Fast Facts

• Best model: 350
• Worst model: Anything tatty
• Budget buy: 280
• OK for unleaded?: Yes
• Will it fit in the garage? (mm): L 4380x W 1790
• Spares situation: Good
• DIY ease?: Generally good
• Club support: Strong
• Appreciating asset?: Yes, rising by the week
• Good buy or good-bye?: A great cultured classic

Cabin functional rather than plush but hard wearing. Huge wheel can annoy

Clean rear styling, not all SLs feature boot spoiler but some bling accessories are popular fi ts – sadly

Alloy wheel design varies depending upon year. Choice of tyre brands signifi es penny pinching by the owners

Engines are all robust if maintained properly. Sixes more frugal, V8s more enjoyable!

Last of old school Mercs?

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The Mercedes W107 is one of the best classical sportsters around, so it’s not surprising that SL prices are soaring

Think Merc SL and chances are you’ll conjour up of the 1960s Pagoda roof model, or perhaps the earlier ground-breaking Gullwing 300SL. But by far the best value of the strain is the W107 series, built from 1971- 89. It’s one of those understated, timeless pieces of automotive design that has quietly got on with being a top notch classic without any fuss or fanfare. These days, the W107 has stepped out of the shadows of the Pagoda and morphed into a real classic Mercedes in its own right. It has already found a niche in the market and spawned a growing number of specialist dealers. Naturally values are on the rise, so now is the best time to buy a good one.

History

Launched in 1971, the new Mercedes SL sat on a 97-inch wheel-base fl oor pan featuring S Class suspension and a variety of six-cylinder and V8 engines. The square-cut body still looks good to this day and was sold in drophead convertible guise (which was always offered with a factory hardtop) or as a longer, heavier (to the tune of 110lb) fi xedhead 2+2 coupe known as the SLC. Original V8 engines, badged as 350s, were all-iron designs with manually adjusted tappets, although later on hydraulic lifters were used on the unit. The 280-badged cars were powered by a twin-cam 2.8-litre six-cylinder unit with manually adjustable tappets and a reputation for refi nement and durability. Nine years into the car’s life and the 280 mutated in to the single cam 300 SL, featuring a different six. The 350’s hefty i ron uni t had also been cast out in favour of a much lighter and meatier alloy V8 and badged as the 380 or 420. Two different 5.0-litre V8s were also used in the 500 and the 560 – the latter is the rarer, left-hand-drive American spec model with gaudier US styling touches and a welter of unique parts relating to emission control equipment, and so on. In contrast, the 450 SLC was a homologation special, built by Mercedes to boost its success in rallying, where the German fi rm was enjoying strong results. Introduced in 1977, it featured a 5.0-litre alloy V8, good for 240bhp, while alloy body panels trimmed 250lb off the kerb weight. This car became the 500 SLC before the ultimate range was launched in 1980. SLCs weren’t offi cially imported into the UK so most models were left-hand-drive.

Driving

Forget that ‘Mercedes Sports’ tag that the W107 gained in the 1970s – these cars are better suited to graceful touring rather than hard driving. Handling is tidy if antiquated these days with that big low-set steering wheel – but that’s just part of the considerable charm. That said, this heavyweight doesn’t disgrace itself, and straight line speed is still respectable.Expect just under 190bhp from the smaller six-cylinders and up to 240bhp from the V8s. Normal driving will coax around 21-22mpg from either engine, but this can seriously dip to the mid-teens on hard driven V8s. A 280 will now match your average repmobile from a standing sart, while the V8s offer GTi-like pace, particularly the 420, 500 and 560s. While four and fi ve-speed manuals were available, the automatic transmission suits the touring characteristics of the car much better – which is no surprise for a Merc – and the ride is fi rm but a tad fl oaty. Trim levels are typically Teutonic and almost stark in today’s terms, but what it lacks in style the Mercedes makes up for in sheer stamina and sensibility. Despite their size, the SL and the SLC (wheelbase lengthened by 14inches) are really two-seaters and acceptable 2+2s respectively, but luggage space is generous on all. Incidentally, optional rear seats were available on the SL but even toddlers will complain about the lack of space in the back! Compared to a rival Triumph Stag, the Merc feels tougher and better engineered but the Stag is roomier and perhaps the more distinctive. The Triumph had already established itself – mostly for all the wrong reasons – by the time the SL arrived in the UK. Autocar’s test of the V8 350 Merc concluded that it was more touring than sporting but praised the handling “The tendency to tail swing and transition to oversteer which used to be experienced with previous SLs, has been eliminated.” 200bhp ensured that the car hit 60mph in under ten seconds and, at the time, import duties hiked up the price of foreign cars, so at £5457 this SL was much dearer than a £2979 E-type, a few hundred more than a Jensen Interceptor (£5874) and just under £500 more could have secured the well heeled buyer an Aston DBS6.

Prices

The SL is starting to ascend in value and the days of grabbing a bargain are fast diminishing. Decent cars cost around £9000 with mint examples commanding £18-25,000 plus depending upon spec and condition, although many specialists reckon this is just a guide and cars nudging £30,000 will become more common. Many believe that the SLC is set to become particularly collectable, because it has more rear room than the SL and is more exclusive. They can be cheaper than their roofl ess relations as well. Reckon on paying around £6500 for a fair SLC and perhaps double this for a peach. Left-hand-drive SLs used to be common and had a cheapskate stigma about them, but poor exchange rates have put a stop to this so the days of a bargain SL are over. In fact, left hookers may well begin to exceed right-hand-drive values.

Improvements

The difficulty is improving this SL without spoiling it. For example, if the dampers have t i r e d o u t t h e n replacements are a logical solution yet some reckon Koni replacements don’t work half as well on this Merc as they do on other makes. Likewise, the brakes can be spoiled by aftermarket pads and discs as opposed to Mercedes spec ones. The best fi rst steps are to ensure that the car is in good condition – it’s surprising how much a transformation this can bring, especially if the steering is adjusted correctly and the wheel alignment is spot on – many Sls are slightly out of sync if aftermarket rims are fi tted. With all engines, an uprated radiator can relive the tension of a hot traffi c jam and prevent you popping a head gasket . Engine tuning parts are available but it’s up to you to decide whether you need any extra power.

Three Of A Kind

Triumph Stag

It’s now being hailed as the British SL, but that’s only because all the bugbears have been eradicated from the Triumph ‘Snag’. A good one is a delightful tourer and, just like the SL, it’s ideal for sauntering around. Prices are generally trailing the SL and bear in mind that you can also buy a much later German offering. Avoid alien-engined Stags – the smart money now goes on originality.

Jaguar XJ-S

The UK’s only other real alternative to the SL, the XJ-S only became a true convertiblein the 1990s. Previously there was an ungainly-looking SC,which still featured framed doors (although they’re nowquite sought after). It became a much more affordable and useable car once the AJ straight six engines arrived. Values are rising but only on good ones – there’s plenty of trash about.

BMW 3 Series

The E30 range had a surprising amount in common with the Merc, chiefl y style, solid feel, usability and good image. There’s a wide choice of engines to suit all pockets – six-cylinders are the best – and they all drive classically too with fun-fi lled rwd handling. A good convertible is worth preserving as we reckon values willfollow SL curves over the coming years.