Duel

Universal Pictures

Richard Matheson was inspired to write his story about extreme road rage after his own terrifying experience nearly getting annihilated by a massive truck. This became Steven Spielberg’s immaculate feature-film debut, his horror riff on the road movie and a precursor to Jaws. Duel’s David and Goliath story pits a red 1971 Plymouth Valiant, an underdog of a car driven by everyman Dave Mann (McCloud’s Dennis Weaver), against a hot-rod 1955 Peterbilt 281 tanker. This invulnerable truck is operated by an unseen, possibly supernatural force. (In truth, seasoned stunt driver Carey Loftin of Bullitt fame was behind the wheel.)

Vanishing Point

20th Century Studios

Another existential road movie and elegiac to the counterculture of the 1960s. Where Two-Lane is pared down and unsentimental Vanishing Point is romantic, mythic, tragic. In it, car delivery driver Kowalski (Barry Newman) bets he can make it from Denver to San Francisco in under 24 hours. In doing so, he catches the attention of every cop in between and inadvertently becomes “the last American hero,” at least according to Cleavon Little’s disc jockey Super Soul. Kowalski’s “soul mobile” is a white 1970 Dodge Challenger R/T 440 Magnum, an instant icon that Quentin Tarantino paid tribute to decades later in his 2007 film Death Proof.