5

The early production models

No sooner had orders started flooding in for the new R129 than financial woes began hitting the headlines all over the world. While the mood had been bullish during the build-up to placing the R129 model on the market, in many ways, the timing couldn’t have been worse to launch a luxury two-seater ...

When the R129 was officially announced at the Geneva Show in March 1989, naturally a domestic price list was issued, even though customers would have to wait a few months for delivery. The first volume sales were allocated to the home market, with bulk deliveries starting in June.

With the benefit of hindsight and historical perspective, that original price list makes fascinating reading, with the 300SL commanding DM 89,490, the 300SL-24 being quoted at DM 99,180 (the DM 10,000 premium was questioned by some as seeming rather excessive), and the 500SL listed at DM 125,400. This compares with a price range of DM 73,302 to DM 98,439 for the outgoing R107 series, and DM 114,500 for a contemporary Porsche 911 Carrera 4.

The R129 series was therefore far from cheap, but the new SL had been built up to a standard rather than down to a price in an era when the atmosphere was still buoyant, with fortunes being made on the stock market and in other arenas, helping bring the dream of owning a new Mercedes sports car that much closer to reality. In addition, exchange rates dictated it was better for German manufacturers to go upmarket in order to see a profit.

One of several promotional shots taken at a Mercedes-Benz dealership.

The SL: an impressive sight on the test track at Untertürkheim.

The fact that a lot of people were struggling to make ends meet in the aftermath of Black Monday didn’t seem to affect initial orders for the new Benz. Originally, production schedules called for 20,000 units a year, but this proved to be a difficult figure to attain. Even had the Bremen factory been able to build this many cars in the first year, it would still have been insufficient to cope with initial demand. As such, a lengthy waiting list built up within six months of the launch in certain markets (stretching to four years in the UK at one point, for instance!), and it was found that speculators were taking delivery of their cars only to sell them the same day for a quick profit, usually around a ten per cent premium.

All domestic cars came with alloy wheels, ABS brakes, halogen foglights, electric side windows, power mirrors, cloth trim and key-operated central locking included in the price. According to the catalogues, the 300SL tipped the scales at 1700kg (3740lb), while the 300SL-24 weighed in at 1740kg (3828lb), and the 500SL was 60kg (132lb) more at 1800kg (3960lb). However, very few vehicles would ever have left the factory this light, as the list of options (Sonderausstattungen, usually shortened to SA) was long and tempting in Germany.

A switchable four-speed automatic gearbox (SA code 420) was standard on the 500SL, but DM 2570 plus tax (German VAT stood at 14 per cent back then) on the three-litre models. Those specifying an automatic transmission could also opt for Tempomat (440), which is Mercedes-speak for cruise control, at DM 590. An ASD differential (code 211) was listed for the three-litre cars, priced at DM 1580, while the ASR traction control system (code 471, and only available on cars with automatic transmission) added DM 3270 to the invoice.

Although many early cars came with two-tone paintwork, the main body colour selection was basically carried over from the R107 series, with only one metallic shade (877 Petrol) dropped from the palette in the transition to the R129 model. Metallic paint was a no-cost option on the 500SL, or a DM 1360 extra on the six-cylinder models, incidentally.

The three basic hood colour options were retained, too, all coming with a beige lining. Interior trim shades were kept the same, with eight choices for both cloth and leather (but no vinyl option this time), while burl walnut was used for the wood accents. Leather trim for the seats and steering wheel (the upper part of the inner door panel inlay was a perforated material to match the seat centres with this option) was priced at DM 1980. Rear seats were available (SA code 565), priced at DM 1500 trimmed in cloth, or DM 2100 in leather.

Werner Niefer (left) was named Chairman of the Daimler-Benz AG Board of Management in June 1989 following a restructuring of the company.

Other options included a driver’s-side airbag (SA code 442) at DM 2150, or dual airbags (291) at DM 4130. Electrical adjustment on the steering column (441) was standard on the 500SL or a DM 840 extra on the three-litre cars, while air-conditioning (580) was a DM 3820 option across the board, or DM 4590 if one moved up to the fully automatic version (581). Ten-way power seat adjustment with memory function (241 for the left-hand one, 242 for the right) commanded DM 735 a side, orthopedic padding (basically adjustable lumbar support, coded 404 for the left, 405 for the right) added DM 565 per side to the invoice, and heated seats (873) were available for DM 670.

On the audio front, there were four Becker radio/cassette units – the Avus (518) at DM 1100, the Europa (254) at DM 1375, the Grand Prix (511) at DM 1625, and the Mexico (510) at DM 2415, along with the Mexico radio/CD unit (258) at a hefty DM 4100. To go with these there was an automatic aerial (code 531 and DM 370 when ordered with a stereo, or 532 and DM 115 more if ordered alone), or a manual one (534), priced at DM 115. A manual aerial came with all Becker units, along with a suppression kit and two speakers. The Mexico outfits could be combined with an upgraded sound system (810) costing an additional DM 500.

More minor options available at the time of the launch included tinted glass all-round (590) at DM 475, with laminated glass adding an extra DM 40. Specifying SA code 599 instead of 592, brought tinted glass all-round, but the laminated panes were restricted to the side and rear windows. At least it brought the option price back down to DM 475. Naturally, a heated rear screen (fitted as standard on the hardtop from the off) was included with these three options.

There was also an uprated battery listed (SA code 673) at DM 85, a headlight wash/wipe system (600) at DM 580, remote central locking (880) at DM 860, a memory facility on the mirrors (246, and needing to be combined with power seat and steering column adjustment) at DM 450, exit lights on the doors (code 611, but standard on the 500SL) at DM 90, an alarm system (551) at DM 835, central locking extended to the interior storage compartments (881) at DM 420, a fire extinguisher (682) at DM 160, dual-tone horns (452) at DM 270, an auxiliary heater (228) for those living in colder climes at DM 2125, and a towbar (code 550) at DM 1275.

A new price list was issued in September 1989, when the trip computer (245) listed from the start became available at last, priced at DM 1045. The windblocker, meanwhile (SA code 283) hadn’t been listed in March, but everyone knew it was coming, and at DM 370, it was pretty good value considering the fine job it did of reducing buffeting in the cockpit.

Continental CTS run-flat tyres (641) were a totally new option. Priced at DM 1150 a set, they gave a marginally worse low-speed ride, but provided added peace of mind and safety for regular Autobahn users. The wheels used looked similar to the regular alloys, but the rounder cut-outs on the outer edge gave the game away.

The new SL drawing the crowds at the 1989 Frankfurt Show, held from the 14th to the 24th of September. As it happens, the huge volume of people going to the show (well over a million) prompted the IAA organizers to create two separate events for passenger cars and commercial vehicles after this.

A German handbook illustration showing the trip computer control panel, and the way the digital read-out sat in the central storage box in the fascia.

Also at this time, a Type 722.5 series five-speed overdrive automatic transmission (425) became available for the 300SL-24. This was actually the world’s first production 5AT unit, created by adding an extra planetary gear set on the end of the existing 4AT gearbox, and it was priced at DM 3900. One could still specify the four-speed automatic, though, on both the 300SL and 300SL-24, and it remained standard on the 500SL. As it happens, the first four gear ratios were the same as the 4AT unit, but the fifth cog was heavily overdriven at 0.75. In addition, the final-drive ratio was lower (numerically higher) at 3.69:1 (instead of the regular 3.46:1), dropping the official top speed slightly to 144mph (230kph). Notwithstanding, the 0-60 time was unchanged at 8.4 seconds, and fuel consumption improved by a truly significant ten per cent.

As part of Daimler-Benz’s ongoing programme of refining products as and when the opportunity arose, the rear axle centre assembly mounting was modified in September 1989 to reduce noise at take-off or in close-throttle scenarios; a couple of months later, the rear axle shafts were strengthened.

Finally, although listed from day one, the ADS (Adaptive Damping System) active suspension with automatic levelling (SA code 216) eventually filtered through on production models at the end of 1989, priced at DM 5500.

The catalogue produced for the 1989 IAA was basically a remake of the preliminary brochure with a few extra pages. This is the cover plus one of the new images, seen again as artwork used in later catalogues, albeit retouched to suit contemporary specifications.

The windblocker (officially called the wind screen, but it’s a moniker too easily confused with the front glass) was attached to the roll-over bar, but could be used regardless of whether or not the steel hoop was deployed. From 1991, one could buy a container that allowed it to be stored behind a panel on the forward bulkhead of the luggage compartment.

A car fitted with the optional Continental CTS run-flat tyres.

As the New Year arrived, January 1990 saw the cost of the base car increase by almost five per cent in Germany. The automatic transmission, plus the ASD, ASR and air-conditioning options (as well as the majority of other items, such as paint and trim, the alarm system and fire extinguisher) all went up by a similar amount, but a few of the other minor option prices (including radio selections and airbags) remained unchanged.

Mercedes-Benz telephone packages were added to the price list, being an expensive novelty at this time. Also, a power aerial became standard on the 500SL, while the existing 532 and 534 options were replaced by new ones: 537 and 538, which, respectively, gave a manual aerial with six speakers (DM 450), or an automatic aerial and six speakers (DM 820). All-weather tyres (SA code 645) were new, too, retaining the familiar 225/55 size on a 16-inch wheel, but priced at a DM 180 premium over the regular rubber.

By the way, Rudolf Hörnig left Daimler-Benz in April 1990, with Professor Hartmut Weule duly taking his place as head of R&D. Born in 1940 in Bitterfeld, Weule had been at Karlsruhe Institute of Technology for many years, and indeed returned there in 1997 after what turned out to be his second spell with Daimler-Benz came to an end.

An early 500SL photographed in the historic German city of Bremen, where the R129 model was built. The farmhouse is one of many to be found on the Blockland Dykes of Bremen, while the night shot was taken in the market square.

The US debut

Most European manufacturers are heavily dependent on American sales. With Daimler-Benz selling a large range and having a loyal following in so many continents, the Stuttgart company wasn’t quite so tied to North America. Indeed, from a total production figure of 595,765 units in 1987, sales in the USA accounted for just 89,918 vehicles. Although this was a quite a way short of the 1986 peak (when a change in tax laws prompted a bumper year), it was a fairly representative figure, so the sporting models, and the SL in particular, were a godsend for Erich Krampe – the head of Mercedes-Benz of North America Inc, the US distributor based in Montvale, New Jersey.

Unfortunately, Stateside sales dropped by around 6000 units in 1988, and the slowdown in the economy in the aftermath of Black Monday brought them down again, to 75,714 units in the following year. With North American sales of the R129 SL not beginning until 1st November 1989 (in order to take advantage of the availability of the five-speed automatic gearbox for the three-litre car), the 421 US dealers hadn’t really had a chance to cash-in on the new car’s popularity, but you can bet they had their fingers crossed that there were still enough American citizens that had untapped reserves of cash at their disposal in this post-bubble era and didn’t need to resort to Janis Joplin-like appeals to obtain the new sports car.

US advertising from the time of the R129’s North American launch. The cut-away drawing of the 500SL reveals the location of all the major drivetrain and suspension components employed in the latest model.

Cover of the first US brochure.

Tail of a US-spec 500SL, with a third brake light worked into the bootlid.

Overhead view of the new SL in North American specification, giving a rare view of the carpeted rear compartment and the stainless steel treadplates.

Dashboard of an early American 500SL. Note the 160mph speedometer, the different gear selector used on US cars, the (optional) heated seat switches, the lack of a release button for the glovebox due to the passenger airbag, a few subtle differences in switchgear labelling, and the Mercedes-Benz badge on the radio, with no mention of Becker.

While turbo-diesel saloons (promoted to enhance CAFE fleet fuel economy figures) were just as likely to leave the showrooms, and the SEL and SEC continued with the older 560 engine into 1991 (the beautiful SEC even limped into the 1992 season until the new big coupes were introduced), the two SL models offered in America certainly generated more than their fair share of excitement. With no base three-litre car offered across the pond, the 300SL-24 was known simply as the ‘300SL’ in the States, while the 500SL remained badged as such.

Following the press preview in White Sulphur Springs, West Virginia, the new SL was launched as a 1990 model, with the 300SL-24 priced at $72,500 in five-speed manual guise (with a dog-leg first, although a five-speed automatic was available as an option), and the 500SL (four-speed automatic only) listed at $83,500. It was sold as a two-seater only, with no chance to convert the vehicle into a 2+2 in the States.

All US-bound R129 SLs came standard with alloy wheels, ABS brakes, PAS (with leather-wrapped steering wheel), self-levelling rear suspension, a headlight wash/wipe system, foglights, cruise control, automatic air-conditioning, dual airbags (a passenger-side airbag became optional on several US models at this time, but being standard on the SLs signified a faster adoption for the two-seater than other cars in the Benz range), power windows with tinted glass, power adjustment on leather-trimmed seats (with the memory function extending to the tilt steering and mirrors), remote central locking with extended coverage on interior storage compartments, an outside temperature gauge, alarm, first aid kit, and a Becker Grand Prix-based 100W radio/cassette with six speakers and an automatic antenna.

Apart from the 5AT for the 300SL, about the only other options in the States at this time were heated seats, orthopedic padding, and the windblocker. Metallic paint was a no-cost option (NCO), so doesn’t really count.

Bob Nagy of Motor Trend observed: “A cross-country drive is generally the acid test for any vehicle. Having spent three-and-a-half days of virtual non-stop motoring, we can enthusiastically confirm the new SL as being a pur sang long-distance runner.”

Nagy attributed a lot of the cruising pleasure to the seats, and found only a few minor niggles after his extended test, like the occasional stray reflection on the plastic instrument cover and the awkward sunvisors. He was also less than happy with the stereo, particularly the unit’s ergonomics.

However, the R129 was a well-balanced package at the end of the day. Road & Track called the 500SL: “A very sophisticated car with all the bells and whistles you expect in a personal luxury car, much more comfortable than the last SL, and much more refined.”

Csaba Csere of Car & Driver was clearly impressed by the handling of the 500SL: “As you would expect of an autobahn-bred automobile, the SL is supremely comfortable at the elevated velocities it can so easily reach. The suspension has an uncanny ability to keep all four tyres planted firmly on the ground no matter what your speed or how rough the road surface. Indeed, during our road test the SL remained unflappable even when driven so quickly over winding roads that the automatic roll-over bar deployed in concern.

“Driven that hard, the new SL clearly shows its superiority over its predecessors. Although its steering is slightly dead on-centre and a bit sluggish, the 500SL turns in more precisely, has more grip, and behaves better at the limit than the old 560SL. The 500SL corners with gentle, reassuring understeer, although by working the throttle you can bring the tail out in a graceful slide. The SL’s weight inhibits any notions of tossing it around, however; the car is at its best when driven in a smooth, tidy fashion.”

Motor Trend echoed the improvements: “Due to the SL’s exceptional refinement, one gets the feeling of controlling a precision-crafted machine rather than a high-strung exotic. The SL handles better than anything this big and luxurious has a right to.

“The SL’s suspension is much more closely coupled than any other Mercedes save for those now appearing in the WSPC. This taut tuning, along with its relatively low-profile 225/55 ZR16 performance tyres, transmits a bit more input to the steering wheel and seat cushion than most traditional Mercedes owners are used to. But the upside trade-off is excellent transient response and stability. Both SLs ran through our slalom course at over 63mph, a respectable speed for any car, but downright spectacular for this type of personal luxury machine.

“There’s just enough body roll to give one a good sense of the SL’s dynamic condition at any given moment, but never any sensation of float. It’s no surprise that both versions display great balance when cornering.”

Formal testing of the 1861kg (4094lb) 500SL (naturally fuelled by premium unleaded) by Car & Driver revealed a 0-60 time of 6.3 seconds, with the car flashing past the quarter-mile marker 8.3 seconds later. Speeds through the gears were 43mph (69kph), 74mph (118kph), 115mph (184kph) and 155mph (248kph), respectively. The same magazine recorded a commendable 0.82g on the skidpan and no brake fade. As an open two-seater, only the Chevrolet Corvette could offer better performance for less money.

Road & Track’s figures were very similar in most respects, with only the noise at idle being significantly at odds, although Motor Trend confirmed that the Car & Driver machine must have been unusually quiet. As such, we can say that the 500SL put out about 50dBA at idle, rising to 77dBA under full throttle, while the 300SL was around ten per cent quieter at tick-over but not much different in motion.

By the way, final-drive ratios and internal gearing were the same as those specified on home market cars. The 24v 300SL had a 3.46:1 rear axle on 5MT cars, or a 3.69:1 axle on 5AT models. A 2.65:1 back axle was used on the 500SL, its 4AT unit coming with “... shifts that are uncannily smooth and quick” according to Road & Track.

As is often the case, Motor Trend seemed to get a little extra out of its test cars. The 500SL it had clocked a 0-60 of 6.1 seconds, and a standing-quarter of 14.4 seconds. This compares with 9.1 and 17.0 seconds, respectively, for the automatic 300SL the magazine tried. While there were no surprises there, the skidpan did kick up something odd, for the 300SL recorded 0.83g despite having an almost perfect 50:50 weight distribution – the 500SL was closer to 52:48, but still managed a better 0.86g.

Notwithstanding, going is only part of the equation (and often the easy bit), with braking being just as important. No problems there, though, as all magazine tests recorded some impressive stopping distances. In addition, Motor Trend observed: “Pedal modulation is great and directional stability superb.”

While some fluttering was noticed at speed with the hood up, Csaba Csere said of the power hood’s movements in and out of its hatch: “The entire operation takes place with such captivating precision that it’s the perfect demonstration to persuade any doubters that this car is worth the price of a small house.”

Motor Trend’s Bob Nagy added: “The SL’s fully automatic [soft-top] raising and lowering mechanism is arguably the best in existence ... But even with the soft-top down, cowl shake and shudder are extremely low.”

Summing up for Car & Driver, William Jeanes noted: “Mercedes has again gifted us with a car that seems to be carved from solid steel ... As good as the SL looks inside, it looks better from the outside. The car is lean, aggressive, and says plainly that here’s a member of the Mercedes family of great GT cars.”

Joe Rusz of Road & Track posed the question over whether the 300SL could stand up to the might of the five-litre machine, and concluded: “Of course. It’s essentially the same car, so if money is the issue, less SL is better than no SL at all.”

Motor Trend was thinking along the same track: “For our money, the 500SL stands as the far more enjoyable of the two. But even the junior partner of this auspicious duo would be enough to keep us happy.”

For the record, to put things into historical perspective, 1989 was the year Republican Ronald Reagan stepped down from office, with George Bush (former VP) taking his place as the new President of the United States. The Bush administration basically continued Reagan’s policies, so there was consistency, and, following the war in Kuwait, Bush’s popularity was at an all-time high.

The UK market

After the USA, the UK was the second biggest export market for Mercedes-Benz vehicles. At the time of the R129 announcement, it was predicted that the 300SL would be available first in September, with the 24v and 500SL models following in due course. Later news items quoted the “... end of the year,” with around 1200 cars a year earmarked for British buyers (as opposed to 3000 for Germany and 12,000 for America).

Two of the new 500SLs graced the Mercedes-Benz stand at the 1989 Earls Court Motor Show. This was the first time the R129 SL had been seen in the UK, but there was already a backlog on orders, despite sales not even starting officially until the first day of November, as per the States. Indeed, UK dealers were told not to take any more orders by the end of 1989 – a situation only found on the new Porsche 911, Honda’s NSX and the Ferrari 348, and naturally a situation ripe for crazy premiums on cars sold on the minute they were delivered.

British advertising released following the end of the 1990 racing season.

Original starting price estimates of about £40,000 were ultimately not far off, but compared with earlier R107 models, this was a sizeable 15 to 20 per cent increase on the old car. As it happens, the 300SL had a sticker price of £42,130 when it made its debut, while the 300SL-24 was £4140 more. The 500SL, whilst not the flagship of the range (that honour remained with the 560SEC), commanded £58,045, and more than a few people questioned the hefty £16,000 premium compared to the base model.

All cars came with alloy wheels, front foglights, headlight wash/wipe, power mirrors, ABS braking, power-assisted steering, electric windows, key-operated central locking, and an alarm. The 500SL added other things, like remote central locking, power seat adjustment, power steering column adjustment and the seat/mirror/steering setting memory function, that were optional on the two lower grades. In addition, a four-speed automatic transmission was standard on the 500SL and a no-cost option on the sixes (the 5AT version for the 24v car added £685 to the invoice, though), while metallic paint was £610 on the three-litre machines, or a NCO on the 500SL. Leather trim also, was a no-cost option on the five-litre car, but a £966 extra otherwise.

Options for all cars included ASR (£1820), the ASD differential (£834), air-conditioning (£2002), the windblocker (£196), cruise control (£307), a driver’s-side airbag (£1264), heated front seats (£365), rear seating (£1110), a Becker radio/cassette (£1220), the six-speaker sound system (£264), and an electric aerial (£247).

Autocar & Motor opened its 500SL road test with some telling prose: “Compare the new SL with the 18-year old model it replaces and you could believe that hidden away in some secret part of Mercedes’ Stuttgart factory there sits a still-born SL – the missing link. Such is the advance made by the company with the new car.

“It furthers Mercedes’ groundbreaking safety record and at the same time shows that the company’s stifling conservatism is at last giving way to flair and imagination. The SL is the most dramatic – some would say indulgent – production Mercedes since the gullwing 300SL.”

The famous weekly was in awe of the V8: “The 32v V8 is a fine engine, muscular from the bottom to the top of its rev-range and never harsh. Ambling along, it mumbles like a Range Rover V8 and at cruising speeds it’s all but inaudible. But prod the throttle and it picks up instantly, the rev counter needle surging round the dial. By 4500rpm it’s wailing like a CanAm V8, and its thrust deteriorates hardly at all as it hits the 6000rpm red-line.

“The gearbox is supremely responsive in ‘Sport’ mode but, in true Mercedes tradition, the last fraction of throttle travel has to be used for the fullest performance. Press it to the floor at anything below 100mph and the effect is devastating. This response is still available in ‘Economy’ mode, the difference being at part throttle openings when the gearbox upshifts earlier.”

Although not entirely happy with the steering, the optional ASR was praised: “Simply put, ASR doesn’t spoil the SL’s handling for the enthusiast, but it does protect the unwary.” A few did mention it was still possible to get lurid oversteer in a snap throttle lift-off situation, which the safety systems couldn’t take care of.

MotorSport added these words on the 500SL: “Driven towards the edge of D40 Dunlop adhesion, the Mercedes remained an obedient servant, brakes remaining solid in action and complimented by informative power steering. Acceleration between corners is definitely worthy of the ‘vivid’ adjective, the automatic transmission conquering 0-60mph in some six seconds. Until we drove the Porsche Tiptronic, this was the most co-operative automatic we had encountered for hard motoring, and the gearchange quality still ranks far above the industry average.

“Of course there are things wrong with these hefty automobiles, but as a durable blend between urbane manners, restrained style and sporting zeal, the 500SL remains the standard by which others will be judged.”

The early UK cars came without a catalytic converter setup, so the use of Four Star leaded or Super unleaded fuel was okay. The Autocar & Motor test revealed that the 1895kg (4167lb) 500SL was capable of cracking off a 0-60 dash in 5.9 seconds, and dismissing the standing-quarter in 14.4 seconds before going on to a top speed of 157mph (251kph). But with so much weight to pull around, in-gear times, such as the 60-80mph (96-128kph) increment, were much closer to the car’s forte, and put the SL in touch with the Lamborghini Countach!

Given this level of performance, an average fuel consumption figure of 16.2mpg seemed a fairly small price to pay, and the one magazine average of almost 20mpg made the government steady 56mph (90kph) figure of 27.9mpg appear well within reach given the long-legged gearing.

With regard to the interior, Fast Lane passed an interesting comment: “There’s a comfortable driving position for all except the largest of the large; the big seats actually take up enough space in the car to make the cockpit smaller than it looks. If there’s a real fault with the accommodation, it’s that the seats are unnecessarily hard – the shape is generally good (although adjustable lumbar support shouldn’t be relegated to an option) but you’ll feel the pressure after a long drive.”

Staying with the interior, Autocar & Motor said: “Fit and finish are, as to be expected, very good, but Mercedes still fails to blend walnut veneer, leather and high quality plastics into an inviting whole. The SL lacks the homely appeal of a Jaguar for instance.”

One also has to bear in mind that said Jaguar, even in silky smooth V12 drophead guise, was a very reasonable £41,200 in its home country, or one could opt for the exclusivity of a Ferrari Mondial Cabriolet for less than £63,000 – a price quickly surpassed on the Stuttgart flyer with only a handful of the most basic options.

But the overall rating was good, with nine out of ten stars: “We rate the 500SL as the world’s greatest convertible, and one of the best sports cars, too.”

Not everyone was fully convinced on the sports car credentials, though. Fast Lane concluded: “Maybe the 500SL is the best of all kinds of things – the most refined, the best equipped (or at least the most cleverly equipped), the most sybaritic, but it doesn’t necessarily add up to the most exciting. Don’t misunderstand, it is exceptional in so many ways – the performance is massively impressive, the roadholding is of a very high order, the handling is near idiot-proof, and the luxury and twin-top versatility are real. It’s even sporty in an Ascot Royal enclosure sort of way, but it isn’t a true sports car, not like the blurb says.”

However, in a rather timely article, motoring scribe Jeremy Walton summed up the new car thus: “Obvious quality and civilization are the key attributes to the 500SL. There is nothing particularly startling about the front engine, rear drive layout, but every detail is so thoroughly executed that the lengthy waiting lists and eye-watering prices become comprehensible.”

By the middle of the year, prices had increased to £44,660 for the 300SL, £49,050 for the 300SL-24, and £61,520 for the 500SL. Adaptive damping also came online, listed at a hefty £3120. Nonetheless, and in spite of a flagging economy, the waiting list just kept on growing, and reports of £20,000 to £50,000 premiums were not unheard of. Crazy times ...

As the 1990 season drew to an end, Autocar & Motor managed to get some road time in with the 5AT version of the 300SL-24. The magazine praised the “... fine ride and handling balance, the ergonomics and the hood design,” but was less than enthused by the “... cramped interior, unexciting performance, steering and price.”

The magazine found it difficult to justify the car’s high price if regarded as a pure sports car, as any number of ‘Hot Hatch’ clones could outpace it (the 0-60 time was a fairly leisurely 8.6 seconds), while closer ragtop competitors from the likes of Jaguar, Porsche, Maserati and Mazda were available far cheaper. It also thought the ADS suspension was of very little value, although it’s probably a reflection on how good the standard setup was rather than any failing in the active version.

Notwithstanding, there was praise for build quality, and it was noted: “Thankfully, the engine and gearbox make a great double act. Exceptionally smooth, the 24v six is near silent at low revs, yet snarls convincingly if gunned. This creates a feeling of urgency that is cultivated by the gearbox, which has ratios close enough to support a seamless aural attack all the way from standstill until fifth is selected at something over 130mph. Which is just as well, for the engine is happiest on full throttle.”

When pushed with verve, the 5AT gearbox was not as smooth or fast changing as the 4AT unit tested in the 500SL, but in normal driving conditions there were few complaints. Indeed: “Part-throttle upshifts can be detected on the rev-counter, but rarely from any jerk in the driveline.”

The weekly continued: “Apart from the obvious advantage of quieter touring brought by the fifth ratio, the five-speed gearbox also seems to have done the SL’s fuel consumption no small favour.” Despite the standard catalytic converter, requiring unleaded petrol, hard driving and a kerb weight of 1795kg (3949lb) to move around, the test team managed to average a creditable 19.2mpg.

However, the magazine had been so taken with the 500SL, it found it difficult to give the automatic 300SL-24 a thumbs-up ...

The new car in Japan & the Antipodes

As with the other major markets, and there was no doubt that Japan was heading that way, sales began in November 1989, with 12,920,000 yen R107 560SL giving way to the 13,800,000 yen R129 500SL. As had been the case for several years in Japan, only the one SL model was listed.

Considering that the Mercedes-Benz range started at 3,800,000 yen back then, courtesy of the 190E, the new SL was fiercely expensive. However, as Shigeharu Kumakura of Car Graphic said: “The 500SL represents a pure sporting driver’s battle suit, a playboy’s dreamboat and a cool businessman’s express. Given these three characters in one car, the asking price seems good value.”

After a couple of months of going without an SL, sales began in Australia in June 1990. The timing could have been a lot better for Aussie enthusiasts, as a huge luxury tax had just been passed the month before. As such, the comparison made between the old 560SL at $183,600 and the new 500SL at $254,985 was a little unfair.

Like Japan, there was only one grade in a Mercedes range that started at $77,100 – the 500SL was the flagship of the line, but this is hardly surprising given that one could buy a Ferrari 328GTS for $193,000, a Porsche 911 C2 Cabriolet for around $170,000, a V12 Jaguar XJ-SC for less than $150,000, or a Saab 900 Cabriolet for just $81,200!

The only thing in the SL’s favour was that it was fully loaded, with virtually every option there was (including ADS suspension, traction control, and even a radio/CD player over and above the US-style interior specification). On saying that, there was no alarm, as it didn’t comply with Australian design rules, and for the same reason, the cars were sold as pure two-seaters, with no chance to opt for 2+2 seating due to seatbelt regulations.

With only 150 cars destined for Australia in the first year and around 400 firm orders on file by the time the car arrived Down Under, the waiting list quickly stretched to three years.

In its first full road test of the new SL on home turf, Motor Manual stated that the car had “... outstanding dynamics.” It also noted: “Ergonomics are first class and the hardtop presents no vision problems. The comprehensive instruments are housed in a very simple, cleanly styled binnacle, which is also home for a spectacular array of warning lights. Up until now Mercedes-Benz has made the effort of transferring the indicator stalk from the (European) left side of the steering wheel to the right so there’s no conflict between changing gears and indicating. Amazingly for this car the stalk remains on the left, a retrograde step.”

The latter situation was actually repeated on UK right-hand drive cars, too, as well as those sold in Japan as right hookers (left-hand drive was popular as a status symbol), and in New Zealand for that matter. For the record, the SL arrived in New Zealand at the same time as Australia, having the same specification, with the first cars being shown at the 1990 Auckland Motor Expo event. Only a handful of R129 500SLs were ever sold there, though.

The 1991 Model Year

After the fall of the Berlin Wall in late-1989, the reunification of Germany (officially taking place in October 1990) put more strain on the country’s finances. Helmut Kohl continued to hold on to power, though.

Meanwhile, on the subject of power, a 100Ah battery became standard across the board from September 1990, replacing the original 92Ah version, and in the following month, domestic prices rose by an average of around seven percent, although a different increase was applied to each model due to some subtle standard specification changes.

German advertising from 1991.

Naturally, the new SL, like virtually every Mercedes before it, attracted the attention of the tuning companies. This advert shows the Brabus six-litre model that fought for a share of a small but important niche market with the likes of AMG, Lorinser and Duchatelet of Belgium.

The 300SL now stood at DM 99,066, with the 300SL-24 DM 9861 more, and the 500SL commanding DM 141,816. ASR becoming standard on the five-litre car can account for the latter having the largest increase applied, although an aerial went back on the option list again.

Audio options were revised. The Mexico radio/CD unit was unchanged, but it was now teamed up with the Becker Europa 2000 (SA code 750) at DM 1000, the Grand Prix 2000 BDS (751) at DM 1450, and the Mexico 2000 (752) at DM 2400. These units came with a manual aerial, suppression kit and four speakers as standard. Meanwhile, the 538 aerial and speaker option, whilst much the same, was made significantly cheaper, and the centre console modified internally to suit the new radios.

The armrest-mounted telephone option was deleted, leaving only a stacker unit version mounted in the centre console. At the same time, three metallic paint shades were dropped, but four new ones were added to take their place. As it happens, the cost of metallic paint was reduced to DM 1145 on this price list, although the cost of most options went up in line with the hike mentioned earlier. For example, the four-speed automatic gearbox was now DM 2805, with the 5AT version at DM 4330. The ASD was listed at DM 1770, with cruise control at DM 625, and leather trim DM 2095.

In November 1990, the rear axle shaft diameter was increased from 25mm (1.0in.) to 32mm (1.3in.) to improve ASR control characteristics. This change was applied to ASR cars only, but more shaft refinements were introduced in the following spring for all SLs to encourage more accurate assembly and improve concentricity with other rear axle components.

A few months later, in March, three solid paint colours were dropped from the coachwork palette, with only one new one being added. There were also two new metallics to replace two older shades. Incidentally, metallic paint was still a no-cost option on the 500SL, but an extra on the six-cylinder cars.

In the following month, revisions were made to the ASD unit, and again just over a year later, although neither change would have necessarily been noticed by customers. The same goes for the minor modifications on the V8’s fuel-injection system made in June 1991, when door courtesy lighting became standard on all cars, and the remote central locking was upgraded to include the interior storage compartments (formally option 881).

June also witnessed a price increase of almost four per cent on the base car, pushing up the cost of SL motoring, the line-up now ranging from DM 102,771 for the 300SL to DM 146,775 for the 500SL. The price of options generally rose by a similar amount, although there were a few changes – new 8J x 16 alloys with eight scalloped holes (SA code 652) were offered as a new option at DM 300, and a smaller, 390mm (15.4in) diameter leather steering wheel (281) became listed as no-cost option. This ‘Sportline’ wheel came with flatter spokes and a sharper centre boss design, and was duly fitted as standard to US-bound cars for the 1992 season.

Italian advertising for Japanese tyres on a German car. This Yokohama advert was issued in the spring of 1991, although Dunlop, Pirelli and Michelin rubber was generally fitted at the factory at this time.

A stunning image from the US catalogue for the 1991 season.

Continuing to make improvements as and when they became available, there was a subtle change to the seat design, and the engineers made a minor change to the internals on the 722.5 AT to improve three-to-two and four-to-two downshift quality in August 1991. A few months later the brake band piston was modified to a self-adjusting design on the same transmission for further refinements in shift quality.

Other than the adoption of applicable domestic market running changes and the odd thing already noted, nothing much was happening in the export markets, as the car was still fairly new.

In America, after a new luxury tax had been imposed in January 1991, the 300SL was up to $78,300 in manual guise, or $79,300 if two-pedal driving was preferred, while the 500SL (4AT only) commanded $92,700. The Gas Guzzler Tax was $1300 on the six-cylinder car, and $2100 on the V8.

A 300SL featured in the American brochure.

A 500SL exterior and interior shot from the 1991 US brochure.

The windblocker was now included as part of the US SL package, so the rise was more than reasonable given the recent price increases in Germany and tax hike. Options at this time included the ADS suspension (allowing a softer ride when cruising, or a tauter suspension on twisty sections or during emergency situations) at $3800, an ASD differential for the manual 300SL at $1050, traction control for the automatic 300SL and the 500SL at $2475, heated seats at $520, and adjustable lumbar support at $335 a side. As such, at last, the North American-spec cars were now available with all the goodies offered on European machines.

Sales had been slightly better for Mercedes-Benz of America in 1990, amounting to 78,375 units across the vehicle range, but they dropped off sharply in the following year. Indeed, while 9619 SLs were moved in the States in 1990, only 7481 found new owners in 1991, with the model split being roughly two 500SLs for every 300SL sold, although the SL had accounted for 12 per cent of US new car sales for the German maker in both years. As it happens, America slipped into recession on Republican George Bush’s watch in 1991, allowing Democrat Bill Clinton to take the presidency the following year.

In Britain, where Margaret Thatcher had handed over the reins of power to John Major in November 1990, the price of Benz motoring continued to rise. At the beginning of the 1991 season, the SL line started at £46,340, but by the spring, the price of the 300SL had risen to £49,960 (three times the cost of the cheapest Mercedes on offer at the time), while the 24v car commanded £54,460. The 500SL was actually the flagship model, but at £70,090, perhaps that’s not surprising – the contemporary UK average house price was £54,500!

Artwork from the 1991 US catalogue.

One of the press shots from Mercedes-Benz Inc, showing an SL at speed with the roll-over bar manually deployed.

British advertising from February 1991 promoting Mercedes’ multi-valve engine technology.

Japanese advertising from the time, with Euro Club International making the most of the SL’s image. Note the Japanese lighting, which was much the same as that employed in Britain, with a repeater added on the front wing.

In Japan, the 500SL was listed at 15,800,000 yen for 1991 (in left- or right-hand drive guise), which signaled a hefty 2,000,000 yen increase over the previous year. Considering one could buy a basic domestically-built family car for that kind of money in the Land of the Rising Sun, the substantial hike must have raised one or two eyebrows. Interestingly, long before making official German price lists, Japan offered a six-litre AMG car at 24,500,000 yen, with its bored-out 32v engine delivering close to 400bhp, tuned suspension, a subtle body kit and wide rubber mounted on unique, three-piece alloy wheels made by OZ Racing.

Actually, according to the catalogue of June 1990, AMG offered a 215bhp upgrade for the strict 300SL, and there was a bored-out 3.2-litre version that delivered 235bhp. The 24v unit could be converted into a 272bhp 3.4-litre unit, while at least one 3.6-litre straight-six was produced, presented to Thomas Muster after winning a Mercedes-sponsored tennis tournament in 1995.

There was also an interesting project overseen by the Sansei Trading Company of Tokyo – a fixed-head coupé based on the 500SL. The extended wheelbase (200mm or 7.9in longer than usual) allowed proper seating for four, adding practicality, while the Maserati-like roofline and C-post blending in with a shorter tail looked very elegant. Unfortunately, with the Japanese economic bubble bursting, there was simply no market for a 28,000,000 yen car that couldn’t be backed up by a factory warranty.

Australia went the opposite way to Japan for 1991, bringing the 560SEL back as the flagship model, with the 500SL being reduced to $229,200. Somebody obviously came to the conclusion that they had overpriced the two-seater in a difficult market.

The 12-cylinder Mercedes-Benz C291 in Group C action in 1991. This year saw new W124 super saloons in the shape of the 500E and 400E take a bow, as Benz tried to develop a more sporting image to tie-in with current thinking symbolized by the racing programme. Unfortunately, having done so well with earlier V8 racers, successfully reviving the ‘Silver Arrows’ legend along the way, the company dropped out of the Group C arena before the 1992 season started in order to concentrate on different disciplines, including engine suppliers for open-wheelers in F1 and CART, although the company still had a strong presence in the DTM series. Later, it would move into the FIA GT arena as well.

The 1992 Model Year

Perhaps the biggest news for the 1992 season was the long-awaited return of a four-seater convertible to the Mercedes-Benz line-up via the W124-based 300CE model. This made its debut at the 1991 Frankfurt Show, but didn’t actually enter production until six months later.

While the cost of all domestic SL models rose by DM 1710 in September 1991, this was quite reasonable in reality, as a driver’s-side airbag became standard, and the increase was actually less than the former option price. Dual airbags were now only DM 1500, but all other options were unchanged, including their prices. The only other item of note was the new names allocated to some of the trim, reflecting the fresh material numbers, although ordering codes (074, 075, 274 and 275) remained the same.

By this time, compared with the original cars, the six-cylinder models had both put on 50kg (110lb) in weight according to the official figures (oddly, the gain was biased toward the rear on the 300SL, but toward the front on the 24v machine), while the V8 had gained a rather more modest 30kg (66lb), with most of it going over the front axle. One wonders if a lot of this was gamesmanship to make the forthcoming V12 look less of a heavyweight on paper, as there doesn’t seem to be any specification changes that would make this much difference, especially on the 300s.

Anyway, February 1992 saw an increase of around DM 4000 on the 300SL and 500SL, although the price of the 24v model went up by only a fraction. The 300SL now stood at DM 108,642 in Germany, with the 300SL-24 at DM 115,824, and the 500SL listed at DM 152,931. The cost of most options rose by a small amount, although the price of air-conditioning and dual airbags remained unchanged, and the five-speed automatic gearbox option actually went down (to DM 4200), along with the official telephone kit. Incidentally, the radio/CD unit was no longer listed, but otherwise the range of options was the same as before.

Cover of the American brochure for sporting models available in the 1992 season.

One of the pictures used in the 1992 US catalogue, and useful, as it shows the North American lighting arrangements, with the indicator units employed as running lamps.

Various minor changes had already been applied to transmissions, such as better seals and a few weight (and cost!) reduction measures. From May, the 717.41, 717.43 and 717.44 five-speed manual gearboxes had their drive, main and counter shafts freshly mounted on grooved ball bearings in order to reduce noise and improve shift quality. Then, in the following month, again to reduce NVH, the propshaft intermediate bearing arrangement was changed on V8 models, with the same revision being applied to the propshaft on the soon to be released V12 model. In August 1992, automatic SLs received a modified vacuum unit for modulating the AT operating pressure.

Now, is as good a time as any to note that Dr Dieter Zetsche was appointed Chief Engineer in 1992, with Jürgen Hubbert in charge of the passenger car division. Zetsche (aka Dr Z) took Dr Wolfgang Peter’s place, who had been moved sideways after the W140 project, which, while it had its fans, had run behind schedule and over-budget. Zetsche would later become the head of Mercedes-Benz.

Meanwhile, in the major export markets, other than a $4200 price increase at the start of the 1992 season, there was no change in America as far as the 300SL was concerned. The cost of 500SL motoring rose by $4800, but the extra was more than justified in this case by the fact that traction control was made standard on the five-litre car. Fresh options for 1992 included a ten-disc CD changer at $1200, and a cellphone at $1295. However, despite the additional goodies, US sales were slow in 1992, with fewer than 5000 SLs finding new owners – the model ratio moving to almost three 500s to every 300 sold.

In Britain, prices were carried over from the end of the 1991 season, meaning the cheapest SL was £49,960, before options, which on this model included a 5MT (available as a NCO) or 5AT gearbox (a £723 extra), as the 4AT transmission came as standard. However, the V12 Jaguar XJ-S drophead was only £640 more fully loaded, and the Maserati 2.8 SE Spyder looked an absolute bargain by comparison at £42,402. Even if one opted for Teutonic reliability, the Porsche 911 C2 Cabriolet was listed at £56,553 – not much more than a 24v SL, and £13,500 cheaper than the five-litre car.

A final image from the 1992 American catalogue.

Add in the fact that options were far from cheap, with metallic paint adding £691, air-conditioning costing £2270, leather trim £1020, heated seats £414, power seats £940, power steering column adjustment £504 (plus the memory function another £270), dual airbags a hefty £2493, rear seats £1258, and the windblocker £223, and one quickly realized what good value the Coventry car represented.

But there was no doubt that the SL was a quality piece of kit, with the eight-slot alloy wheels coming as standard in the UK for 1992. A MotorSport test remark on the interior seemed to say it all: “We simply could not spot a single flaw in the fit and finish of the plastics, woolly carpeting, leather and walnut employed. The total absence of rattles is also uncanny.”

The same magazine added: “As a driving experience, there was no doubting the safety and sheer adhesion of the 300SL-24 chassis. You can drive the SL hard for fun ... ”

However, the end of the bubbly period of silly money had quickly reduced waiting lists, and delivery was down to around three months for British customers at this time. Notwithstanding, the UK’s 135 dealers were still being kept busy taking orders for the Stuttgart roadster, but one special customer in particular caused quite a stir, for in February 1992, Princess Diana took delivery of her red 500SL. It was the first time a prominent member of the British Royal family had flaunted the use of a foreign car, although it was quickly given up due to public pressure (the British motor industry was on its knees after all was said and done), and the vehicle now resides in the hugely impressive Mercedes-Benz Museum in Stuttgart.

In Japan, the 500SL (lhd or rhd) went up to 16,310,000 yen for 1992, in a regular Mercedes range spanning from 5,030,000 yen for the basic 190E all the way through to 21,160,000 yen for the V12 600SEL saloon (as it happens, the SL was next in the pecking order, followed by the 560SEC at 14,800,000 yen), while the tuned AMG car broke the 25,000,000 yen barrier. At least SL prices remained the same for the 1993 season, and even started coming down after that. Further south, the price-tag on the Australian 500SL hovered around the $250,000 mark during the same period.

Princess Diana’s old 500SL in the Mercedes-Benz Museum in Stuttgart, next to the extraordinary Popemobile.

The SL page from the Japanese 1992 Model Year catalogue.

A couple of Japanese adverts showing the 500SL 6.0 AMG and the alloy wheels available from the same tuning company. Two of these wheels were later listed in German price lists, with the upper design (made by OZ Racing) carrying the 795 option code, and the lower one, known as the ‘Aero 1’ in AMG circles, the 787 SA code. Note the painted centres on the wheels in the top picture.