1957 Mercedes-Benz 300SL Roadster Review and Buyer's Guide

300SLs were technologically superior to anything else, with direct port fuel injection, dry sump systems, Alfin drum or disc brakes—and they all worked

The Mercedes Benz 300SL roadster was introduced in 1957 as a direct descendant of the famous Gullwing. It’s rare in automotive history that a convertible would bring about the demise of the coupe version on which it was based, however with the 300SL it was a case of succession—the roadster replaced the Gullwing.

As the roadster was based on the Gullwing, there were many similarities between the two, the former encompassing several enhancements that were to increase the car’s desirability. The roadster had styling cues that changed only slightly. Larger fenders, different headlights, a smaller grille and a chrome strip down the side distinguished it from its brother.

Since the 300SL convertible lacked the strength and rigidity offered by the Gullwing’s roof, engineers had to redesign the chassis to maintain structural integrity. As a consequence, the car is slightly heavier, yet has an extra 20 horsepower to help offset the difference. Aerodynamics were not as favorable, but the roadster could still nudge 155 mph.

The 300SL Roadster presented here by RM Auctions is one of the rarest. Regarded as one of ten known to exist with the special high-performance engine, this car was delivered with six Rudge wheels, a Becker Mexico radio with short-wave option, engine chrome dress-up kit, factory fitted hard top, and fitted luggage. The car retains all these options except the engine dress up kit, which could be reinstalled.

This 300SL Roadster was delivered new to race driver and Mercedes-Benz enthusiast Erwin Goldschmidt. He owned the car for some time; it then passed to John Saul and Thomas Edward Carr in 1981. Carr owned the roadster until 1988, when he sold it partly restored to Mercedes-Benz specialist and Pebble Beach award-winning restorer Paul Russell, who planned to complete it to his own exacting specifications. However, pressure of work meant he never found the time, and he sold it to its present owner.

This 1957 Mercedes-Benz 300SL Roadster Review and Buyer's Guide appeared in the December, 2006 Issue of Sports Car Market Magazine.

This 1957 Mercedes-Benz 300SL Roadster sold for $605,000 at RM’s Monterey sale on August 19, 2006

Okay, since this car sold for $80,000 above its high catalog estimate, maybe the secret’s out. I’ve been saying this for years, but I believe 300SLs have always been undervalued compared to a lot of their period counterparts, particularly Ferraris.

The 300SLs were technologically superior to anything else produced in the ’50s and early ’60s. Tubular chassis, direct port fuel injection, dry sump oiling systems, Alfin drum or disc brakes—these components were generally only available on out-and-out race cars, if then. Not only did the 300SLs have these components, they all worked.

I have been working on 300SL Mercedes for over 30 years and selling them for over 20, and I cannot for the life of me figure out why they are not much more expensive. I have driven both a Gullwing and a Roadster across the country, and the 300SL is one of the few ’50s cars of any make with which I would do so without a trailer following me. You hear the argument that they made too many of them, but at 1,400 Gullwings and 1,858 Roadsters, I think that is a stretch. Porsche made 5,000 Speedsters, for example. The 300SL’s reliability is evidenced by how many you see on events like the Colorado Grand, particularly among owners who have multi-car collections. Why? Because they know it will be safe, comfortable, and reliable.

Stylistically, the Gullwing is an icon. People who don’t even like cars know what a Gullwing is because it is used in so many print and TV ads as a symbol of quality. Look at an original 300SL up close, compared to almost any other ’50s sports car, and there is simply no comparison in fit and finish.

So what am I missing? Its looks are sensational, its technology superior. Its build quality is second to none, and it has the reliability of a VW Beetle. If you’ve ever heard a Gullwing with an original exhaust system backing off in a tunnel, its note rivals anything you can compare it to.

I think this 300SL Roadster was well bought even considering the record-breaking price. My advice to customers has always been to overpay for the best. Here is a car that was built especially for a friend of the factory and is equipped with almost every option you could get at the time: Euro lights, Rudge knock-offs, NSL engine, hard top, Becker Mexico radio, matched luggage, and a chrome engine dress-up kit that Russell wisely left off during the restoration. Only the chrome curb feelers would have made the look more complete.

Let’s look at the numbers: Professional restoration shops are around $90 to $125 an hour, depending on where you are in the country. A ground-up, body-off restoration takes around 3,000 hours, plus parts and subcontractors. That’s roughly $300,000 to $350,000, not including the donor car. An original set of Roadster Rudge wheels (they only built around 25 sets for Roadsters) is going to run upwards of $35,000. A hard top is $7,000 to $10,000, then requires fitting to the car. A Becker Mexico is $1,500 to $2,500 before being rebuilt, matched luggage is around $7,000 to $10,000, and Euro lights add another $5,000. On top of that you are looking at $200,00 to $250,000 for a donor you hope is not too rusty. When you do the math, you look like the smart guy who bought a fully optioned 300SL Roadster, done by a shop that specialized in 300SLs, in a fantastic color combination, for less money than it would take to build it. And you didn’t have to wait 12–18 months or endure the surprises a restoration always entails. Well done.