Mercedes-Benz 230/250/280SL Review and Buyer's Guide

The all-new Mercedes-Benz 230SL (Sehr Leicht; very light), introduced at the Geneva Auto Show in March 1963, was a striking departure from the rounded 190SL. With its crisp fender lines and trademark pagoda roofline, it was an immediate success.

Victorious in the prestigious European Spa-Sofia-Liege rally in its introductory year, the 170 bhp engine provided ample power for this sports-tourer. The optional, and frequently ordered four-speed automatic, with fluid coupling rather than a torque converter, was the first ever offered on a sporting Mercedes.

The 230SL, referred to as Type W1 13 by the factory, was offered in three versions. Coupe, with removable hardtop only, convertible, with soft top only, and coupe/convertible, with both tops.

Although the exterior shape was completely new, the large three-pointed star in the grille, and the typical dash layout with two large circular gauges flanking a vertical bank of minor gauges left no doubt that this was a Mercedes.

The 230 was one of the first production cars to use a multifunction control stalk, combining lights and wipers. A major improvement from the 190SL was the possibility to have fresh air ventilation in the cockpit with the windows closed.

While the monocoque body/chassis construction and wishbone front suspension were carried over from the 190SL, the rear suspension was a new \"low pivot\" swing-axle with transverse compensating spring. Brakes were front disc and rear drum.

Perhaps the only area in which the 230SL was not clearly superior to the 190SL was in curb weight, at 2,850-3,170 lbs compared to the relatively svelte 2,500-2,600 lbs of the earlier car. However, even 3,170 lbs issehr leichtcompared to the 3,880 lbs of the 560SL.

19,831 230SLs were produced from 1963-66.

The primary changes during the next five years involved increases in engine size to offset power-robbing U.S. mandated emission and safety regulations.

Introduced in 1966, the 250SL used a Type M 129 engine, with 6-mm stroke increase to a displacement of 2496cc, seven main bearings instead of four, and rear disc brakes were fitted. Rated horsepower remained at 170, while torque increased 15 lbs-ft to 174.

Only 5,196 250SLs were produced through 1967.

The final version, the 280SL, saw the installation of a larger bore Type M 130 engine, with 2778cc, 180 bhp and 1931bs-ft of torque.

A ZF-five speed was a rare, expensive (at $500) and now highly coveted option. While the increased power of the 280SL made it the most tractable to drive, concomitant changes in the suspension that resulted in a softer ride made the handling less desirable for SL enthusiasts.

The 280SL ceased production in 1971 after 23,885 units were assembled.

Collectible Status

A disproportionately high number of SLs remain in very good condition. Expensive when new and costly to maintain, they were generally purchased by those with the means and desire to take better than average care of their motorcars.

While it is rare to come across low mileage (under 100,000) examples, it is NOT unusual to find fully documented SLs with an unbroken ownership chain and complete service records.

While this series SL will never achieve the values or cult status of the 300SL, it will always have a dedicated following due to its unpretentious styling and enjoyable driving characteristics.

Things to Think About

While SLs were sold new in a variety of configurations, most now seem to have both hard and soft tops. Be aware that the separate purchase of either a hardtop or a soft top and bows will not be an inexpensive proposition.

Look for evidence of overheating, including soft water hoses and leaking headgaskets, as the heads of the SL series are prone to corrosion if a non-antifreeze coolant (i.e. water) has been used. While the brakes and exhaust systems of SLs are notoriously short lived, both are easily repaired and should not keep you from consummating a purchase.

Needless to say, a car that has extensive rust or has been bent badly by collision should be left in the \"for sale\" column, perhaps for a home hobbyist who values thier time at ten cents an hour to take on.

Preferences

A rather low key but intense difference of opinion rages between the \"pure handling\" fans of the 230/250 series and the \"power crazies\" who would rather have a 280. In out opinion, the best compromise would be a 250SL fitted with the later ZF gearbox.

The market at large tells us that the 280 commands a significant value premium over its earlier brethren, so for pure investment purposes a 280 would be the most prudent choice.