Mercedes-Benz SL

When Seventies glam-band Skyhooks sang about 'Mercedes Ladies', mind's eyes around the country flickered with images of bob-cut blondes flitting through traffic in a Mercedes-Benz SL.

While the women in question were often kitted out in something more exclusive than the song lyrics' "Levis suits and Gucci boots", the one constant from an age when BMW was still better known for its motorbikes was a two-door Benz with the obligatory 'pagoda' hardtop.

Powered by a fuel-injected version of M-B's 2.3-litre, six-cylinder engine, the 230SL appeared at the 1963 Geneva Motor Show and went on sale in Australia the following year. Where the 190SL it replaced had been a scaled down and not especially sporting version of the ultra-desirable 300SL, this new car owed nothing in respect of styling to other cars in the early 1960s Benz range.

Performance was vastly improved; the 2.3-litre engine developing 22kW more than the 190 and providing a top speed of 195km/h. Soft-top versions of the 230 weighed 1300kg, with the optional hardtop adding a massive 80kg, yet it was this addition that ultimately defined the new SL's identity.

If the car had been an Alfa Romeo, the convex shape of its thin-pillared top would have been purely aesthetic. As a Mercedes-Benz accessory it owed its design to practicality - the upturned edges helping prevent occupants belting their heads on the roof while exiting the car.

Strength was an SL forte and proving the point was M-B's decision to enter one of its early-build 230SLs in the tough Liege-Sofia-Liege Rally. Driven by works rally ace Eugen Bohringher it won the event then backed up in 1964 to finish third.

Disc front brakes with power assistance replaced the 190SL's drums and while 230SLs were predominantly four-speed manuals, automatic transmission would rapidly become dominant.

Buyers' predilection for self-shifting obliged M-B to offer a boost in power, this arriving in late-1966 courtesy of the brand's enlarged 2.5-litre engine. The 250SL ranks among the shortest lived of any Mercedes-Benz model - launched in November of 1966 then gone 14 months later and after just 5196 cars had been built. Improvements included the addition of rear-wheel disc brakes and a larger fuel tank plus the option of a five-speed ZF manual gearbox.

The SL that everyone wants though is the model depicted by our owned-from-new 2.8-litre example. The 280SL remained in production from 1968 until 1971 and increased overall SL numbers by almost 24,000 units. Power steering remained officially an option however it's hard to find one of these late-series cars without servo assistance.

"It was the shape, definitely that style with the big windows and hardtop that was the attraction," said Bill Grau of the car that in 1970 was a no-contest selection for wife Sue.

ON THE ROAD
Unless you've got a job piloting aircraft carriers into cluttered harbours, first contact with the SL's massive steering wheel might be a little daunting. Padded years before it became a legislative requirement, the Benz wheel ranks alongside the faired headlamps and the distinctive roofline as defining features of these cars but is less cumbersome than appearances might suggest. With 3.2 turns lock-to-lock, a power-steer 280SL can be flicked through traffic and tossed into bends with confidence and accuracy. Road shock is well cushioned and an SL that bangs and thumps over bumps will be a candidate for new sub-frame mounts.

Equally daunting to the eye is the 'fiddler's elbow' automatic transmission selector that obliges users to zig-zag through its convoluted gate en route to a ratio. Leaving the excellent four-speed tranny in 'D' is an obvious alternative but enthusiastic drivers who want to participate in some self-shifting will, with a little practice, be impressed by the car's response.

Performance (0-100km/h in 11secs and around 17secs for the standing 400m) is excellent for a car weighing around 1400kg and delivering just 126kW. Assisting acceleration but without taking serious toll on economy - European road tests suggesting 14L/100km as a realistic average - is relatively low gearing that sees top speed of 2.8-litre automatics restricted to 190km/h. Early four-speed manuals are claimed to manage 200km/h.

Among the more attractive qualities of a six-cylinder SL is its sound. From burbling away like a contented kettle at idle the sound increases with acceleration to a metallic hum and then a feline growl as peak revs are reached. Replacing the standard steel exhaust system with stainless saves a motza in exhaust maintenance costs but, it is said, creates an unpleasant rasp at certain points in the rev range.

Ride quality is very good, without the pitching that might be expected from a short wheelbase car of this weight. The vast majority of 280SL owners won't even notice the swing axle rear end and even an earlier car with manual transmission really doesn't have the ability to break the back end seriously loose. Similar comments apply to the brakes - smooth and powerful with reasonable pedal pressures. Any SL that requires more than moderate pressure to stop from city speeds needs the brake servo unit inspected.

Those who frequent narrow streets or need to weave through convoluted carparks will be amazed at the SL's manoeuvrability. The turning circle is a Laser-like 10.5m and allows these 1760mm wide cars to be slotted into tight spaces with exceptional ease.

Seat covering was most usually MB Tex vinyl with the occasional car trimmed in leather. The seats are very un-Benz like buckets with decent shape and good cushioning - nothing like the big, rock-hard items fitted to later, V8-powered cars. The rear 'seat' is little more than a convenient spot to stack the Myer's bags but with the optional cushion it might accommodate a couple of young and adventurous children.

BUYING
Seeking out a cheap SL Benz is among the dumbest quests in the kingdom. If you can't afford a top-quality car you can't afford one at all since the costs of refurbishing a dog will be astronomic.

One-owner cars are a good starting point as they should come with extensive service history; allowing buyers to assess which components are due for replacement and negotiate accordingly. Those immediately usable but requiring cosmetic restoration and minor mechanical refurbishing generally cost $45,000-60,000.

Cars advertised as being 'concours' or 'show quality' need to be in exceptional condition and can be priced at up to $100,000.

BUYERS CHECK POINTS

BODY
The vast majority of locally-owned SLs have been coddled since Day One, so serious body rust is rarely an issue. Wheel arch lips are vulnerable, as are inner sills and doors that need to be inspected from underneath, the boot floor and front mudguards. The doors, bootlid and bonnet are aluminium so look for dents. Poor door fit is a big clue to structural integrity. Chrome condition is most important as replacing the grille, bumpers and some minor items will generate a $10,000 invoice. If a hardtop is fitted, have it removed and check the lower edges of the rear pillars for rust then look at the soft-top for rips or mildew. If the hood and its frame are missing altogether, deduct $5000 from the car's value.

ENGINE & TRANSMISSION
'Aunt Minnie' syndrome (where the car is used for short, low-speed journeys) affects infrequently-used cars and generates premature engine wear. Overheating sourced to cylinder head deterioration and/or a clogged radiator will be common and timing chain noise possible. Insist on seeing service records that show frequent oil changes and detail recent repair work. Cars that are hard to start or lay a trail of unburned fuel will be in need of a potentially-expensive injector overhaul. The four-speed automatic is almost unkillable and should upshift cleanly under full throttle. Downshifts can be a little rough and clunks from worn driveshaft couplings are common but not financially devastating.

SUSPENSION & BRAKES
Owners who don't drive these cars hard may not realise that some suspension components are on the doorstep of destruction. Look carefully at the condition of rubber bushes and jack up each front wheel to check excessive vertical movement. Kingpins need to be greased every 5000km so, again, check the service records and don't buy a neglected car. Worn bushes on the rear trailing arms will create excessive negative camber at the back. Brakes that lock prematurely or cause the car to weave when stopping are likely suffering sticking calipers.

INTERIOR & ELECTRICS
Old switchgear is prone to failure, so make sure everything operated by a switch or the column-mounted wand works properly. Heater controls are prone to sticking and rectification involves major dash dismantling. The timber strip at the base of the windscreen is susceptible to water damage and replacements are scarce. The steering wheel is also difficult to replace so make sure it isn't seriously worn or scratched.

FAST FACTS

NUMBER BUILT: 48,912 (all models)

BODY: unitary construction, steel with some aluminium panels, two-door roadster/coupe

ENGINE: 2.3/2.5/2.8-litre in-line six-cylinder with overhead camshaft and fuel injection

POWER & TORQUE: 126kW @ 5700rpm/260Nm @ 4200rpm (280SL)

PERFORMANCE: 0-100km/h - 11secs, top speed 190km/h (280SL automatic)

TRANSMISSION: four or five-speed manual, four-speed automatic

SUSPENSION: Front - independent with struts and coil springs. Rear - independent with swing axles and coil springs

BRAKES: disc front/drum rear (230SL), disc/disc (250/280SL) all power-assisted

WHEELS & TYRES: 5.5 x 14 steel, 185HR14 radial

CLUB: Mercedes-Benz Owners Clubs in all states