Status-symbol bargains for the not-so rich
and famous
BY PETER BOHR
They called it der Panzerwagen. The "armored car", as it translated
from the Teutonic tongue, wouldn't seem to be a very dignified name for an
automobile that's become one of the most coveted status symbols of our times.
But those in Mercedes-Benz engineering who coined the moniker for the new
350SL had a point. Compared with the lovely, svelte 280SL that it was to
replace, the 350SL did indeed look brutishly impregnable.
Of course, given the regulatory climate at the dawn of the Seventies,
that was the point, Mercedes engineers knew the new design would have to
meet not only the desires of consumers, but also the safety (and emissions)
standards of U.S. lawmakers.
The 350SL ended up heavier and less efficient that the 280SL of the
Sixties, far less sporting that the legendary 300SL of the fifties, and almost
homely next to the two previous beauties. Yet the design worked-- so gloriously,
in fact, that it persisted almost unchanged for nearly two decades, selling
about a quarter of a million copies along the way.
Unfortunately for poor but enthusiastic SL fanciers, prices also rose
along the way, by about 500 percent -- from $10,500 in 1972 to $ 64,200 in
1989.
But now, for us less monied enthusiast, there's been a happy confluence
of events that has made owning an SL affordable. Thanks to the introduction
of the current 300/500SL, the nation's sluggish economy and the vast numbers
of these SLs on the market, you can put a fine example in your garage for
a little as $12,000. Intrigued? Then read on.
SL foibles
In affluent Newport Beach California, home of R&T, residents drive
"Newport-Beach-Chevys" elsewhere know as Mercedes-Benzes. And in the area
around our offices, there seems to be a Mercedes mechanic on every block.
Steve Marx, owner of Marx Mercedes Service, and Rod Curha, owner of Dan's
Automotive Service, are two of the most knowledgeable. We culled their wisdom
regarding the purchase of an older SL. And we also turned to a nearby Costa
Mesa resident for advise, Doug Rugg, proprietor of an independent used Mercedes
dealership, DR imports.
The well-heeled usually choose their status symbols for compelling reasons,
and these SLs process a host of them. They were built with superb care. They
show sophisticated engineering. They're sublimely comfortable. And because
of their bulk and stout structures, they're just about the safest open cars
imaginable.
But beyond these attributes, most of these 1972-1989 V-8-powered SLs
have engines that are just about unburstable.
"I've driven a number of early 4.5-liter SLs with 750,000 or more on
their engines," said Rugg. "At a million miles they get a little edgy".
TYPICAL REPAIR PRICES *
Reseal power steering box.....$ 300
Replace catalytic convert with aftermarket converter...........$ 400
Replace water pump ...........$ 550
Replace climate-control.........$ 515
Replace starter motor...........$ 250
Aftermarket soft-top, not including installation.......................$
495
Aftermark 2-seat leather upholstery kit, not including installation..$ 900
Aftermarket horsehair seat pads, 2 seats, not including
installation.......................$ 150
Rebuild cylinder heads ......................$ 2,500 - $4,500
Normal cylinder rebuild...............$7,500-$11,000
3,000-mile service........$200-$400
15,000-mile service......$200-$400
30,000-mile service......$400-$600
* Unless noted, prices include parts and labor with a labor rate of $50 an
hour. |
That may be stretching things just a bit, according to Cunha and Marx.
But both agree the iron-block V-8s are exceptionally long-lived.
"Around 350,000 before a bottom-end overhaul isn;t unrealistic," said
Cunha. "The top end is often good for 180,000-240,000 miles."
And from Marx, "I have some customers with at least 300,000 miles on
their cars and the engines haven't even needed valve jobs."
So does this mean a high-mileage early SL, say, one with 150,000 or
even 200,000 miles, might still be a good buy? You bet. "I wouldn't be afraid
of it, as long as I knew its service history and it was a good car in other
respects," said Cunha. (All of our experts recommend oil changes be done
every 3000 miles.)
Still, all things being equal, it's best to avoid 1975-1976 models,
and 1974 California cars as well. In the former, the cars carried catalytic
converters inside the engine compartment. The heat generated by the converters
tends to cook wiring and vacuum lines under the hood. Vapor lock was also
a common malady. Mercedes engineers moved the catalysts farther downstream
for 1977.
The 1974 California cars, according to Marx, were equipped with
exhaust-gas-recirculation devices that cause stumbling problems.
For model year 1981, Mercedes substituted a lighter, more efficient
all-alloy 3.8 liter V-8 for the old reliable iron-block 4.5-liter V-8. And
along with it came trouble.
The engine has a single-row timing chain, which as the miles piles on,
tend to stretch. Unchecked, the chain can jump its sprockets, causing pistons
to collide with valves, leaving the 380SL owner facing a $6,000 repair bill.
During 1984, Mercedes switched to a double-row chain and solved the
problem.
Though it was not announced recall, Rugg says that at one time Mercedes
did convert some of the early 380SLs, free of charge, to double row chain
for some customers. "The only way to know if a car is converted is to take
off the valve cover and look."
Converting one now is a $2500-$3000 proposition, said Marx. But Marx
added that the conversion is unnecessary if the owner changes the chain and
tensioner every 40,000 miles -- a $300 job.
Owners of 380Sls -- and later 560SLs, another SL with an all-alloy V-8
-- may also find that if their cylinders heads need to come off for any reason,
they'll face an extra expense of several hundred dollars, in addition to
a valve job or work needs to be done. Mercedes suggests that once the head
bolts are removed, the aluminum block must be helicoiled to provide new threads.
Otherwise, the bolts may pull out.
However, Marx said he's successfully replaced the head bolts on several
380 and 560 engines without helicoling. "You just have to torque them down
very carefully, according to the book," he said. "But maybe I've just been
lucky so far," he added.
Given regular service, the rest of the drivetrain, and most of the car
for that matter, seems to be nearly as robust as the engine. Our panel of
experts report no unusual problems with automatic transmissions (manual gearboxes
were never an option on U.S.-spec cars), read ends, suspension or electrical
components. Cunha said front brake rotors might need replacing every 40,000
miles, catalytic converters sometimes plug up after 100,000 miles, and water
pumps, fan clutches and started may fail after 80,000 for 100,000 miles.
The 450SLs were subject to a formal recall, one still being honored
by Mercedes-Benz, for cracking subframes. The dealer will replace or weld
the subframe.
During the Seventies, German cars were not noted for their effective
air conditioners, and these SLs are no exception. Except for the servo units
in the automatic climate-control systems of the 1977-1980 450SLs, which seem
to fail every three years, the air conditioners don't break particularly
often. "They just don't cool well", said Marx.
SLs aren't given to rust. But any prospective buyer of a car that's
lived much of its life in an area where salt is used on winter roads should
check the steel lid that covers the hardtop, the front fenders, around the
headlights, inside the trunk and the rear box section of the chassis.
Paint, chrome and upholstery hold up well. Even the dashboards aren't
prone to cracking, except blue ones for some reason. The horsehair seat padding,
however, does tend to collapse over time. But replacement pads are
available.
Indeed, Hemming Motor New is chock-full of advertisements for Mercedes
or SL specialists who can provide almost any body, trim or mechanical item.
Mercedes-Benz dealers can also supply most parts for these SLs.
PRODUCTION HISTORY
| 1971 |
V-8-powered 350SL 4.5 (body style "W107" in Mercedes-Benz nomenclature)
introduced to U.S. as as a 1972 model. Though introduced in Europe with
a 3.5-liter engine, the W107 always carried a less efficient but detoxed
230-bhp, 4.5-liter, Iron-block V-8 here, coupled with a 3-speed automatic.
Power-assisted steering, air conditioning, hard and soft-tops were standard. |
| 1973 |
Name changed in American market to 450SL. |
| 1974 |
Addition of 5-mph bumper. Horsepower declined to 190 bhp. California
version acquired EGR and fuel injection. |
| 1975 |
Addition of catalytic converters. Horsepower declined to 180 bhp. |
| 1976 |
Addition of cruise control, transistorized ignition, hydraulic valve
adjusters; switch from Bosch electronic to Bosch Jetronic fuel injection. |
| 1977 |
Catalytic convertors moved downstream. Climate-control system introduced. |
| 1980 |
3-way catalytic converter introduced, final drive ratio reduced. Horsepower
declined to 160 bhp, but fuel economy increased. |
| 1981 |
380SL with 3.8 liter, 155 bhp, all-alloy V-8 and 4-speed automatic introduced
to U.S. market. Electric window lifts are standard. |
| 1983 |
Recalibrated engine and transmission for improved performance and fuel
economy. |
| 1984 |
Switch from single-row to twin-row timing chain. |
| 1985 |
ABS became standard; driver-side airbag was optional. |
| 1986 |
560SL with with 5.6-litter, 227-bhp all-alloy V-8 and 4-speed transmission
into U.S. market. Limited-slip differential, front air dam, leather upholstery,
anti-theft alarm are standard. |
| 1989 |
W107 production ended. |
SL selection tips
Given the long model run and the various engine changes, there is a
pecking order of desirability among the V-8 SLs. For guidance on this aspect
of SL buying, we turned to John Olson, of the SL Market (2020 S. Girard,
Minneapolis, Minn. 55405, $42 for nine issues).
Because it represents the pinnacle of the car's development, Olsin places
the 560SL at the top of his SL list. Of course, as relative youngsters, they
also command the highest prices.
Next in line come the models that generally cost the least: The earliest
V-8 SLs, the 1972-1973 models. Horsepower steadily declined in subsequent
years, reaching a low with the 380SL. Moreover, these earliest car don't
have catalytic converters to worry about, and they have the esthetic advantage
of smaller European bumpers.
TYPICAL ASKING PRICES*
1972-1973 350/450SL...$11,350-$12,900
1974-1977 450SL........$12,200-$13,500
1978-1980 450SL........$14,700-$16,950
1981-1983 380SL........$14,750-$17,800
1984-1985 380SL........$20,500-$22,800
1986-1989 560SL........$26,500-$40,000 |
Third on Olson's list are the 1979-1980 450SLs, which represent the
pinnacle of development for the trusty 4.5-liter cars. All the other years
would come next, except for the 1981-1983 380SLs with their cursed single-row
timing chains. These 380SLs would be his last choice among the 1972-1989
SL variants.
Then there's the SLC, the stretched pillarless couple version of the
SL. The extra 14 in. of wheelbase allowed for reasonably roomy rear seat.
Introduced immediately after the SL, the limited-production SLC became the
top of the Mercedes' model line (beside the very limited-production 600).
Some called its handling crisper than the SL's, while others appreciated
the added carrying capacity. But perhaps because of Ho-hum looks and its
fixed top, the SLC never became very popular here.
The model was discontinued after 1981. Today SLCs can cost 10-20
percent less than the SL and, in this respect, represent quite a bargain.
Any SL shopper is likely to come across gray-market cars as well, cars
originally sold in Europe but supposedly brought into compliance with U.S.
safety and emissions regulations. In Europe these SLs came with a bewildering
array of engines and transmissions. Some, like the powerful 500SL, were very
desirable indeed. Olson estimated that during 1985 alone, the peak year for
gray-market imports, some 5000 SLs entered the U.S. If you should seriously
consider purchasing a gray-market car, check especially carefully for rust,
and make certain the proper EPA and DOT releases come with the title.
And are any of these V-8-powered SLs likely to become valuable collectibles?
You probably shouldn't plan to retire off the profits from one of these cars.
Unlike their predecessors the 300SL or 230/250/280SL, the V-8 cars are just
too numerous to become collector pieces any time soon. Instead, these are
cars to buy, use and enjoy.
|
1972
350SL 4.5 |
1982
380SL |
1986
560SL |
| Curb Weight (lb) |
3670 |
3495 |
3670 |
| Wheelbase (in) |
96.9 |
96.9 |
96.7 |
| Track, f/r (in) |
57.2/56.7 |
57.2/56.7 |
57.6/57.7 |
| Length (in) |
172.1 |
182.3 |
180.3 |
| Width (in) |
70.5 |
70.5 |
70.5 |
| Height (in) |
51.2 |
50.8 |
50.8 |
| Engine type |
sohc V-8 |
sohc V-8 |
sohc V-8 |
| Bore x stroke (mm) |
92.0 x 85.0 |
88.0 x 78.9 |
96.5 x 94.8 |
| Displacement (cc) |
4520 |
3839 |
5547 |
| Bhp |
230 @ 5000 rpm |
155 @ 4750 rpm |
227 @ 4750 rpm |
| Torque, lb-ft |
279 @ 3200 rpm |
196 @ 2750 rpm |
279 @ 3250 rpm |
| Transmission |
3-sp A |
4-sp A |
4-sp A |
| Suspension, f/r |
ind/ind |
ind/ind |
ind/ind |
| Brake, f/r |
discs/discs |
discs/discs |
discs/discs |
| Steering type |
recirculating ball |
recirculating ball |
recirculating ball |
| 0-60 mph, sec |
10.5 |
11.5 |
7.5 |
| Standing 1/4 miles, sec |
17.9 |
18.6 |
15.8 |
| Avg fuel use, mpg |
15.2 |
17.5 |
15.0 |
| Road Test Date |
10/71 |
1/82 |
3/85 |
