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COVER STORY
300SL Gullwing
‘THE 300SL FIRST SHOWN
IN 1954 WAS EXOTIC AND
EXCLUSIVE, PRICED AT
THREE TIMES THAT OF A
BASIC PONTON’
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15
TOP TO BOTTOM
By the standards of today’s
supercars the 15-inch
wheels are modest in size.
The 1954 300SL Gullwing
was Mercedes’ first road
car with fuel-injection.
The
R
COVE
STORY
The quarterlights are the
only opening windows so
the cabin can get quite hot.
Specifications
Mercedes-Benz 300SL (W198)
Engine
M198 2,996cc 6-cyl
Power
212bhp@5,800rpm
Torque
202lb ft@4,600rpm
IMAGES Eric Richardson
Transmission
The first road going SL, launched in 1954, is the most
celebrated of the six generations. David Sutherland gets
behind the wheel of a beautifully restored example
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4-speed manual
Weight
1,295kg
0-62mph
10.0sec
Top speed
163mph*
Fuel consumption
29.7mpg
Years produced
1954-57
All figures from Mercedes-Benz
* depending on rear axle ratio
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COVER STORY
300SL Gullwing
T
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16
o mention money in the first sentence
of a feature on Mercedes’ 1950s 300SL
‘Gullwing’ may seem something of a
travesty to the classic car enthusiast, to
regard the German car maker’s first
true sports car in terms of its
investment potential rather than to
celebrate its pioneering engineering
and stunningly beautiful styling. But
when one of the special alloy bodied
models – 29 were made out of a 1,400
Gullwing production run – recently sold for almost £3m at a
US auction, its market value cannot help but define its place
in Mercedes’ post-war production history.
It was the car that, nearly 60 years ago initiated the SL
lineage that has continued through six model generations
to the present day. It was based around a tubular framed
sports car racer built for the 1952 season, but it was actually
a US citizen of Austrian extraction, Max Hoffman, who is
credited for making the road car happen two years later. As
the official North American importer for Mercedes-Benz
(as well as the Porsche concessionaire) and with specialist
knowledge of European cars, he convinced Stuttgart
management that the halo effect of such a car would help
establish Mercedes-Benz in the US and history shows he
delivered handsomely on that promise, transforming the
previously stodgy image of the company in that lucrative
and fast growing market.
The W198 300SL, first shown at the International Motor
Sports Show in New York in early 1954 was exotic and
exclusive, priced at three times that of a basic Ponton. But
at the same time, some items such as the basic engine and
the suspension were from Mercedes’ existing parts stock.
Its three-litre, straight-six engine, already used by the big
Type 300 saloon gained fuel injection for the 300SL
installation, making it the company’s first injected road car.
It produced a then plentiful 212bhp (44bhp more than the
carburettored race car) and was canted over at an angle to
lower its height and hence the car’s centre of gravity.
Alloy was used for the bonnet, bootlid and doors. The
doors themselves were top hinged not for styling purposes,
but because the chassis ran around the sides of the car
where the lower section of conventional doors would have
been. Its sports car origins left it a notably light car, with a
kerb weight of just 1,295kg – to put that in some kind of
perspective the mid 1990s SLK230 Kompressor was
525mm shorter in length but a few kilos heavier.
‘THE DOORS THEMSELVES
WERE TOP HINGED NOT
FOR STYLING PURPOSES,
BUT BECAUSE THE CHASSIS
RAN AROUND THE SIDES
OF THE CAR’
Perfectly balanced doors open and close very easily.
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BELOW LEFT
Leather was optional on
the 300SL, a chequered
cloth the standard issue.
F or many years the Gullwing has been easily the most
collectable post-war Mercedes-Benz road car (though
its 300SL Roadster stablemate introduced three years
later runs it a close second), hence they are generally locked
away in collections and rarely seen. This was one reason for
driving to Germany to visit Kienle, in Heimerdingen, a few
miles north of Stuttgart.
For the last 20 years Kienle has been the world’s leading
specialist in 300SL Gullwings. Others rebuild them but
Kienle has the deepest expertise and the biggest parts
inventory – and even owns the original production jigs from
the Mercedes-Benz factory in Sindelfingen where 300SLs
were built for three years until 1957. The ivory car we are
driving today belongs to a customer and doubles as Kienle’s
‘demonstrator’, though that term under describes its
function. It was originally delivered to a US customer in
1954, and after returning to Europe rebuilt some five years
ago, faithfully to the original specification.
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The car wears hefty chrome bumpers and overriders.
BELOW
Stylish, comprehensive
instrumentation includes a
270km/h speedometer.
The 300SL’s body was not
only ultra modern for its
day but streamlined too.
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COVER STORY
300SL Gullwing
The 300SL Gullwing is an arresting sight. When
originally revealed, it must have seemed like the future had
just been redefined. Not only is the overall shape
breathtaking, there is so much fascinating detailing to be
taken in. For instance the ‘winglets’ over the front and rear
wheels, the wide cut wheelarches and deep side sills that
give the car a ground hugging stance, the egg crate grilles
on the side of the front wings, the big overriders on the
bumpers, and the curved rear side windows that give the
roofline an aeronautical flavour.
And when entering the Gullwing you might feel as if you
are lowering yourself into a small aeroplane. First, you
release the catch that flips down the large steering wheel –
a feature that would surely give today’s health and safety
inspectors palpitations – and guide your right foot over the
high side member and wriggle the rest of you into the seat.
Then reach up for the alloy handle and pull the door down,
which from this position feels more like a hatch. Perfectly
balanced, it lowers gently but clicks firmly into place. You
are now tightly enclosed, and instead of the generously
padded seat normally expected in a Mercedes you are
sitting on slim, horse hair filled pads.
I love how the simplest of materials can be fashioned into
the classiest of looks. The Gullwing’s fascia is cream painted
metal and with minor instruments – fuel, oil pressure, oil
temperature, water temperature, and a clock scattered
below the large speedometer and rev counter. This was
designed as a sports car not a luxury car, remember.
High sills make getting in
and out of the tight cabin
gracefully quite an art.
RIGHT
Large air vents on the front
wings are a key styling
detail on the Gullwing.
T
he Gullwing is a two seater and no more. The front
seats have hardly any fore/aft adjustment and the rear
deck is for luggage only. The straps seen here are for
the matching suitcases that were available, and that is all you
are going to get in because the actual boot is more or less
filled by the spare wheel.
But the cabin is intimate and the standard of Kienle’s
trimming work is of the highest order. The green leather
upholstery (optional over the standard and highly
distinctive chequered cloth) is so lovely I feel pangs of guilt
when my shoe leaves a small mark on the sill as I squeeze
myself into the Mercedes.
It is time to start the engine, which from cold requires the
manual choke to be pulled out, and then the engine
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003
RIGHT
Steering wheel flips down
to make entry and exit a
bit easier for the driver.
FAR RIGHT
Chromed exhaust tailpipe
protrudes quite far out
from under rear bumper.
Racing 300SL
The Gullwing was the road car version of a 1952 racer
The 300SL Gullwing owes its
existence to what was essentially
a budget race car developed
with a small amount of cash but
a great deal of ingenuity. In no
position to recreate its pre-war
Formula 1 dominance,
Mercedes-Benz turned to sports
car racing in 1951, but even that
looked difficult given that there
was no money to develop a
racing engine and no truly
suitable road car engine already
in existence. While the racing
Ferraris packed big V12s, the
best one available from the
Mercedes parts bins was the
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Type 300’s three-litre straight-six
mated to a four-speed gearbox.
Stuttgart thought laterally
and, under the guidance of its
pre-war chief race car engineer
Rudolf Uhlenhaut developed a
lightweight space frame chassis
and an ultra thin alloy coupe
body complete with the now
legendary gullwing doors.
Performance was being
increased by what Lotus founder
Colin Chapman would later
describe as ‘adding lightness’,
hence the SL, or ‘Super Light’
badge. The body was also
exceptionally aerodynamic,
due in part to the
low slung engine.
Ten cars, code
named W194 were
built, and during
1952 performed well
in the Mille Miglia
road race, posted a 1-2-3
victory at the sports car grand
prix in Berne (the fourth W194
crashed out), a 1-2 at Le Mans,
took the first four places at a
Nürburgring event, and capped
the season with victory in
another road race, the Carrera
Panamericana in Mexico. It is
this last race winner that is
This W194 is in
Mercedes’
Stuttgart Museum.
pictured here, which was driven
by Karl Kling with co driver Hans
Klenk, complete with the
protective bars mounted after a
collision with a vulture. With that
track record, Hoffman possibly
did not have to work too hard to
persuade Mercedes-Benz to go
ahead and build the road car.
Daimler AG
002
18
ABOVE
‘WHEN ENTERING THE
GULLWING YOU MIGHT FEEL
AS IF YOU ARE LOWERING
YOURSELF INTO A SMALL
AEROPLANE’
gently revved for a brief period to settle it. The exhaust
gives it a loud, snarly note.
Whereas the driver’s function in many modern cars has
been reduced almost to merely safe navigation, the
Gullwing from 58 years ago requires enthusiastic
participation, little about the car being easy. The gearshift is
fairly light but the spindly gearlever on the four-speed
gearbox must be moved with precision to find the right
gear, the second to third shift likely to catch out the lazy.
The steering is an even bigger challenge. With no power
assistance it is brick heavy, but you sit close to the steering
wheel and thus put full shoulder power into the turning
effort, which is strenuous when parking. But that was how
cars were expected to be 60 years ago. The brakes need
respect too, being the front and rear drums that were the
norm at the time and requiring a heavy push for full
stopping power (the Gullwing’s successor, the 300SL
Roadster received front and rear disc brakes in 1961).
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20
ut what a driving experience! The overhead camshaft
engine is raucous but bellows willingly up to its
6,000rpm limit, and once the steering, gearbox and
brakes are mastered the Gullwing can be piloted fluidly and
briskly. And for its day this car had serious performance,
Mercedes’ archive quoting a top speed of up to 163mph
depending on the gearing of the rear axle, and Autocar
magazine recording 0-60mph in under nine seconds.
However the Gullwing does have two weaknesses. The
first is its rear ‘swing-axle’ suspension which causes the
inside rear wheel to assume more positive camber should
power be lifted off mid corner, increasing the possibility of
the car’s rear end suddenly breaking away.
As Autocar magazine said in one road test at the time, “it is
a car that teaches its lessons sharply, and thus demands
respect,” indeed on one quite fast downhill corner I felt the
wobble from the rear induced by weight transfer. Included
in the factory options for the Gullwing was a competition
grade spring pack which moderated this characteristic, but
Daimler AG
COVER STORY
300SL Gullwing
ABOVE
A rather delightful period
publicity photograph
issued by Mercedes PR.
ABOVE RIGHT
The lightweight tubular
frame allowed the 300SL
to weigh in at 1,295kg.
with the Mercedes built for comfort it came as standard with
springs soft enough to exaggerate it.
The second issue is the lack of fresh air in the car, due to
the fact that the only opening windows are the two folding
quarterlights. Summer must have been difficult.
But the 300SL Gullwing is an extraordinary car. To me it
feels like a cross between a tractor and a supercar, and I
cannot remember any Mercedes quite as involving to drive
as this one – the more you put into driving it, the more it
gives back. Enhancing the pleasure was that Kienle’s rebuild
on this car surely saw it better finished than when it left the
factory in 1954.
After a morning with it I handed the car back to Kienle
with a mixture of feelings: relief that this super valuable car
had come to no harm in my charge, but also a touch of
melancholy due to knowing it would be some time before I
even saw a 300SL again, let alone drove one.
Given its design and engineering, and what it did for the
marque, the Gullwing is surely the most iconic Mercedes so
far. And despite Daimler’s massive financial and
engineering resources I think that coming up with
something that feels as special as the 300SL did and still
does almost 60 years on will be a tough challenge.
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003
Thanks to Kienle Automobiltechnik GmbH, Heimerdingen,
Germany Tel +49 7152 52827 Web www.kienle.com
‘ONCE THE STEERING,
GEARBOX AND BRAKES ARE
MASTERED THE GULLWING
CAN BE PILOTED FLUIDLY
AND BRISKLY’
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PAGODA SPECIAL
Buyer’s guide
Style pile
A W113 SL is a sound investment as well as a beautiful,
driveable classic Mercedes, but even the youngest
one is over 40 years old so there is a lot to go wrong.
We advise on how to pick a good one and what to pay
eauty is in the eye of the beholder but how
many would disagree that the W113 SL,
built from 1963 until 1971, has been the
prettiest Mercedes roadster to date? Its
modern, angular perfection was in a
different world from its elegant but dated
predecessor, and 49 years on from its
introduction this generation of SL still melts
the heart with its timeless looks.
Such is its charisma that the ‘Pagoda’ SL is
a car whose appeal has transcended the dyed
in the wool classic car market and now has a
degree of fashion status. Ownership of this type tends,
we understand, to be short-lived, but it is one reason prices are so high
– even the tattiest, basket case Pagoda will fetch a minimum of
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£15,000, and if you want something that requires no immediate
renovation or fettling be prepared to spend between £25,000 and
£30,000 though perfection is not guaranteed even at this level.
The upside is that unless you pay too much in the first place, it is
almost impossible to lose money on a W113. Depreciation ceased
decades ago, and never mind what the economy is doing, there is
always a demand. But if you have fallen in love with this most comely
of SLs but are not in a position to write a blank cheque for one of the
best money can buy, what does it have in store for you?
Engineering, model updates
The W113 introduced not just swinging 60s looks, but innovative
design for the time. The unitary construction body/chassis featured
front and rear deformation zones, while weight was saved by the use of
aluminium for the doors, bonnet and bootlid. The sturdy hardtop was
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IMAGES James Lipman
002
90
improvements arriving with the 250SL included larger front brake
in contrast to the flimsy items some other manufacturers offered.
discs, rear discs instead of drums, and a fuel tank increased in volume
The Pagoda was a sports car built for comfort, perhaps a
from 65 to a sizeable 82 litres.
contradiction in terms in those days. Power steering and a four-speed
Up until this point all W113s had come with a canvas soft top, but
automatic gearbox were optional (they came as a pair when ordered),
presented at the Geneva Motor Show in March 1967 was a so-called
and the rear, transverse acting swing-axle was set up for long,
coupe version of the 250SL. This had a removable hardtop but no
compliant suspension travel.
hood, the extra space freed up by the lack of the hood stowage box
The evolution of the Pagoda was simple, there being three versions,
allowing rear seats. But this model is rare, and it is not to be confused
all of which looked virtually identical. The original model was the
with regular Pagodas with the optional side
230SL, its six-cylinder, fuel injected 2.3-litre
‘The Pagoda was a
mounted rear seat.
engine giving 148bhp. This was built up until
The 250SL was a short-lived model, replaced
1966, to be replaced by the 250SL with its
sports car built for
by the 280SL in early 1968, which with its 2.8-litre
2.5-litre engine. Power output was unchanged,
comfort, perhaps a
engine had 168bhp on tap backed up by 177lb ft
but the M129’s extra capacity allowed around 10
contradiction in
torque. Produced until the R107 generation SL
per cent more torque, giving 159lb ft. This
terms in those days’ arrived in 1971 for its 18-year run, this was the
engine was fitted with an oil cooler, and other
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PAGODA SPECIAL
Buyer’s guide
Specifications
Buyer’s checks
Mercedes-Benz 230SL (W113)
◆ Out of true throttle linkage
Engine
causes engine misfires
M127 2,306cc,
6-cyl in-line
Power
148bhp@5,500rpm
Torque
145lb ft@4,200rpm
Transmission
4-speed manual
Weight
1,295kg
0-62mph
11.1sec
Top speed
125mph
◆ Vibration from engine
suggests worn out
engine mounts
◆ Dirty solenoid prevents
gearbox kickdown
◆ Clunks from automatic
It looks equally good with
its distinctive, and very
substantial hardtop on.
Fuel consumption 25.4mpg
Years produced
1963-66
Number built
19,381
gearbox may be due to
incorrect oil pressure
◆ Rear axle gaiter can leak
oil, replacement is pricey
◆ Worn front suspension
Mercedes-Benz 250SL (W113)
Engine
mounts can make the car
M129 2,496cc,
6-cyl in-line
Power
148bhp@5,500rpm
Torque
159lb ft@4,200rpm
Transmission
4-speed manual
Weight
1,360kg
0-62mph
10.0sec
Top speed
125mph
feel vague at the front
◆ The most crucial rust traps
are the cabin floor and
rear chassis legs
Milestones
March 1963
230SL introduced at Geneva
Fuel consumption 25.2mpg
Years produced
1966-68
Number built
5,196
Regarded by many as one
of the prettiest roadsters
Mercedes ever produced.
Motor Show
May 1966
Five-speed gearbox
Mercedes-Benz 280SL (W113)
002
92
Engine
M130 2,778cc,
6-cyl in-line
Power
168bhp@5,750rpm
made optional
Ensure the interior trim is
complete as these items
are very hard to source.
The linkage for the fuel
injection is complex and
can go out of adjustment.
December 1966
250SL replaces 230SL
Torque
177lb ft@4,500rpm
January 1968
Transmission
4-speed manual
280SL takes over from 250SL
Weight
1,360kg
0-62mph
9.0sec
March 1971
Top speed
125mph
W113 range superseded by
R107 generation SL
Fuel consumption 24.8mpg
Years produced
1968-71
Number built
23,885
All figures from Mercedes-Benz
Metal and chrome fascia is
surely one of the Pagoda’s
most stylish features.
most numerous of all the Pagodas: a total of 23,885 were built
compared to 19,381 230SLs and just 5,196 250SLs.
Driving the W113
For a car first sold nearly five decades ago, the Pagoda feels
surprisingly modern. The single overhead camshaft six-cylinder
engine, if bang on tune, is smooth, and able to rev freely without
sounding strained – not something that could be said of most engines
of the day. Likewise the optional automatic transmission was state of
the art, shifting quickly and smoothly. The 280SL is most sought after,
but it is worth noting there is not much difference in the performance
or in the feel of the three different engines.
In the handling department the W113 is equally impressive. Even if
the recirculating ball steering has precious little feel, the roadster
turns into corners crisply, and the brakes are sharp and reassuring.
But while the Pagoda acquits itself well dynamically, it is perhaps
the sheer style of the car that should be most celebrated. The fabulous
looks created by the shallow waisted body and large glass area are
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An unusual and not terribly
useful side facing rear seat
was a factory cost option.
The filler for the fuel tank is
exposed but lockable, and
mounted on the car’s tail.
matched by the interior, dominated by the wonderfully large steering
wheel with its correspondingly sized boss and horn push ring. Two big
dials – the speedometer and the rev counter – sandwich the fuel,
temperature and oil gauges and warning lights, the 1960s chrome fest
set off nicely by the body coloured metal of the main fascia panel.
Then, added into the mix is a varnished timber trim section curving its
way around the top of the fascia. But the Pagoda is well fitting as well
as showy. The seats, though fairly soft, are comfortable (although with
age may have lost support), and the driving position is relaxed, the
large steering wheel close to you.
Common Pagoda problems
A sense of perspective helps here. Even the most recent Pagoda is over
40 years old, so allowances have to be made, such as regarding minor
imperfections as the patina of age.
It is possible that the engine will suffer a misfire, given that the
complex throttle linkage has eight points of adjustment, plus a float in
the cold start system that is prone to sticking, causing the engine to
LEFT
FAR LEFT
Most W113s will by
now have had a new
floor section fitted.
This is the engine
mount system, which
eventually wears out.
the gearbox has to come out.” And if the change on autos is a bit
run too weak or too rich, depending on the position it sticks in. “The
clunky, it can usually be improved by adjusting the gearbox oil
main problem is when a car stands for a long time and hasn’t been
pressure.
properly serviced,” says Paulo Custodio, proprietor of Pagoda SL
At the point where the two-piece, rear swing-axle is jointed – to allow
specialist Silchester Garage in Berkshire who loaned us the cars you
it to move up and down with the suspension – is a large rubber gaiter
see photographed here. “But if you have it set up properly and drive it
to contain the oil. This splits with age and leaks, and the cure involves
regularly it should be OK. When they are right they tend to stay right
removing the entire rear axle/suspension assembly. A two-piece gaiter
for a long time.”
is available which avoids the need for this, but Custodio recommends
Engine mounts are something that will have to be renewed at some
fitting the original item if the job is to be done.
point. If they are worn out the engine will sink down and touch the
At the other end of the car, a feeling that the front of the SL is a bit
subframe, causing a constant vibration.
loose is the result of worn rubbers at the top of
The automatic gearbox is durable, but can be
the spring mounts on the inner wings. But
afflicted by two problems. If it does not
‘While the Pagoda
according to Custodio, regular maintenance
kickdown – in other words drop a gear when the
acquits itself well
prevents most other suspension problems –
accelerator is pressed hard – the activating
dynamically, it is
anyone for lubricating the 20 or so grease
solenoid is faulty. Here, Custodio has good and
the sheer style of
nipples?
bad news. “It’s a simple problem, the solenoid
the car that should
No Pagoda inspection could be complete
can usually be taken apart and cleaned – but it’s
without a serious rust investigation, and a key
on top of the gearbox under the bulkhead, so
be most celebrated’
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PAGODA SPECIAL
Buyer’s guide
What you’ll pay
£15,000-£20,000 Rock bottom price, will need
extensive renovation
£20,000-£30,000 Largely sound 230SL and 250SL,
280SL near to £30,000
£30,000-£40,000 Well prepped cars from
specialists, good colour ups price
£40,000-£50,000 Restored to very high standard
£50,000-£60,000 Near perfect, low mileage
original 280SLs
Handling is precise
though rear swing-axle causes
camber change in corners.
002
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Steel wheels and chrome
hub caps were usually
fitted, alloys being rare.
LEFT
Four-speed automatic
gearbox is smooth
and suits the car well.
The spare wheel lives in
the boot and stays clean,
but takes up a lot of room.
FAR LEFT
The manual box was
four-speed, with a
five-speed optional.
corrosion point is the floor. The best cure is to cut out the entire
but none are cheap. One thing not available new is the metal hardtop,
floor section between the side sills and transmission tunnel and
but they can usually be found for around £1,000.
replace, but due to the high cost this isn’t always done, warns
Custodio. “Some cars have been repaired there many times, with new
Verdict
plates just welded over the rusty ones.” Rust also affects the rear chassis The W113 SL is not only a superb looker but pretty good to drive, and
legs, which can be seen just fore of the rear wheels, while the front
barring catastrophe in the classic car market its value can only go up.
inner wings will rot thanks to the build up of muck, which retains
That said, it is a car to be bought with extreme care, caution and
moisture, and side sills corrode too.
expert advice, because a bad one could swallow up an awful lot of
Any surface rust on the outside of the bodywork – and on the lower
money and still not be right at the end of it.
sections of the hardtop – is easy to spot, but do not underestimate the
Our advice is simple: accept there is no good, cheap Pagoda, and
cost of replacing parts of the Pagoda SL’s generous lashings of
budget for at least £25,000, ensuring that all the issues mentioned
chrome. A complete front grille is listed at nearly £3,000 from
here have been addressed. Pick the right colour, but worry less about
Mercedes, the two rear bumper sections near £900 each, hence
whether it is a 230, 250 or 280SL, and place less value on imported,
refurbishing or simply leaving alone might be a
left-hand drive California spec cars, of which
better option.
there are quite a few around. The right Pagoda
‘Do not
However apart from interior trim, many items
is, quite simply, Mercedes heaven.
underestimate the
are still available thanks partly to the efforts of
cost of replacing
Mercedes-Benz of Poole which for many years
Thank you to Pagoda specialist Silchester Garage
parts
of the Pagoda for the loan of the cars Tel 01189 701648
has run a classic parts department (01202
SL’s generous
666330). Among the parts available for Pagodas
Web www.silchestergarage.co.uk and to Silchester’s
lashings of chrome’ proprietor Paulo Custodio for technical guidance
are all the rubber seals and most body panels,
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