Press Information

Visually and technically updated SL models were presented at the Frankfurt International Motor Show in September 1995. The facelifted variants were distinguished by a modified body design, more extensive standard equipment, and more refined engineering. The body design modifications were of a minor nature and ranged from redesigned front and rear bumpers, transparent glass covers for the front turn indicators, and a subtle change in the radiator grille, which now had six slats. The side skirts, like the bumpers, were no longer painted in a contrasting colour, but in the colour of the car, and had modified breathers, a prominent feature serving to identify the facelifted models. Other new items were the bichromatic tail lights with their uniform red appearance, and 12-hole light-alloy wheels, the standard for all SL models. As an optional extra a glass sunroof with sunblind was available; it could be fitted in place of the usual aluminium hardtop. In the interior, the door trim, steering wheel and seat design were modified.

Headlamps with xenon gas discharge lamps, first introduced a few months earlier in the 210-series E-Class, were now also available for the SL. The new xenon lamps were twice as powerful as the conventional halogen headlamps and ensured better, brighter illumination of the roadway. Dynamic headlamp range adjustment prevented dazzling of oncoming traffic.

A world first was introduced simultaneously in the SL-Class and the S-Class. As first carmaker Mercedes-Benz was able to present an improved cruise control which could regulate the speed down to 30 km/h; the facelifted SL models were equipped with this function as standard.

The second facelift took place in 1998, involving only a few modifications to the design of the SL: the purpose of the discreet stylistic touch-ups was to give the sports car an even more dynamic appearance. This was achieved with a slightly modified rear end in which the now monochromatic glass covers of the tail lights presented themselves in a gentler look with only three ribs. New oval tailpipe trim for the exhaust system including adjustments on the bumper emphasised the car’s sporty looks. A round shape was the dominant feature of the new exterior mirrors, adapted to the design of the SLK and the most important external identifier of the facelifted models. The door handles and detachable body parts of the facelifted SL models had a high-gloss finish in the vehicle body colour. The size and design of the wheels were modified, too: the SL models now had newly designed five-hole light-alloy wheels and rode on size 245/45 ZR 17 tyres as standard.

All three engines of the original SL portfolio in the R 129 series feature a closed-loop catalytic emission control system as standard. The entry-level engine was the two-valve-per-cylinder six-cylinder engine (M 103) in the 300 SL (1989 to 1993) with an output of 140 kW (190 bhp). It had already served well in the saloons of the 124- and 126-series, but was revised for use in the SL. The most important improvements were: a redesigned combustion chamber, which reduced the emissions of unburned hydrocarbons, and a modified emission control system. By eliminating the close-coupled primary catalytic converter, which was subjected to high thermal stresses, and enlarging the cross-section of the exhaust pipes and the now two-pipe catalytic converter it was possible to raise the rated output of the engine from 132 kW (179 bhp) to 140 kW (190 bhp). The top speed was 228 km/h; 9.3 seconds was the figure stated for accelerating from 0 to 100 km/h.

From 1989 to 1993 there was also the 300 SL-24 model featuring a newly designed four-valve-per-cylinder six-cylinder engine (M 104). This engine was based on the M 103, and its parts were mostly identical with those of its two-valve counterpart. New were the four-valve cylinder head and map-controlled electronic intake camshaft adjustment, used for the first time at Mercedes-Benz. In conjunction with a higher compression ratio and an electronic ignition system with anti-knock control, the result was a 29 kW (39 bhp) increase in output over the M 103 to 170 kW (231 bhp). The performance of the 300 SL-24 was thus noticeably sportier despite almost identical fuel consumption (top speed: 240 km/h, 0 to 100 km/h: 8.4 seconds), but this had to be bought at an additional cost of almost DM 10,000. The successors to these two models in the years 1993 to 1998 were the SL 280 (2.8 litres displacement, 142 kW/193 bhp) and SL 320 (3.2 litres displacement, 170 kW/231 bhp), both with four-valve-per-cylinder six-cylinder engines from the M 104 series.

The car that attracted particular attention at the 1989 Geneva Motor Show was the 500 SL, which as top-of-the-range model had a 240 kW (326 bhp) 5.0-litre four-valve-per-cylinder V8 engine (M 119), making it the most powerful Mercedes-Benz production car at the time. The design of this engine was based on the 5.0-litre M 117 light-alloy engine, which had stood the test of over ten years’ time. Crankcase, crankshaft, and connecting rods were extensively modified to obtain the higher output figures. The two four-valve cylinder heads were of new design and had adjustable intake camshafts as did the four-valve-per-cylinder six-cylinder engine.

Decisive for the marked increase in output (an increase of 60 kW/82 bhp), along with conversion to the four-valve-per-cylinder technology, were the anti-knock control, a new two-box air filter with reduced suction resistance, and, not least of all, changes in the emission control system: like the two six-cylinder units the four-valve V8 had a two-pipe catalytic converter with a larger cross-section instead of a primary catalytic converter. This power potential gave the 500 SL impressive performance to outclass its predecessor: from a standing start the top-of-the-range model sped from 0 to 100 km/h in 6.2 seconds; its top speed was electronically limited to 250 km/h.

In autumn 1992, when the 600 SL appeared, the engine of the 500 SL underwent minor changes. The version of the four-valve V8 with Bosch KE-Jetronic used previously was replaced by the “standard-deck engine” which was already in use in the 500 E (W 124) and in the Saloons and Coupés of the S-Class (140 series). Characteristic features of the new engine were its modified crankcase, whose deck height was now identical with that of the 4.2-litre unit, and the Bosch LH-Jetronic electronic injection system with mass airflow sensor. As in the V12 engine, full load enrichment was dispensed with here to reduce the pollutant emissions – a measure affecting not only the SL, but all other car models with V12 and V8 engines, too. In the case of the 5.0-litre engine this meant an output reduction of 4.4 kW (6 bhp) to 235 kW (320 bhp), a loss which for all practical purposes was imperceptible in terms of vehicle performance. From June 1993 onwards the 500 SL was called the SL 500 owing to a reform of the nomenclature; this reversal of the model designations applied as a matter of principle to all Mercedes-Benz models.

In October 1992, the dream of many a friend of the SL came true: three-and-a-half years after the presentation of the R 129 series, now it too became available with the 6.0-litre V12 engine which had already proven itself in the saloons and coupés of the 140-series S-Class. To further reduce pollutant emissions the injection system was modified and full-load mixture enrichment dispensed with. In the 600 SL, June 1993 designated SL 600 and which was available from 1992 until 2001, the most powerful engine in the passenger car sales range delivered 290 kW (394 bhp) and made brilliant performance possible: at 6.1 seconds from a standstill to 100 km/h the acceleration was even better than that of the 500 SL; the top speed was likewise limited at 250 km/h. The twelve-cylinder engine was the epitome of smoothness and turbine-like power delivery. Above all, its imperturbability in high speed regions and the impressive and simultaneously refined manner in which it reached top speed were characteristic of the 600 SL.

The sizeable additional charge of more than DM 60,000 over the 500 SL made its ownership a matter of prestige. But for that the new top model of the series was equipped as standard with a whole range of extras that could only be ordered at an additional charge in the 500 SL. Apart from the ADS Adaptive Damping System with level control on both front and rear axles the basic equipment included, for example, cruise control, automatically dimming interior mirror, headlamp cleaning system, automatic climate control, leather appointments and seat heating. Externally, only the model designation badge and two “V12” badges in the vicinity of the air outlets behind the front wheel arches distinguished the 600 SL from its sister models.

The 1995 facelift brought improvements to the engines and transmissions of the SL 500 and SL 600 models. From September 1995, both featured a five-speed automatic transmission with torque converter lockup clutch, a completely new development that replaced the previous hydraulically-controlled transmission. The heart of this technical wonder was an electronic transmission control that swiftly and automatically adapted shifting behaviour to every driving situation and permanently exchanged data with the electronic engine management. Apart from these forward-looking innovations the automatic transmission was appreciably more compact and lighter than comparable five-speed units.

The engines were reworked once more to cut fuel consumption and pollutant emissions further. For this purpose the 5.0-litre V8 engine was equipped with a modified crankshaft, optimised valve timing, lighter pistons, individual ignition coils for each cylinder as well as an improved electronic engine management system called Motronic ME 1.0. Fewer changes were made to the design of the V12 power plant and merely concerned the configuration of the ignition coils and the electronic engine management system. As a result of the various modifications to the engine and the use of the new automatic transmission, it was possible to reduce the fuel consumption of the SL 500 and SL 600 by ten per cent while maintaining the output unchanged. From June 1996 the new electronically-controlled automatic transmission also became available for the SL 280 and SL 320 six-cylinder models, as an optional extra for the 2.8-litre variant, and as standard equipment for the SL 320.

V-engines instead of in-line engines

The 1998 facelift ushered in the V-engine generation with six and eight cylinders, which replaced – in the SL, too – the six-cylinder in-line engines of the M 104 series and the V8 unit of series M 119. The engines featured three-valve-per-cylinder technology and dual ignition for better emission values. They were also characterised by lower production costs.

Outputs ranged from 150 kW (204 bhp) in the SL 280 (M 112, top speed 232 km/h, 0 to 100 km/h in 9.5 seconds) to 165 kW (224 bhp) in the SL 320 (M 112, 238 km/h, 8.4 seconds) to 225 kW (306 bhp) in the SL 500 (M 113, 250 km/h, 6.5 seconds). The top-of-the-range SL 600 continued to use the tried-and-tested twelve-cylinder engine (M 120) with an output of 290 kW (394 bhp). The SL 280 was now the only model of the series still available with a five-speed manual transmission; all sister models had automatic transmission as standard.

Mercedes-AMG GmbH

Those still unsatisfied with the output and prestige afforded by the eight-and twelve-cylinders could turn to AMG in Affalterbach, not far from Stuttgart. Since 1990 a cooperation agreement existed between AMG and Daimler-Benz AG. From 1 January 1999, AMG became a 51-per cent subsidiary of the then DaimlerChrysler AG and adopted the name Mercedes-AMG GmbH.

AMG offered power-hungry customers several alternatives. When the first vehicles developed on the basis of the cooperation agreement came out on the market in 1993, the first SL model was the SL 60 AMG (M 119, 6.0-litre V8, 280 kW/381 bhp), which was produced until 1998; a purely AMG version with the same engine had existed earlier, from 1991 to 1993, under the name AMG 500 SL 6.0.

Models SL 55 AMG (M 113, 5.5-litre V8, 260 kW/354 bhp, 1999 to 2001) and the top-of-the-range model with twelve-cylinder engine, the SL 73 AMG (M 120, 7.3-litre V12, 386 kW/525 bhp, 1999 to 2001), followed. The latter's maximum torque of enormous 750 newton metres propelled the vehicle from 0 to 100 km/h in just 4.8 seconds. The top speed of both cars was electronically limited to 250 km/h, but the limit could be neutralised on customer request. All power transmission components of the AMG models, from automatic transmission to rear axle, were adapted to the higher loads.

The AMG bodystyling package with fog lamps integrated in the bumper emphasised the terse dynamics of the sports car even more, without altering the clear lines of its design. The large AMG light-alloy wheels (diameter: 45.72 centimetres) added a further dash of unmistakable sportiness to the looks.

The special models of the R 129 series

Special SL models became available for the first time in the R 129 series. Extended and modified appointments distinguished them from the series-produced cars. This made them exclusive, offered a price advantage, and boosted SL sales at the same time. Between 1995 and 2001 there were 17 special series built in differing numbers, from ten to 1515 units.

In 1995 the “Special Edition” debuted with a production run of 630 units. It was available as SL 280, SL 320 and SL 500. Its distinguishing features included an exterior finished in brilliant silver, combined with red soft-top fabric.

The same year the “Mille Miglia” special series was released, with VIP and escort vehicles of the Mille Miglia Storica in Italy. There were a total of ten Mille Miglia units based on the Special Edition, but with further distinctive features such as an unobtrusive black-and-white chequered flag on the ornamental grilles of the front wings.

In 1998, another “Special Edition” arrived, available for all models except the SL 60 AMG; 500 units were built. Obsidian black was chosen as exterior paint finish; the leather seats were in designo red with black topstitching. The SL 280 was equipped with the five-speed automatic transmission as standard.

A further small VIP series was released on the occasion of the 1999 Mille Miglia Storica. It was based on the SL 55 AMG and ten units were built. A year later, the “SL Edition” stimulated the brand’s sports car sales; 708 units were built – the third-highest volume for an R 129 SL special series, and available as SL 320 and SL 500.

The “Final Edition”, dating from 2000 – 674 units were produced (all models with the exception of the SL 55 AMG and SL 73 AMG). They already heralded the approaching discontinuation of the series. Special VIP models were again available that year: the “Formula One Edition” (20 units) based on the SL 500 on the occasion of the Indianapolis Formula One race, and 12 units of the “Mille Miglia” of 2000. In 2001, the last special “Mille Miglia” model in the R 129 series followed, with 13 units based on the SL 600 built this time.

Various special series were created upon the request of individual markets, for instance the “40th Anniversary Roadster Edition” (USA, 1997, 750 units, models SL 320 and SL 500, and 35 models AMG SL 60 Limited Edition), in celebration of the coming of the Mercedes-Benz 300 SL Roadster in 1957; “designo MB UK” (England, 1998, 150 units), “designo MB Japan” (Japan, 1998, 67 units), “designo Vintage Edition UK” (England, 2000, 49 units, models SL 280 and SL 320), “designo Heritage Edition UK” (England, 2000, 49 units, models SL 280 and SL 320), “Silver Arrow Edition USA” (USA, 2001, 1515 units of model SL 500, 100 units of model SL 600) and “Silver Arrow Edition UK” (England, 2001, 100 vehicles of model 500 SL).

In July 2001, the Mercedes-Benz SL 500, the first model of the new SL series, the R 230 series, celebrated its world première. In the same month the last of a grand total of 204,940 units of the R 129 series rolled off the assembly line at the Bremen plant. In terms of overall volume the first SL manufactured in Bremen was not quite as successful as its predecessor from the R 107 series (237,287 units); but if average annual production is compared, the R 129 series with some 16,500 units is very clearly in the lead. The most successful model of this series was the five-litre variant equipped with the four-valve V8 engine M 119, of which a total of 79,827 were produced from 1988 to 1998. The rarest variant by far is the SL 280 with V6 engine, which served as entry-level model for the series from 1997 and rolled off the assembly line only 1704 times.

Shortly after the première of the Mercedes-Benz SL 500 “auto motor und sport”, Germany, No. 16/1989, wrote: “Altogether the new SL cannot be topped for passive safety by any sports car. Apart from its sophisticated body structure and the optionally available driver and front passenger airbags, the automatically extending roll-over bar dispels fear of overturning – though a little concern remains, of course, because ‘auto motor und sport’ did not confront the function with the worst-case scenario.”

The American motor magazine “Road & Track”, No. 3/1993, tested the twelve-cylinder model Mercedes-Benz 600 SL: “Drive the 600 SL, however, and the change is dramatic. Although the 500 SL has everything we expect from a Mercedes (a 0-60 mph time of 6.4 seconds, fine handling and safety), the V12 just adds another dimension to this luxury sports car. Some of that is pure power. Time to 60 mph – by our watch – drops another 0.4 sec., but what impresses most is all that torque lying in wait when you kick the 4-speed down a gear or two. Add the matter of smoothness – the smoothness of power that builds strongly rather than erupts, and the aural smoothness of the engine's hum in the background, even at full throttle.”

In a test report “auto motor und sport”, Germany, No. 16/1998, wrote about the Mercedes-Benz SL 500: “For nine years the Mercedes SL 500 has embodied a highly cultivated blend of performance, safety and comfort. The standard automatic transmission and the perfected coexistence of two roofs are a part of this philosophy.”

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  Automatic roll-over bars (deployment in 0.3 seconds)
  
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  High-strength integral seats
  
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  Drag coefficient c_d = 0.32 (with hard top)
  
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  Fully-automatic electrohydraulic folding top
  
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  A world première: the draught-stop
  
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  ADS Adaptive Damping System (optional)
  
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  Fixed-calliper disc brakes
  
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  First twelve-cylinder engine in an SL (1992)
  
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  ESP^® Electronic Stability Program (1995)
  
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  BAS Brake Assist (1996)
  
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  Cruise control down to speeds of 30 km/h (1996)
  

* With V6 engine.

** With M 113 engine.

*** Not registered separately.

Open the way for the vario-roof: Mercedes-Benz SL, R 230 series (2001-2012)

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  Open-top car and coupé in one – the roof folds in 16 seconds
  
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  Equipped with the most advanced dynamic handling systems
  
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  Lightweight body with a high proportion of aluminium
  

At market launch, the first model available was the Mercedes-Benz SL 500 with an output of 225 kW (305 bhp). In autumn 2001, it was joined by the SL 55 AMG with a supercharged V8 engine and 350 kW (476 bhp). In 2002, the SL 350, featuring a 180 kW (245 bhp) 3.7-litre V6 engine, followed, and finally in January 2003 Mercedes-Benz introduced the SL 600 with the powerful 368 kW (500 bhp) 5.5-litre V12 biturbo engine as its new flagship model.

The extensive standard equipment of the SL included, for example, leather-upholstered integral seats plus memory function for the electric seat and steering wheel adjustment (additionally stored in the electronic ignition key); multifunction steering wheel, automatic climate control and stereo car radio. As optional extras, innovative assistance systems like the DISTRONIC proximity control system, the TELEAID automatic emergency call system, the COMAND control and display system or an electronic tyre pressure monitoring system were available.

Leather, fine wood and aluminium are the materials used to create the typical exclusivity and perceived value of the SL. There was a choice of two types of leather, four high-quality trim variants and five appointment colours. Matt-finished chrome framed the four individual, classic chronometer-style instruments on the dashboard and was also to be found in other details of the interior.