230SL Mercedes Pagoda – A Sensible Dream

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The SL looked purposeful and poised in the 60s and has lost none of its appeal 50 years later

The SL looked purposeful and poised in the 60s and has lost none of its appeal 50 years later

‘The most sensible dream car in the world’ was the boast from Mercedes advertising department. The marque had put a tremendous effort into the 230SL for 1963 which was necessary if they were to compete with the great array of early 60’s sports cars, many from the UK. One name that worked on the project was French designer Paul Bracq who penned the wide stance but slim shape that the SL range followed until the end of the 80’s; Bracq went on to create BMW’s 7 series and was part of the French TGV (train) design team. Whilst the SL (super light) wasn’t especially minimal in the weight department and didn’t offer the sports car looks of the E Type, the model was built to the highest standard with a price tag to match, a 1/3rd more than
The original chrome has stood the test of time on Mike’s Merc

The original chrome has stood the test of time on Mike’s Merc

Jaguars icon. The detachable hardtop from where the 230 received its nickname was created by Bracq and Bela Barenyi.   Hungarian born Barenyi was also the world leader when it came to safety aspects of the modern car, including the SL’s front and rear crumple zones, which he had first applied to the Ponton range of the 1950s. The in-line six-cylinder engine featured a cast block with an alloy cylinder head. Fuel arrived courtesy of Bosch mechanical injection and 150bhp ran through a four speed manual or an optional 4 speed auto. In 1967, a 250SL version arrived with the option of a 5 speed manual with disc brakes all around and improved torque, although
Mercedes combined curves and angles beautifully ‘the more you look the better’

Mercedes combined curves and angles beautifully ‘the more you look the better’

maximum power remained unchanged. The 250 was only produced for one year being quickly upgraded to 280SL which boosted performance to 170bhp. The last version was the best-selling, especially in the States but the SL had evolved over the years into a ‘Grand Tourer’ with softer suspension and increases in the overall weight. After being introduced to the world at Geneva’s Motor-Show in 1963, just under 20k of the 230 variant were sold and by 1971 nearly 49,000 of the ‘Pagoda’ type SL’s were produced, over half for the US market; all buyers would require a healthy bank balance. The Choice of the Discreet Rich Mercedes target audience was certainly reached and advertising was originally aimed at the enthusiast with a leaning towards sports cars and even motorsport.   A 15-minute film was produced extolling the performance virtues of the SL at the Nurburgring. Mercedes drafted in Karl Kling a former racing driver and later racing manager who tested the car whilst offering a running commentary. According to Kling, the Mercedes-Benz 230 SL combined “new, unconventional styling with mature engineering”. Whilst he
SL ‘party-piece’ invisible soft top and hardtop option only appears over the winter

SL ‘party-piece’ invisible soft top and hardtop option only appears over the winter

threw the SL around, at the end of the lap he proclaimed “This is a car for driving individualists for whom sportiness without a comfortable ride and exclusivity without worldwide service are simply not good enough. It is for those who expect one model to provide everything.” Somewhat over the top maybe but there was little doubt Stuggart threw everything behind the SL and with plenty of clever advertising this sports car never needed to win at Le Mans or even Brands Hatch to gain custom; the list of rich owners is very impressive. From the world of film Sophia Loren, Audrey Hepburn and Jennifer Aniston all enjoyed SL’s whilst the males included Charlton Heston, John Travolta and John Lennon. Racers have included David Coulthard, Moss and in fact Fangio; demonstrating the SL ticked all the boxes then and still does today. For Mercedes this model was no doubt a huge hit with their customers and remains timeless in its popularity, although many (including Mike) believe this achievement has never quite been repeated by the marque. It’s all about the Engineering
Bosch injection fuelled the 2.3 straight six for a smooth 150bhp in 1965

Bosch injection fuelled the 2.3 straight six for a smooth 150bhp in 1965

Purchased from Mercedes dealership Rose and Young in Surrey on 17th May 1965, the original buff log book shows the first owner in Norfolk but just a couple of months later the Mercedes changed hands. Via Purley near Croyden the 230 became the property of John Dorn who also lived in South London. John is the brother in law of current owner Mike Bridger and the car was only used occasionally for holidays and ‘sunny day drive outs’. During the mid-1980’s John stopped driving completely and the car remained in a small lock up for twenty years. Finally, tired of paying rent for the storage space, John proposed that Mike took the car over and a low loader was organised for collection. Mike explained ‘we arrived at the lock up eventually, it had been so long my brother in law John couldn’t remember where the car was actually kept but once located the fun really started’. With barely enough room to get into the car and its
The dash offers a combination of chrome, metal, wood, leather and quality

The dash offers a combination of chrome, metal, wood, leather and quality

location too small for the flat bed there was little option but to drain the brake fluid from the calipers, releasing the seized brakes and manhandling the Merc from its tomb. Once inside Mike’s workshop the petrol tank was removed and sent away for cleaning, all the lines were flushed through but a failed fuel pump prevented start up. This was replaced and the 230SL was back on the road equipped with new brakes but after about 8 miles the engine just stopped running, only to start up again once cold. After much consternation and part swopping the expertise of John Haynes at his early Mercedes workshop advised the replacement pump just wasn’t up to the job and an original factory unit would be the only answer, at a price. From that day the 230 has only required service items and has provided faultless motoring and with the tired paint refreshed by its new owner the Mercedes enjoys the show scene whilst not showing the 90k miles it has covered. On the Road
SL ‘party-piece’ invisible soft top and hardtop option only appears over the winter

SL ‘party-piece’ invisible soft top and hardtop option only appears over the winter

The first thing of note entering the plush interior of the SL is the weight of the doors, closing with a reassuring clonk their bulk doesn’t require a slam just a gentle pull. The seats are very comfortable as you would expect and the big six turns over a couple of times then roars into life before becoming virtually silent on tick-over. The long, bumpy driveway from Mike’s house rattled my MGB’s shocks on the way in but the Merc just glides over them without any fuss but that was not unexpected considering that just one SL would have got you four Roadsters at launch prices. That is not to say the cost was unjustified, in the same way the 8MG was light years away from the Minor, the Mercedes was another decade on from Abingdon’s finest. The detachable hard top did not just inspire a name; the 80kg roof successfully changes a cabriolet to an enclosed saloon with just 4 snap shut levers. Brilliantly designed with the soft top option hidden under the rear deck the SL was built for all climates and changing seasons. The ride is superb and the steering very light. The 230 works well with the automatic gearbox, especially at low speeds and was the choice of the ‘Stateside’ customer of which there were many; America took the majority of all SL’s. Mike is a happy man cruising along the country lanes so I asked him, if you couldn’t keep the Merc and had an unlimited budget what car would you replace it with? An early Aston Martin or a Porsche was the reply but he acknowledged ‘I am more than happy with this old girl’. The Market Place
Advertisers promoted the ‘macho and wealthy buyers required’ approach

Advertisers promoted the ‘macho and wealthy buyers required’ approach

All SL models were expensive when new and that situation has changed very little with the earlier cars from the 60’s fetching premium prices in today’s market. The Pagoda price range increased very little with Mercedes RRP for the later 280SL launched at just £250 more than the 230 four years prior. That slight increase remains similar today with the later cars demanding a higher figure but the driving experience is not greatly improved. The 280 may have enjoyed more cubic capacity but its extra weight negated much of the gain although the torque curve certainly improved. The brakes improved with discs all round but the suspension was softened and the earlier 230 offers a sportier feel. The 250 model was only produced for one year and thus its rarity forces prices higher but all of the Pagoda cars will leave you with a marked dent in your bank account. Low milage examples have rocketed in value over the past five years and £30k will get you an SL adventure but buyer beware of poorly restored examples as corrosion is the nemesis of the W113. With solid, perfect examples heading towards three figures this sporty Merc continues to be a dream car for most.

Mercedes 230SL W113 Specification

Engine: M127 In line 6 cylinder 2306cc OHC Gearbox: Four speed manual or automatic transmission Performance: 150BHP@ 5500rpm 0-60 13 seconds 120mph Fuel system: Bosch mechanical injection Suspension: Independent front and rear, with coil springs Weight: 1300kgs plus 80kgs for hard top Brakes: Servo Assist Fr Disc 253mm Rr 230mmTags:, ,