8

End of an era

The 67th Turin Show, which opened its doors on the 20th April 1998, was the venue chosen to unveil the second major facelift for the R129 SL. This time, however, the update was centred on the powertrain rather than styling revisions, although, just for good measure, there were a few of those, too ...

The years had been kind to the R129 model – it still looked as fresh as it did back in 1989, and a new line of engines would ensure its survival for a little while longer, at least until the R230 (the chassis code for the R129’s replacement, already being bandied around in enthusiast publications) could be made ready. According to contemporary press reports, the launch was scheduled for 2001, and this ultimately turned out to be a good prediction, with the new car duly taking a bow that July.

While the Turin Show finished on the 5th of May, it wasn’t until the following month that production of the facelifted SL began at the Bremen factory, the timing being chosen to launch the revised car as a 1999 model in the States, where one in every two R129 models built finally ended up.

Three early press images released to introduce the new car to the public, with the new exterior and interior styling plain to see. The SL320 used was fitted with the 644 alloy wheel option.

New engines

As already mentioned, it was the new engine line-up that spearheaded the changes on the facelifted car. The M104-based straight-sixes were replaced by M112 90-degree V6s, the M119 V8 was superceded by a new M113 unit, and even the M120 V12 lump had a few modifications applied to it.

The AMG engines were also revised in line with the changes to the range, so the DM 223,648 SL60 AMG was phased out at the end of May, signalling the swansong of the six-litre V8 – a total of 633 SL60 AMGs had been built by this time (164 with the M119.972 engine, and 469 with the M119.872 unit), but there would now be a short hiatus on complete cars carrying the fabled AMG badge.

The unusual three-valve per cylinder arrangement of the M112 and M113 engines, with two inlets and a single exhaust valve. Note also the sparkplug location.

The M112 engine in 2.8-litre S-Class guise.

The M112 V6s, mentioned in the previous chapter, were perhaps the most important, with their all-aluminium alloy construction (rather than the alloy head and cast-iron block arrangement of the straight-sixes) saving a significant amount of weight. In a world first, even the cylinder liners were made of light alloy, with a high silicon content, allowing a good compromise between reducing weight and friction whilst maintaining long-term service and reliability levels.

The M112 units were unusual in having three valves per cylinder instead of four (a single exhaust valve to one side of the combustion chamber, with two smaller inlet valves the other), their operation being designed in such a way as to allow the use of a single overhead camshaft per bank. From a technical standpoint, the single exhaust valve lowered heat loss in the exhaust gases, thus making the catalytic converter heat up quicker and work in its most efficient operating band more of the time.

Another interesting feature was the dual ignition, with two coils and two sparkplugs per cylinder, the plugs being located in a line directly between the exhaust valve and the pair of inlet valves, with one plug to each side of the valve cluster. All told, the new specification promised a ten per cent fuel saving, faster warm-up times, and significantly lower emissions values.

The M113 V8 power-unit.

To enhance engine flexibility, the sequential port fuel-injection took advantage of variable length intake manifold technology, with the manifold structure being cast in magnesium alloy as part of the weight saving programme. Indeed, the intelligent selection of lightweight materials throughout the powerplant made the new V6s 25 per cent lighter than their straight-six predecessors. Although the configuration was quite different, the bore and stroke dimensions were carried over on the 2.8- and 3.2-litre units chosen for use in the SL range, meaning cubic capacities of 2799cc and 3199cc, respectively. Even the 10.0:1 compression ratio was retained on both units, but a balance shaft was something new for the V6, reducing first and second order vibration.

The SL280 engine (Type 112.923) was rated at 204bhp, and delivered 199lbft of torque at 3000rpm. Fuel consumption at a steady 56mph (90kph) was quoted at 8.6 or 8.7 litres/100km depending on the transmission, which is about 32.5mpg imperial, or 27.0mpg in the States. The SL320 unit (Type 112.943) gave similar economy figures at 8.8 litres/100km, but power increased to 224bhp, and maximum torque output rose to 232lbft at 3000rpm.

The all-alloy V8 used in the SL500 (Type 113.961) was basically an M112 unit with two extra cylinders tacked on. As such, being a modular engine, most of the technical features were the same as the new V6s. Indeed, even the 84.0mm stroke of the 3.2-litre unit was shared, although the 97.0mm bore was completely different; combined with eight cylinders, the displacement was 4966cc as a result.

With a 10.0:1 compression ratio, Bosch ME 2.0 black box and an electronic throttle, the five-litre engine delivered 306bhp and a wider torque band than before, along with 9.6 litres/100km economy – equivalent to 29.4mpg imperial, or 24.5 miles to the US gallon. Amazingly, due to these figures and its low emissions, the new SL500 managed to qualify as an LEV in the States.

The power-unit used in the SL600 (Type 120.983) was pretty much carried over, even retaining the ME 1.0 engine management system. As such, power and torque output was unchanged (at 394bhp and 420lbft, respectively), while fuel consumption at a steady 56mph (90kph) was a respectable 10.9 litres/100km, which is 25.9mpg imperial or 21.6 miles to the US gallon.

Naturally, things looked quite different under the bonnet on the V6 and V8 cars, with a new black dressing piece giving the engines a family look, but there was something new at the back, too, with oval-shaped exhaust pipe finishers peeking out underneath the car, becoming clearly visible for the first time.

All the transmissions were carried over, including the internal ratios and final-drives – all except one that is, for the back axle on the manual 2.8-litre car went from 3.92:1 to 3.89:1 at this time. This gave a top speed of 145mph (232kph) on this 1810kg (3982lb) model – 2.5mph (4kph) faster than the automatic version, and 4mph (6kph) down on the 3.2-litre machine. As before, the 1890kg (4158lb) V8 and 2050kg (4510lb) V12 models had governors fitted to limit their top speed to 156mph (250kph), which was more than enough in the real world.

Other changes

Perhaps the most obvious change for the 1998 facelift was the adoption of a fresh 17-inch alloy wheel design. The standard wheel had five heavy spokes, the rim measuring 8.25J x 17, and fitted with 245/45 ZR-rated tyres. The optional wheel (standard on the US SL600) was a five-hole design (SA code 644), that was obviously an evolution of the old 652 rim (dropped at this time), and was supplied in the same size as the new standard wheel, shod with the same rubber.

There was also a new AMG five-spoke wheel design (8.5J x 18 with 245/40 ZR tyres up front, combined with 9.5J rims and 275/35 rubber at the rear). These could be specified as an option (SA code 794) for all cars, but they also came as part of the North American market’s ‘Sport Package’.

This SL500 with panorama roof shows the changes made during the 1998 facelift in more detail, including the standard alloys, the new mirrors and lighting arrangements, colour-keyed door handles, and the interior revisions, such as the latest steering wheel and fresh trim items, like new leather and wood, plus a map net in the passenger footwell.

Other details included body-coloured door handles, new door mirrors with a more rounded profile, like those of the SLK, restyled repeater lights on the front wings (fitted to the majority of cars, except those bound for the States), a bootlid-mounted third brake light for all markets, and new monochromatic rear combination lamps with softer and fewer ridges, aping the design first seen on the S-Class way back in March 1994.

Inside, there was new upholstery featuring Nappa leather (the familiar perforated leather inserts were deleted at the same time), a fresh four-spoke steering wheel with the hefty centre pad activating the horn (the SL600 had a distinctive wood/leather version), and a new gearshift knob (again, the V12 car had a wood/leather one).

Chestnut veneer (8G25) was now used for the wood trim, with walnut (8G88) becoming optional. However, certain markets had their own policy on this – America, for instance, specified walnut for black and grey (ash) leather interiors, and chestnut for cars with java and helios (shell) trim. Domestic cars with Exclusive trim stuck with walnut, and the German SL600, meanwhile, continued with the use of a leather/walnut steering wheel and gearlever as standard, although other options were available through the Designo range.

A new net was attached to the transmission tunnel in the passenger footwell for holding maps and so on, and slim chrome bezels were used to surround the five gauges in the dashboard meter panel, with the oil pressure gauge being replaced by an oil temperature one. There was also a new starter system, in which the driver just turned the key in the ignition barrel, and electronics took care of the rest.

Detail shot of the updated SL600, with the bezels added to the dash panel, and the latest steering wheel and gearknob. This V12 model has retained walnut trim.

The home market

With sales beginning in June 1998 in Germany, to give the new W220 S-Class all the limelight in September, the facelifted SL280 was priced at DM 127,020 in manual guise, while the automatic-only SL320 commanded DM 138,504 on introduction, the SL500 DM 173,420, and the SL600 a cool DM 225,272. Options were carried over in the main, although it’s worth doing a recap here seeing as we’re entering a new chapter and a new phase in the development of the R129 series.

A five-speed automatic gearbox for the SL280 (SA code 423) cost DM 2990, ADS suspension (214, but standard on the SL600) was listed at DM 6600, and the ESP stability programme (472), which was now standard on the SL500 as well as the V12 model, was available at DM 1500 for the six-cylinder cars.

The new five-spoke alloys (644) were priced at DM 500. Also available for six- and eight-cylinder cars were the 18-inch AMG split-rim wheels (783), carried over but cheaper than before at DM 10,950, the two-piece 793 AMG option at DM 7500 for all cars, or the new 794 AMG one-piece five-spoke wheels at DM 4500. All-weather tyres (645) were still listed at DM 205.

The panorama roof (415), now coming with a power-operated blind, was available for DM 4700, while green was added as a new colour option for the soft-top. Folding power mirrors (500) cost DM 410, and an automatic dimming inner and driver’s-side door mirror (249) was DM 450, although already standard on the SL600. Xenon headlights (612) were priced at DM 1550, or DM 990 on the SL600 as the DM 560 headlight wash/wipe system (600) was already fitted on the V12 car. For the more sporting owner, the AMG body kit (772) was listed at DM 7000, still without a rear spoiler. The towbar option (550) continued, by the way, priced at DM 1505.

Power seat adjustment with memory (241/242) was standard on the SL600, or DM 560 per side otherwise, while orthopedic seats (404/405) were listed at DM 605 per side; seat heating became standard on all cars. Rear seats (565) were DM 2470, or DM 2850 if Designo leather was involved.

Cover and one of the more dramatic pictures from the first German catalogue released after the 1998 facelift.

Electrical steering column adjustment (441) was DM 990 on the six-cylinder cars (standard on V8 and V12 models), and the trip computer (245) added DM 1235 to the invoice. The auxiliary heater (228) was much cheaper than before, priced at DM 1980.

Cupholders (309) were classed as a no-cost option on all cars, along with walnut trim (731), as chestnut was now considered the norm. The alarm system (551) was reduced to just DM 500, despite incorporating the old 882 option from now on. A fire extinguisher (682) was an NCO on the V12 model, or DM 190 otherwise.

There were new audio options, with a Mercedes-Benz Audio 10 unit with CD player (756) an NCO on the SL600, or DM 180 on other cars. The Mercedes-Benz Audio 30 (750) was standard on the SL600, or DM 680 otherwise. An APS navigation system could be integrated into the Audio 30 radio (351) at DM 3100, although it came DM 500 cheaper on the V12 machine. A CD changer located in the boot (819) was listed at DM 750, while the Bose Sound System (810) was DM 1100; one could also specify the Dynamic sound setup (815) for DM 1500. There were also changes to the telephones, with two options that could be fitted to the armrest (316 and 317), and one (312) that was console mounted.

Other new options not already mentioned included a garage door opener integrated into the rearview mirror (231) at DM 350, and the Designo paint and trim selection, including special leather upholstery and wood (grained curly maple only) and carbon trim.

Metallic paint was still DM 1580 (although it was an NCO on V8 and V12 models), but now the Designo range was added (DM 3600), as well as the Designo Varicolor (DM 5000) and Designo LCP (DM 9800) colour palettes, all three being DM 1600 cheaper on the SL500 and SL600.

The Designo leather and wood options caused more changes. The regular 289 walnut/leather steering wheel (standard on the SL600, or DM 970 for other cars) was now joined by a version using Designo wood and leather (code Y95, still available without any additional cost on the V12 model, but DM 1400 on other SLs), and a two-tone leather version (code Y96, an NCO on the SL600, DM 950 otherwise). In addition, the regular 284 walnut/leather gearlever (standard on the SL600, DM 285 otherwise) was now joined by a Designo wood and leather one (code Y94), which was available on the SL600 as a no-cost alternative, but was priced at DM 350 for other cars. Designo wood trim accents were also available at DM 2100 (or DM 700 more on an SL600), while carbon trim accents with Designo stitching came in at DM 2600 for all cars.

The cloth trim option was gone, with Nappa leather becoming standard on all cars; as such, the trim codes were all new, with the 061/261 series being replaced by the 231 series. However, Exclusive leather trim was still available at DM 5215, while seats, door panel trim and carpet edges trimmed in Designo leather (single- or two-tone, building on 231 black) could be ordered for DM 2250. Alternatively, the same thing using 511 black as a base, with Designo stitching colours and other areas in Exclusive leather added DM 7650 to the invoice. Trim options stayed the same until the end of the R129 run after this.

Stunning series of publicity photographs of an early facelifted SL320.

In the political arena, Helmut Kohl eventually lost the 1998 elections to Gerhard Schröder of the SDP, who worked as Germany’s Chancellor from October 1998 to November 2005. A new era had begun ...

Never content, the Mercedes engineers changed the plain bearing on the input shaft of the 722.6 automatic transmission to a needle bearing to reduce friction in January 1999. Likewise, six months later, new bearings were employed in the sun wheel of the rear planetary gearset for the same reason.

The cost of all SL base cars increased by DM 1160 in February 1999, although this was ultimately the last price hike applied to the SL600, which remained at DM 226,432 until the end of production.

A typical Designo interior from the time.

The Mercedes-Benz Standard telephone package could be updated with the novel TELEAID system (347) from March 1999, DM 1790 being charged in this case rather than the usual DM 1540. With TELEAID, the crash sensors that trigger the safety devices also send a message to the telephone to summon emergency services whilst giving a location fix on the vehicle.

Designo LCP paintwork was dropped in the same month, while a Designo Red soft-top (code Y93) was added to the option list at DM 700, basically bringing the 1997 Special Edition convertible roof to a wider audience.

Tail and engine bay of the SL55 AMG.

Contemporary AMG interior, with chunkier steering wheel and ‘AMG’ badging in the centre of the 300kph speedometer – regular cars had speedos calibrated to 260kph, or 150mph or 160mph depending on the market.

The ultra-rare SL73 AMG, with detail shots of the engine and the subtle yet somehow imposing badge on the bootlid.

It was at this time that Bruno Sacco retired as head of styling, with Peter Pfeiffer duly taking Sacco’s place in April 1999. Sacco would have been pleased with the response the C215 CL received when it was launched at the Geneva Show, its front mask giving a huge hint of what was to come for the new SL.

April was also the month in which a fresh batch of AMG prices was released – the SL55 AMG conversion costing DM 37,120, and the SL73 AMG one commanding a hefty DM 99,180. The 5.4-litre engine duly gained widespread use in the official Mercedes-Benz line-up, with the E55 AMG being very popular. The 7.3-litre lump was a real rarity, though, with only 42 SL73 AMGs being produced, although the unit was later used by Pagani for the Zonda sports car range.

As it happens, one of the first SL55 AMGs was part of a limited run called the 1999 ‘Mille Miglia’ edition. This car, of which just 12 were built, featured an AMG body kit with Designo Silver paintwork, 793-type AMG alloy wheels, two-tone grey leather trim with darker door panels, dashboard and carpeting, and carbon-fibre trim to replace the wood components.

Annual passenger car production passed the one-million mark for the first time ever in 1999, which was a significant achievement for the Stuttgart company. The figure rose to 1,161,601 units in the following year, proving it was no fluke.

The vision SLR

The front engine, rear-wheel drive Vision SLR concept car was unveiled in coupé guise at the Detroit Show in January 1999, with a roadster version following eight months later at the Frankfurt Show, both providing a glimpse of future generations of the SL and SLK, and a sneak preview of the Mercedes-Benz SLR McLaren of 2003 vintage.

The supercharged 5.4-litre AMG V8 in the 1999 car was delivering 557bhp, which gives stunning performance levels in a vehicle weighing just 1400kg (3080lb) courtesy of the latest lightweight materials. Ultimately, production machines, built by McLaren in England, were developing over 600bhp to make up for a little bulk gained in making the car production worthy.

The Vision SLR roadster (nearest the camera), coupé (centre), and the car that inspired them from the fifties.

An SLR McLaren at the 2003 Frankfurt Show, with Ron Dennis of McLaren (left) and F1 driver David Coulthard in the background, and Jürgen Hubbert (the long-serving head of the Mercedes car division) to the right.

The main export markets

With Mercedes prices ranging from $31,200 to $137,300 for 1999, America’s two-car SL line-up was once again given a luxury specification, with the $81,100 SL500 coming with items like ESP, alloy wheels, rain-sensing windscreen wipers, headlight wash/wipe, power mirrors and seats with three-position memory, leather upholstery and door inlays, remote control central locking, an alarm with an integrated ‘panic’ button, and a radio/cassette with a Bose Acoustimass sound system.

The six-litre SL600 cost $45,800 more, but included in the package were additional items like the ADS suspension, the 644-type alloy wheels, Xenon headlights (but no wash/wipe on these headlamps in the States), full Exclusive leather trim (now back to a single shade) and extra wood furnishings, plus a CD changer unit in the trunk, and a mobile phone.

Metallic paint was a no-cost option on both cars, while the panorama roof commanded $3695, and lumbar adjustment on the seats was $700 per pair. A new $1795 ‘SL2’ package was established for the 1999 SL500, including Xenon headlights, heated seats and the CD changer – all previously available as separate options. The $4970 ‘Sport Package’ was given the ‘SL1’ moniker, with the familiar body kit and new 794-type AMG five-spoke alloy wheels.

In Britain, the full SL range was on offer, with the SL280 priced at £58,340, the SL320 at £63,540, the SL500 at £81,340, the SL600 at £103,040, and the last of the SL60 AMGs at £98,090, which remained in the UK price lists until the start of 2000.

Japan was still in the midst of its AMG love affair as the 1999 season dawned, listing the SL55 AMG at 20,500,000 yen, the SL60 AMG at 23,700,000 yen, and the SL70 AMG at 28,500,000 yen. As for the regular cars, the SL320 (left- or right-hand drive) was up to 9,900,000 yen, the SL500 12,500,000 yen, and the V12 SL600 16,200,000 yen.

In Australia, the SL280 was listed at $200,700, the SL500 at $286,700, and the SL600 at $368,400. However, the SL dropped off the Aussie price list in the spring of 1999, with the distributors concentrating on the new S-Class. Ultimately, with cars like the Porsche Boxster available for $110,000, the SL had priced itself out of the market.

Cover from the North American market SL brochure for the 1999 season.

The 2000 Model Year

With the engineers and marketing department concentrating their efforts on the E-Class facelift, very little was happening on the SL front. The price of the six-cylinder SL base cars went up by DM 580 for the 2000 season, after EPS became standard on the smaller-engined cars as well as the V8 and V12 models, but the cost of the SL500 and SL600, and options, as it happens, was unchanged from the previous year.

Domestic prices increased again in January 2000, taking the cost of an SL280 up to DM 129,920, the SL320 to DM 141,404, the SL500 to DM 175,740, and the SL600 to DM 226,432. Seeing as the average monthly wage in Germany was around DM 3400 at this time, the SL could definitely be classed as a luxury purchase.

This was the month in which the stricter EURO 3 regulations were introduced, with CO emissions limits dropping from 2.20g/km to 1.30g/km, and NOx from 0.50g/km to 0.15g/km. From this moment on, Europe’s tailpipe emissions regulations were actually tighter than those of America.

The March 2000 price list displayed a few minor adjustments made to the price of options. For instance, the cost of the 644 alloy wheels increased by DM 10, while AMG alloys went up by between DM 50 to DM 100 a set, and the AMG body kit by DM 100. The headlight wash/wipe and Xenon headlight options were a touch more expensive, and the cost of the automatic dimming mirror feature (SA code 249) increased by DM 50.

At the same time, the automatic V6s now came with a more advanced cruise control system, previously found on the SL500 and SL600 only; this was available for DM 3200 on the SL280, but standard on the SL320 and AMG models.

The SL500 and its interior as seen in the 1999 US catalogue.

The cost of leather trim options went up a fraction, along with the Designo wood and carbon trim accents, and the leather/wood and two-tone leather steering wheels and leather/wood gear selector. The alarm was DM 10 more than before, but the Mercedes-Benz Audio 30 APS unit was DM 200 cheaper. In addition, the Dynamic sound setup (815) was DM 500 cheaper than before, although the price of the Bose sound system went up by DM 30.

Meanwhile, the crankcase ventilation pipe was modified on the V12 engine, with plastic pipework being replaced by aluminium, and several improvements were made to the Type 722.6 automatic gearbox, including changes to the helical gear angles to reduce transmission noise.

Spring 2000 also witnessed the launch of the limited run ‘SL Edition’ model, of which 708 were produced in the end. Built on either the SL320 or SL500 base car, the ‘SL Edition’ featured Designo Mysticblau paintwork and soft-top (although 744 silver and a black top could be specified at no extra cost), two-piece 18-inch six-spoke wheels (SA code P30), silver-painted brake calipers and drilled discs at the front, chrome accents on the hardtop/panorama roof and windblocker, a stainless exhaust pipe finisher, black Nappa leather with perforated inlays on the front and rear seats, dark wood on the half-leather steering wheel and gearknob, as well as the door trim and centre stack/console, an engine-turned aluminium instrument panel and gear selector gate, and special floormats and badging.

Limited edition models came thick and fast after this, with the tasteful ‘Final Edition’ SL based on the SL500 (674 built), and a 2000 version of the ‘Mille Miglia’ with silver paint and the P30 alloy wheels. Only 12 of these were built, including ten SL320s and two SL500s. The last of the German specials was the 13-off 2001 ‘Mille Miglia’ – similar to the US ‘Silver Arrow’ launched that year with its silver paint, body kit and P30 wheels.

On the subject of America, the 2000 season saw the SL500 priced at $82,600, and the SL600 at $128,950 – increases of $1500 and $2050 respectively over the previous season. Although essentially the same, TELEAID was new for 2000, being standard on both SLs, and heated front seats became a separate option again for the SL500 for those not wanting the ‘SL2’ package.

One of the more striking illustrations from the German catalogue dated November 1999.

A V12 SL interior featured in the domestic 2000 MY brochure. The bank of switches in the centre stack cover (left-to-right) bootlid release, tow-away alarm setting, central locking activation, hazard warning lights, folding mirrors (favoured in countries like Japan, but not available in the US), ADS settings, ESP on/off, and the manual control of the roll-over bar.

Mercedes-Benz at the 2000 Geneva Show, with CLK, SLK and SL open cars taking pride of place on the stand.

Also new for 2000 was the $4900 Designo ‘Black Diamond Edition’ package, which brought Black Diamond paintwork, two-tone black and red leather upholstery, and carbon interior trim accents. The other alternative was the $5700 Designo ‘Slate Blue Edition’ package, with Slate Blue coachwork, black/dark blue leather, and charcoal maple wood trim.

In a Road & Track test, racer Steve Millen was impressed by the way the SL500 tackled the Thunderhill circuit. The magazine’s Matt DeLorenza added: “After a few laps of probing the limits of the SL500’s chassis and finding it predictable and enjoyable to point and shoot from corner to corner, I drove back to San Francisco with a new-found appreciation for an old friend.”

After being held the same for more than two years, UK prices actually fell in the middle of the 2000 season, with the SL line ranging from £54,640 for the SL280 to £96,370 for SL600 – this represented a substantial £6670 reduction on the V12 model.

The Mercedes-Benz distributors in Britain caught the limited edition bug, too, with two 50-off models being launched in 2000 – the Designo Heritage Edition UK with burgundy paintwork and P30 alloys, and the Designo Vintage Edition UK with dark green paint and the same wheels.

Japanese prices were carried over on the regular models for 2000, although there were some adjustments made to the AMG line-up, with the SL55 AMG commanding 19,500,000 yen, and the SL73 AMG version 27,500,000 yen.

Exterior and interior shots of the ‘SL Edition’ model of 2000.

The 2001 Model Year

The new W203 C-Class had priority at this stage in the proceedings, with a new SL already waiting in the wings. Indeed, by January 2001, the SL600 no longer appeared on domestic price lists, although production continued for a few months, until May, to clear existing orders in train.

The final prices for the other cars were DM 131,134 (€67,048) for the SL280, DM 142,705 (€72,964) for the SL320, and DM 176,963 (€90,480) for the SL500. In reality, the Euro was not widely used until January 2002, when the first banknotes and coins were circulated, but both currencies were being listed by this time.

There were some minor changes on the telephone options, with a simplified range, and Designo Chromaflair paint was added to the list, priced at DM 9600 (or DM 8000 on the SL500), although carbon trim accents and the Dynamic sound system were deleted along the way. Interestingly, other than the few changes noted in the text, and a DM 105 rise on the SL280’s five-speed automatic gearbox and a DM 30 increase on the garage door opener at this time, many option prices had remained the same as those posted in June 1998.

R129 production finished in July 2001, with sales of the R230 starting in the following month in Germany. Meanwhile, the export markets continued to sell the older car for a little while longer.

The supremely tasteful ‘Final Edition’ SL for the German market.

In America, the Mercedes range took on a more sporting note for the 2001 season. The ‘Formula One Edition USA’ was launched to commemorate the long-awaited return to F1 racing in America in September 2000, the 20 SL500s having an AMG body kit, 794-type AMG alloys, silver paintwork, a grey soft-top, a chrome frame on the windblocker, a grey interior with two-tone steering wheel and gearknob, silver-painted centre console and door trim sections, drilled pedals, and special badges.

The standard US cars were also more sporty, gaining AMG body kits and 18-inch five-spoke alloy wheels from the same tuning company, although the $83,800 SL500 had the 794 one-piece type, while the $128,950 V12 model had the more expensive 793 two-piece rims. Otherwise, there were no changes for the States.

There were changes outside the Mercedes dealerships, though, with George W Bush taking Bill Clinton’s place in the White House in January 2001 after winning the 2000 presidential race.

Not surprisingly, the US 2002 Model Year SL line-up was pretty much the same as that of the 2001 season, even the pricing, although it became possible to delete the AMG body kit and wheels via the 227 option, in which case, the cars reverted to their old 17-inch wheel and tyre combinations.

There was also a ‘Silver Arrow Edition’ announced in the spring of 2001 as an early 2002 model. This was a limited edition planned for 1500 units (100 SL600s and 1400 SL500s, priced at $86,300 and $132,950, respectively), although eventually 1515 were sold by the time US sales of the R129 came to an end in March 2002.

The ‘Silver Arrow Edition’ was actually quite spectacular, with special silver paint, a black soft-top, polished P30-type alloy wheels with cross-drilled brake discs and silver-painted calipers beyond, Xenon headlamps, chrome detailing on the grille, side window graphics (including the hardtop, or the panorama roof supplied with the SL600 version), boot plinth and windblocker frame, a stainless steel exhaust pipe finisher, and special badging.

Interior of the ‘Formula One Edition USA’ model.

One of the illustrations used in the US 2001 Model Year SL brochure, with a V12 SL600 in the foreground and an SL500 behind. Note the AMG body kits and the use of different AMG alloys for the two grades.

The Mercedes-Benz line-up as seen in the US range brochure for the 2001 season. The SL still looked fresh up against its more modern stablemates.

Inside, the black Exclusive leather trim was complemented by black maple wood accents on the steering wheel, gearknob, centre console and door cappings on the SL600 version, although the five-litre car had black/silver-grey two-tone leather trim, with wood finding service only on the console and doors. All cars, however, received heated seats (those on the six-litre car had adjustable lumbar support), a six-CD changer unit, a turned aluminium dash panel and gear selector gate, as well as drilled aluminium pedals, special ‘Silver Arrow Edition’ badging on the illuminated stainless steel door sills, seats and ashtray, Exclusive floormats, and a comprehensive accessory kit and authenticity certificate provided in a metal briefcase. It was a fine way to bow out.

Meanwhile, in Britain, with the 2001 MY Mercedes range starting at £12,790 and going up to £82,440 for the CL55 AMG, the SL line-up was close to the top end, with the SL280 at £49,640 (less than in 1999) and the SL600 at a significantly reduced £80,900. There were no AMG SLs listed, and before the middle of 2001, the SL600 had slipped away, too.

In the meantime, the UK had introduced its own ‘Silver Arrow’ special edition in March 2001, limited to 100 cars. From the outside, it looked much like the US version (except for the front light units, of course, which continued to be different in the States), although the interior was more in keeping with British tastes, with cream leather seats and plenty of polished wood. Two more Designo special editions were launched at the same time – the Alanite and Almandine models.

American advertising for the ‘Silver Arrow Edition’ from spring 2001.

The 2002 Model Year catalogue from the States.

In February 2002, by which time post-war Mercedes-Benz passenger car production had passed the 20 million mark, the R230 cars were listed, with the new SL500 commanding £67,790 (£2450 more than the last of the five-litre R129s) and the SL55 AMG £89,040.

In Japan, the SL600 disappeared from the 2001 price list, but otherwise things remained the same. As the season came to an end, the 9,900,000 yen SL320 Edition and 12,500,000 yen SL500 Edition models were the only SLs listed, with no AMG variants.

The R230 was launched in Japan in time for the start of the 2002 Model Year, introduced at a reasonable 12,800,000 yen, but the R129’s history wasn’t quite over in the Land of the Rising Sun, as Toshihiko Ohno converted a few from 2003 onwards. Earlier Ohno Naomis had employed Mazdas and Toyotas as base cars, but the Naomi IV used the R129 SL for its basic structure; the Naomi V was SLK-based, incidentally. But there we have it, the end of an era ...

Exterior and interior shots of the ‘Silver Arrow’ special edition for the British market. Note the 160mph speedometers fitted to UK cars.

The three limited edition models that provided a final swansong for the R129 model in Britain.

Tailpiece ...