Showing posts with label 300 SL. Show all posts

60 years of SL: The Mercedes-Benz 300 SL (W 194 series) with chassis number 11

By | Published Wednesday, 2 May 2012

The 300 SL with chassis number 0011/52 was a very special car in the history of the SL. Developed for the 1953 racing season, it did not see action because Mercedes-Benz decided to return to Formula 1 racing from 1954 on. This made the “carpenter’s plane” – as the vehicle was affectionately dubbed by the research engineers because of its characteristic front section – an intermediate model on the way to the 300 SL (W 198 I series) production sports car that was launched in 1954. The unique specimen, a continuous possession of the company since 1952 and today in the care of Mercedes-Benz Classic, featured an engine with petrol direct injection, while its transmission was located in a transaxle position.

Actually this intermediate model, in particular, fully deserves the designation “Uhlenhaut-Coupé”, for it was engineer Rudolf Uhlenhaut who designed the vehicle that was then built precisely according to his concepts and ideas. This is only entirely true of this model.

The “carpenter’s plane” is also the only SL of the whole SL series that can claim to be a prototype, a vehicle intended as a preliminary stage for others to follow. Unlike the previous racing cars with which it shared the designation W 194 (chassis numbers 1 to 10), Number 11 remained unique. A singular specimen that – in terms of its engine – influenced the 300 SL (W 198 I) production sports car, but whose chassis constituted a preliminary stage to the racing and sports cars of the W 196 series that were built from 1953 onwards and participated exceptionally successfully in international racing in 1954.

After the extremely successful 1952 season, the decision was initially taken to resume participation in racing in 1953. With this scenario in mind, Uhlenhaut put the 300 SL (W 194 series) on the test rig and, after evaluating it, came to the conclusion that it would no longer be competitive in the following season. He saw potential for improvement in the engine output, the road grip of the rear wheels, the durability of the tyres, the brake performance, and the reduction of driving resistance. At the same time he formulated an ambitious concept that was to lead to a complete re-design of the W 194.

Comprehensive performance optimisation

Uhlenhaut began with the engine output enhancement and rightly chose petrol direct injection, a measure which together with other peripheral measures led to an output of 214 hp (157 kW) at that time. At the same time he advised against seeking the solution to all problems exclusively in increasing the output, writing, “In my opinion it would be wrong to expect a significant increase in the average speeds as a result of an increase in output and maximum torque. The following examples support this opinion: at the Nürburgring neither Kling, Lang nor I were faster driving a compressor SL, which was working perfectly, than we were when driving a normal SL”.

The second fact Uhlenhaut mentioned was the reduction of power requirements: this included drag reduction, which was difficult to achieve because the already optimised body shape of the W 194 could hardly be further improved upon.

Uhlenhaut required a reduction of the frontal area, something that could only be brought about by narrowing the track width; this in turn made a new solution for the rear axle necessary: “However here [...] a modification in detail of the rear axle system is needed,” wrote Uhlenhaut.

According to his calculations, reducing the frontal area would lead to 2.2 hp (1.6 kW) lower power requirements at 150 km/h, and a reduction of 10.5 hp (7.7 kW) at 250 km/h.

He determined even greater power requirement savings by changing the coolant air circulation. The conventional circulation with air vents under the vehicle before the rear axle increased the cd value by 20 per cent. If, however, the cooling air was dissipated in the low-pressure area behind the front wheels, the cd value only increased by 5 per cent. This measure led to a reduction of 6 hp (4.4 kW) at 150 km/h and of 17.4 hp (12.8 kW) at 250 km/h. Implementing both of the above measures together brought about a reduction in power requirements of 28 hp (21 kW) at 250 km/h – a powerful statement.

Another measure consisted in reducing weight. Here Uhlenhaut calculated that the use of Elektron metal (a magnesium alloy) instead of Duralumin® (a high-strength aluminium alloy) in combination with the smaller surface would result in weight savings of 30 kilograms. A further 30-kilogram reduction could to be achieved by using an aluminium crankcase. And diverse other modifications, for instance, a lighter transmission housing, lighter shock absorbers, lighter connecting rods and flywheel, were to lead to weight savings totalling 96 kilograms, according to his reckoning. 26 kilograms would have to be deducted from this total, due to shifting the transmission to the rear axle, the fuel injection system and the use of 16-inch wheels.

Weight and chassis improved

Uhlenhaut went to great pains to ensure improved rear-axle roadholding. The peculiar characteristic of the dual-pivot swing axle, which due to the high instant centre of motion tends to relieve the load on the inside wheel in narrow curves, led to an even stronger tendency to lift the wheel (and consequently to wheel spin) in the case of a narrower track width. This prevented significantly better lap times and rendered the axle design useless, as tests with the W 194 and compressor engine demonstrated. Uhlenhaut’s conclusion: “I believe that without lowering the pivot centre of the swing axle and without a longitudinal support of the drive wheels the 300 SL will not be able to achieve a significant increase in performance on winding roads even if the engine output is far greater than at present.”

In order to achieve an even weight distribution for the rear axle, even with an empty fuel tank, he suggested reducing the wheelbase from 2400 to 2300 millimetres. In spite of the 16-inch wheels, and thus larger drum brakes, he also suggested testing disc brakes, which he credited with greater fade resistance.

Except for one measure, namely the use of disc brakes, all of these were implemented in the vehicle with the precise chassis number W 194/010000011/53. Even an engine with an aluminium crankcase was used at times – as new historical evidence reveals: the test engines M 198/81 and 198/82, used in test drives in Hockenheim and at the Solitude racetrack in 1953 and 1954.

The “carpenter’s plane” was by no means a case for prototype hunters, so widespread today. Quite the contrary, the vehicle was officially a part of the company fleet and was also intensely used for driver training in Hockenheim, Monza and Solitude in 1953. It was even portrayed on the cover of the November 1953 issue of “ADAC Motorwelt”, the magazine of the German Automobile Club, achieving a certain measure of fame.

The measures taken for weight reduction were significant. A comparison between the W 194/8 (1095 kilograms) and the W 194/11 (1009.5 kilograms), both under equal conditions with a full 150-litre fuel tank and both with cast iron engine blocks, shows their success. With a cast aluminium engine instead of cast steel the weight could have been reduced even further – by 44 kilos, as contemporary tests show.

The plans for the modified bodywork of the W 194/11 came from coachwork designer Walter Gragert, who had formerly worked for the renowned coachbuilder company Gläser in Dresden.
The performance of the W 194/11 was markedly superior to those of the other W 194 series cars of 1952. In Monza, Juan Manuel Fangio clocked a lap time of 2 minutes 15 seconds on 30 September and 1 October 1953 with the W 194/8; while he clocked a time of 2 minutes 7.5 seconds with the W 194/11. At the wheel of the W 194/8 Uhlenhaut achieved a best time of 5 minutes and 11.5 seconds at the Solitude racetrack in October 1953, compared with 5 minutes and 3 seconds piloting the W 194/11.

And yet in spite of all the progress made, contrary to the original plan, the W 194/11 was not to be built. Two reasons in particular spelled the end for this promising prototype: the decision at Mercedes-Benz to resume racing in Formula 1 from 1954 and, also starting in 1954, to participate in the sports car world championship with a racer developed on the basis of a Formula 1 racing car, but with even greater power output than the W 194/11. Here the better was indeed enemy of the good – nevertheless, the intermediate model earned a well-deserved place in the company’s chronicle.









Credits: Daimler AG

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60 years of SL: Mercedes-Benz 300 SL - A three-fold victory at the “Grand Prix of Bern” 60 years ago

By | Published Saturday, 21 April 2012

From the outset, the Mercedes-Benz 300 SL (W 194 series) was conceived exclusively for racing. Its uncompromising form caused a considerable stir at its presentation on 12 March 1952. Ten racing cars of this type were then built for the 1952 racing season. The 300 SL (W 194 series) was successful in all the well-known sports car events in the 1952 season. It bestowed its sportiness on the succeeding vehicles of the SL series – the abbreviation stands for “Super Light”. But it all began in early summer 1952.

As a complement to the Swiss Grand Prix, on 18 May 1952 the Grand Prix of Bern took place at the Bremgarten Ring on the outskirts of the Swiss capital. The competition was specified exclusively for sports cars with a displacement of more than 1.5 litres and thus appeared made to measure for the new Mercedes-Benz racing cars. So the brand presented itself in the Swiss capital city with four 300 SL cars and an illustrious team of drivers. Rudolf Caracciola, Hermann Lang, Karl Kling and young gun Fritz Riess were the pilots of the newcomer that was awaited with great expectation by the public.

The race held quite a few surprises in store for everyone. The first was the best qualifying time of Swiss sports car master Willy Daetwyler at the wheel of a Ferrari 340 America, the most powerful vehicle of all. He stood next to Kling and Lang in the first row. In the second row were Caracciola and, in an Aston Martin DB2, Reginald Parnell.

The second surprise was Daetwyler having to abandon the race right after its start due to a driveshaft malfunction that caused the car to roll languidly to a standstill after just a few metres. After a lightning start Caracciola, on the other hand, took the lead like in the old days; however, in the second lap he already had to yield this position to his old rival Lang. There followed a tension-packed chase by Kling, who managed to catch up with and overtake his teammate Lang after a tough struggle. This duel, spontaneous and in no way staged by the team direction, increased the excitement of the event.

The third surprise was the accident and consequent elimination of Caracciola, who collided head-on with a tree after a brake malfunction. For the old master, this crash meant the end, not only of the race, but of his career as a racing driver as well.

Kling, Lang and Riess finished the race sweeping up the first three places. There are two details worth remembering: Fritz Riess drove car number 0006, which was the first 300 SL with large gullwing doors – the doors of the previous cars did not reach down so far into the vehicle’s flanks. And the cars were all painted different colours chosen by Head Engineer and Member of the Board Fritz Nallinger in order to tell them apart better during the race.

Lang’s car, number 0003, with starting number 20, was painted in Daimler-Benz colour DB 120 (blue), Kling’s, number 0004 with starting number 18, in DB 229 (green), Caracciola’s car, 0005 and starting number 16, in DB 516 (red) while Riess’s vehicle, 0006 and starting number 22, was in the usual silver livery.

The triple victory in Bern was followed by other successes: a double victory at the 24 Hours of Le Mans, a four-fold triumph at the Great Jubilee Prize at Nürburgring and a further double win in the 3rd Carrera Panamericana in Mexico, the last great adventure of the 1952 racing season. Before the Bern race, in early May of the year, the W 194 had reached 2nd and 4th places at the Mille Miglia race; of the five different manufacturers in the first six places, Mercedes-Benz was the only brand to be represented with two of its cars.

Credits: Daimler AG

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

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Unlawful replica of a Mercedes-Benz 300 SL destroyed

By | Published Wednesday, 21 March 2012

Mercedes-Benz Classic has destroyed the replica body of a Mercedes-Benz 300 SL. The courts have ruled that it is not legal to market the body, which was seized by German customs officials.


The body shape of the legendary gullwing model has been trademarked by Daimler AG. Anyone building, offering or selling replicas of the vehicle is in breach of the Company's rights. This even applies if the replicas do not incorporate any logos or trademarks of the Company. Daimler AG has long taken a tough approach to vehicle replicas.

As a work of applied art, the body of the 300 SL has been under copyright protection for a number of decades. The employees who designed the famous gullwing model in the 1950s granted Daimler AG comprehensive exploitation rights. The body shape has also been trademarked by Daimler AG, as recently confirmed by the Stuttgart regional court (case no. 17 O 304/10, final and binding judgment dated 9 December 2010, following withdrawal of an appeal).

A case had arisen in which a company based in Germany had built an unlawful replica of a Mercedes-Benz 300 SL (W 198 series). The first step in destroying the replica was to separate the chassis from the body. The Mercedes-Benz used-parts centre, which is also responsible for scrapping all Mercedes-Benz prototypes from the development units, then destroyed the body on behalf of Daimler AG. The certified equipment used in the centre includes two presses, each applying over 30 tonnes of pressure. The replica sports car had a fibreglass body weighing precisely 148 kilograms, which the compressor smashed into small pieces. This dramatic end to the unlawful body was officially documented with a signed and stamped 'confirmation of scrappage'.

The Mercedes-Benz 300 SL (W 198 series) is one of the best known cars in the world. It was launched on the market in 1954 as a coupé with distinctive gullwing doors. In 1999, an international panel of judges voted it 'sports car of the century'. Today, the original gullwing model and its roadster variant, which was introduced in 1957, are two of the most coveted vehicles on the international classic car scene. All the major car collections worldwide feature the 300 SL – an icon of design and engineering expertise.
Credits: Daimler AG

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

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Fourfold success for Mercedes-Benz in the “Motor Klassik Awards 2012”

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Readers of the German classic car magazine “Motor Klassik” have voted Mercedes-Benz vehicles the winners in a grand total of four categories in the “Motor Klassik Awards 2012” competition. The SLS AMG and the G‑Class, as well as two classic SL model series, each took the majority of votes in their respective categories. In issue 1/2012, “Motor Klassik” invited readers to cast their votes for the “Classic of the year” in 16 different categories. Awards were made in six chronologically arranged categories across the full spectrum of classic (“oldtimer”) and modern classic (“youngtimer”) vehicles, with a further prize for racing cars. On top of the classic car poll as such, awards were made to current vehicle models with the major potential to become classics of the future, as well as for outstanding personalities, events and auctions.


Among all the vehicles in the current Mercedes-Benz portfolio, the readers of “Motor Klassik” selected two models that, while generally already deemed to be classics, still have a long future ahead of them. The winner in the category “Off-road vehicle of 2012” was the G-Class, which has been part of the Mercedes-Benz model range since 1979 and is still considered the ultimate cross-country vehicle. Its exceptional status as an off-road icon can be attributed to a constant and systematic process of further development over more than three decades. The latest generation of the G-Class thus offers an impressive package of state-of-the-art powertrain engineering and high-quality interior appointments. At the same time it has managed to maintain those highly prized virtues that have marked this model out from the very beginning, such as its extreme robustness and excellent off-road capability.

Another vehicle that, in the opinion of readers, already has the qualities and fascination to make it a classic model is the Mercedes-Benz SLS AMG super sports car, honoured in the category “Sports car of 2012”. With its exciting design and gullwing doors, it is evocative of the legendary 300 SL sports car of the 1950s. On top of which it features a stunning array of superb technology. Highlights include its aluminium spaceframe body, a 6.3-litre AMG V8 front mid-engine with 420 kW/571 hp, a seven-speed dual clutch transmission in a transaxle configuration and an aluminium double-wishbone sports suspension. It is a high-tech combination that ensures driving dynamics of the very finest.

Appropriately enough, as we mark the 60th birthday of the SL, readers also voted two of the sports cars from this exceptional Mercedes-Benz model family among their favourite classic cars: in the category “Classic of 1947-1961”, the winner was the Mercedes-Benz 300 SL, the famous Gullwing Coupé of the W 198 model series. The production-model sports car was derived from the then W 194 racing sports car with which Mercedes-Benz re-entered international motor racing after the end of the Second World War and which was to prove so successful in international motorsport. This was the vehicle responsible for creating the aura of legend around the SL that still exists today. The series-production Gullwing model, built from 1954 to 1957, was a dream car in its own lifetime – and has remained so ever since. A total of 1,400 units were built. The closed sports car was then succeeded by the 300 SL Roadster (W 198 II).

The Mercedes-Benz 500 SL from the R 107 model series came out tops in the category “Classic of 1980-1991” in the “Motor Klassik Awards” competition. This lovely Roadster, with its powerful V8 engine (177 kW/240 hp), celebrated its premiere at the Geneva Motor Show in March 1980. Compared with the 450 SL, the model that it replaced, the new top-of-the-range model had a light-alloy V8 engine. This was complemented by interior appointments that were on a par with those of the then just recently introduced S-Class. From its launch until 1989, a total of 11,812 units of the 500 SL were built. The model series R 107 was altogether extremely successful and went on to be built for 18 years from 1971 until 1989 – quite possibly a record. Over this period, a total of 237,287 units of this open sports car model were produced.

The decisions made by readers of “Motor Klassik” represent at the same time a clear signal from lovers of classic cars: Mercedes-Benz vehicles of years gone by are among the key icons of automotive history. And every current model already has the genuine potential to become a classic of the future.
Credits: Daimler AG

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

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Classic car find: a 1957 Mercedes-Benz 300 SL discovered in a UK garage

By | Published Tuesday, 20 March 2012

2012 marks the 60th anniversary of the legendary SL range from Mercedes-Benz. A new generation of the sports roadster series has already been unveiled, whereas last year an important number of classic models built in the early and mid 1950s were brought to light after many years during which they were forgotten in dark barns and garages across the world. Just lately, a new crown jewel was discovered in the United Kingdom. We're talking about a rusty 300 SL version of 1957, that needs a complete and expensive restoration process in order to regain most of its past motoring glory. Apart from the original 6-cylinder 215 hp engine, left dismantled in a corner of the garage, this particular Gullwing looks to be a in rather decent state, even though the long decades of inactivity put some serious marks over the car. We pray this 300 SL finds a dedicated owner as soon as possible, to make sure one day, after great efforts, it will shine on roads again as it did once upon a time.

Image Credits: BarnFinds


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Mercedes-Benz Classic: Fascination 300 SL on Amelia Island

By | Published Friday, 24 February 2012

Some 60 years after its motorsport premiere, the Mercedes‑Benz 300 SL racing car is all set to be the star of the Amelia Island Concours d’Elegance in spring 2012: on 11 March, Mercedes-Benz, sponsor of the high-calibre event in Florida since it was first staged in 1996, is showcasing the 300 SL (model series W 194) which won the Le Mans 24-hour race in 1952. The car, owned by the McCaw family, will form the centrepiece of an extensive collection of Mercedes-Benz racing and production cars being exhibited on the 18th fairway of the Golf Club of Amelia Island at Summer Beach.

See and read more on this topic >> HERE

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CLASSIC: 1955 alloy-based 300 SL auctioned off for a staggering $4.62 million

By | Published Wednesday, 25 January 2012

We are pleased to hear that, after having underwent an exceptional restoration process carried out by specialist house Rudi & Company, one of the rare, 29 300 SLs from the 1950s equipped with a lightweight alloy bodyshell/chassis has recently found an owner. Originally painted in silver grey and displaying a blue leather interior, the car exited the assembly line on April 20th, 1955 and received the chassis no. 198.043.5500208. After the auction organized by Gooding & Company, the Gullwing was sold off for no less than $4.62 million, a lot more than initially expected. It is no wonder why the client spent so much to have the special 300 SL in his own garage: the car is simply shining. The job done by Rudi Koniczek's team achieved the main target of restoring the classic aura of this icon, with a brilliant, careful attention paid to all the minute details.

You might also be interested in reading the following articles:

- Classic car find: a 1955 300 SL Racing with light-alloy bodyshell shows up in California
- CLASSIC: the 1955 alloy-bodied, chassis no.21 300 SL Racing uncovered

Read a detailed story about this specific 300 SL after pressing the jump button!


Vehicle Description

"[The 300 SL Coupe] is the ultimate in an all-around sports car. It combines more desirable features in one streamlined package than we ever imagined or hoped would be possible" – Road & Track Editors, 1955

If not for US importer Max Hoffman and his passion for a sports coupe based on the highly successful W194 series race cars, the Mercedes-Benz immortal 300 SL line would never have come to production.

The racing success of the factory team was having a positive effect on Mercedes-Benz sales in the US. However, without a car clearly related to the race-winning machines, the marketing advantage of the immensely costly racing effort was limited. Accordingly, Mercedes-Benz management approved the 300 SL project after Mr. Hoffman's firm made a commitment to purchase 1,000 of the cars for US distribution.

Integral to the marketing plan for the groundbreaking new sports car was the expectation that the cars would be used for competition by private owners in order to bolster sales in the showrooms, and the factory ensured that the 300 SL was accepted by the FIA for international competition.

As a result, the production Gullwing could be ordered with an all-aluminum body. When chosen, many additional competition upgrades followed suit. A competition camshaft was fitted along with stiffer, shorter springs that lowered the car and enhanced peak performance, while racing-specification tires on wider rims promoted better adhesion. Plexiglass windows and vented brake drums were also featured in the package. The cars were nearly 200 pounds lighter than the standard steel-bodied version. In all, just 29 of these aluminum-bodied cars were ordered and built – approximately 2% of the total Gullwing production.

This Car

Derived for sport, this aluminum Gullwing did not see competitive use. Completed on April 20, 1955, 5500208 was appropriately finished in metallic silver gray over a blue leather interior. The 300 SL was also outfitted with Rudge wheels, the NSL motor and Plexiglas windows per aluminum-build specifications.

On May 27, 1955, the Alloy Gullwing was sent to Rotterdam where it was loaded aboard a Holland America Line ship for transport to New York. Upon arrival, the Mercedes-Benz distributor sent 5500208 to the West Coast for ultimate delivery to Veron Holz of Bonita, California. The new aluminum-bodied Gullwing would have been an extravagant machine on the roads of San Diego in the late 1950s.

Although the early history of this Gullwing is not known, there is no apparent race record for 5500208. In March 1980, the 300 SL resurfaced in San Diego and was sold through a motorcar locator to Hans Dieter Blatzheim of Bonn, Germany. The purchase price was an astonishing $57,000 for an unrestored car, which the seller most likely assumed was steel. The invoice for the purchase still exists, indicating the alloy chassis number 198.043.5500208.

In need of some attention, the Alloy Gullwing made its way to the well-known restoration shop Hill & Vaughn in Santa Monica, California. Phil Hill and Ken Vaughn had gained a reputation for their high-quality restorations and were frequent winners at the Pebble Beach Concours d'Elegance. Disassembly of the car began in April 1980, and the car is accompanied by a significant file of numerous invoices and photographs documenting the work performed by Hill & Vaughn.

The invoices identify the completeness of 5500208, as well as its solid state, which was no doubt a benefit of having spent 25 years in Southern California. Some necessary aluminum work was addressed and the meticulous fitting of the doors, hood and deck lid are thoroughly outlined. Additionally, the engine and gearbox were sent to AMG Motorbau in Germany for rebuilding. Subsequently returned to Hill & Vaughn in early 1982, the project was nearing completion. By mid-year, the car was ready for paint and assembly.

For unknown reasons, Herr Blatzheim requested that 5500208 be packed in a sea container and sent to Germany. The car was loaded and loose parts were thoroughly inventoried before shipment in November 1982.

The completion of the restoration was conducted in Germany, but not before the body was stripped and prepared again for paint. Photos dated October 1983 show the bare aluminum skin in outstanding condition, proving straight and showing good panel fit. Further photo documentation shows the restoration and assembly of the chassis and completion of the car in silver with gray leather.

In May 1984, the 5500208 was sold to Markus Ahr of Germany. During his ownership, work was performed by Daimler-Benz Aktiengesellschaft including a rebuild of the engine. Herr Ahr kept the car well into the 1990s, at which time work was performed by Kienle Automobiltechnik. Photo documentation shows a rebuild of the transmission, rear end, brakes and suspension. Retaining the silver-over-gray finish, detail work was conducted on gauges and other ancillary components and the project was completed in 1998. Not long after, the Alloy Gullwing was sold to Friedhelm Loh, a noted German collector with a passion for significant Mercedes-Benz.

In 2009, Ken McBride of Seattle, Washington, was given the opportunity to buy 5500208. Having had a handful of Gullwings, Mr. McBride appreciated the importance of an Alloy and, for the first time in his many years of collecting, had the chance to own one. Although his collection was significantly diverse, Mr. McBride had always focused on Mercedes-Benz and had acquired a 540 K Special Coupe, a 540 K Cabriolet A and eventually a 380 K Erdmann & Rossi Special Roadster.

After some serious thought, and perhaps a little family persuasion, the Alloy Gullwing was bought for the collection. In the company of a J Duesenberg Murphy Roadster, a Ferrari 410 Superamerica and other significant cars, the 300 SL was more than a notable entry, it was a dream come true for a man who had an Alloy Gullwing high on a short list of cars to own.

In late 2009, Mr. McBride fell ill and the newly acquired Mercedes-Benz took a back seat. At that time, the Gullwing was sent to noted 300 SL restorer Rudi Koniczek at Rudi & Co. for some necessary sorting. Mr. McBride wanted certain aspects of the car corrected, predominantly the shade of silver and the interior. In the months to come, the Alloy Gullwing was stripped to bare metal and repainted in its original silver (DB 180). Necessary body work was conducted and a methodical process was undertaken to ensure proper assembly and fit of the aluminum body. The gray leather interior was removed and the correct blue leather was installed. Some additional mechanical work was conducted, as well as detailing of various components. One deviation from the original was the addition of seat cushions upholstered in plaid, acknowledging the lightweight car's racing alter ego – they are a marvelous touch.

In mid-2011, Mr. Koniczek had finished the restoration but, sadly, Mr. McBride passed away before he could see the final masterpiece. The result was truly spectacular! Shortly after, Mr. McBride's wife Patty and the rest of the McBride family chose to show the Alloy Gullwing at the Kirkland Concours d'Elegance where it rightfully won its class.

The finish of the 300 SL is of the highest level and the car retains a very correct appearance. With a livery that is a tasteful yet bold statement, the quality of the work and attention to detail is obvious and further inspection reveals the purity of this Alloy Gullwing. The original engine remains, correctly stamped NSL, and the body number can be found stamped on the left wheel arch in the engine compartment. Additionally, the Gullwing has belly pans, its chrome Rudge wheels are original, the luggage is properly finished in natural pig skin, the Becker radio is correct, the grille has the proper "curved star" – the list goes on.

Furthermore, this Alloy Gullwing is accompanied by a tool kit, a knock-off hammer, a jack, comprehensive documentation, the Mercedes-Benz Certificate, an owner's manual, an instruction manual, a spare parts catalogue, a service book and Becker radio manuals.

5500208 is a sensation to drive. Its road manners are what one would expect from any beautifully engineered motorcar. The true excitement, however, is when this supercar comes on cam. With abundant power and torque, and precise gearshift, this Gullwing is simply addictive.

In recent years, these ultra-rare, competition- specification cars have come to be recognized by collectors and enthusiasts for what they have always been – truly the best of the best. They are a tiny group of factory-built, lightweight racers, constructed with the express intention of increasing the public visibility of one of the greatest sports cars ever constructed.

Gullwings are routinely acknowledged as favorites in a collection of any size. They are prized for their magnificent engineering and build quality, purity of design and outstanding driving experience. Aluminum-bodied examples – all 29 of which have survived to this day – are very seldom offered for sale.

As one of the most iconic motorcars of all time, it can easily be said that the Alloy Gullwing is the most significant road-going Mercedes-Benz of the post-war era.
Credits: Gooding & Company

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

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Readers vote for "The most beautiful cars of 2011": Mercedes-Benz wins in four categories

By | Published Friday, 21 October 2011


The Mercedes-Benz CLS, the SLS AMG Roadster and the various models in the C-Class are the most attractive vehicles in their respective classes. Furthermore, the legendary 300 SL Gullwing of the 1950s has earned the right to be called a design icon of recent decades. Such were the results of a survey of readers undertaken by leading German motoring magazine "auto motor und sport".


22,916 readers submitted votes in this year's Autonis design awards, which are made each year by "auto motor und sport" to honour the most beautiful new cars. The survey's only criterion is to establish which car readers find the most visually appealing. The clear winners in the medium-size category, with more than two thirds of all readers' votes, were the Mercedes-Benz C-Class and the coupé of the same model family. Readers showed themselves impressed by the dynamic design of the new generation C-Class. This was especially true in the case of the C-Class coupé, with its classic coupé proportions.

In the luxury segment, the magazine's very percipient readers voted the Mercedes-Benz CLS four-door coupé into first place in the beauty contest. Like its predecessor, the new version of the CLS offers a very convincing package of captivating design and refined sportiness.

When it came to the cabriolets, the Mercedes-Benz SLS AMG Roadster was the car that found most favour with readers. The open version of the super sports car features the same technical highlights as the coupé model with gullwing doors that caused such a stir in this same competition back in 2009. With its compact soft top, which opens and closes in just eleven seconds, the new SLS AMG Roadster combines excellent driving dynamics with breathtaking roadster fun.

Even after almost 60 years, eyes light up when one of the legendary 300 SL models appears on the scene – Gullwing or Roadster, the effect is the same. This reaction serves to underline the longevity of the car's stunning design. It also underpins "auto motor und sport" readers' decision to award the title of "Design icon of recent decades" to the 300 SL – a "lifetime achievement award", as it were.




Source: Daimler AG

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CLASSIC: Rusty 1960 300 SL finds a new owner in Greece for... 405k euros

By | Published Monday, 17 October 2011


The pictured Mercedes-Benz is 1960-assembled 300 SL Cabriolet model which was owned by racing fanatic Kriton Dilaveri. After his death in 1972, the straight-six-engined vehicle was left all alone in a car park in the Greek city of Piraeus. Decades passed and recently, the mayor Vassilis Michaloliakos decided it was time to find this car a new owner. Although a bit rusty after so many years spent outside, this legendary 300 SL was actually in a very decent state. And what better way to raise interest on it if not organising an official auction? Clients were numerous, but Rajna Hildebrandt impressed the audience with her powerful desire to acquire this old piece of automotive history. So determined she was that she advanced a final price of €405,000, enough to ensure the Merc will arrive inside her garage. Hats off to this wonderful, passionate lady!

Find more photos of the 1960 Mercedes-Benz 300 SL >> HERE


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Classic car find: a 1955 300 SL Racing with light-alloy bodyshell shows up in California

By | Published Wednesday, 21 September 2011


Between 1954 and 1957, Mercedes-Benz used the Sindelfingen plant to assemble up to 1400 units of the legendary 300 SL Racing (W 198 generation series), 29 of which featured a lightweight construction composed of an alloy body. Almost all of these motoring masterpieces built specifically during 1955 have been traced so far, except for one: the chassis no. 21. Until yesterday, when it was found out that a team of experts managed to discover the missing vehicle stored in a barn in Santa Monica, California.


The property belongs to Rudi Koniczek, who owns the restoration shop "Rudi & Company". The 300 SL of 1955 was destined for a major repair, but somehow the process stuck at a moment and the car remained forgotten under piles of dust and partially dismantled. Koniczek bought the vehicle from the initial owner, Tom Wellmer, and now plans to completely restore the impressive looks and performance of this tremendous classic racing car. The modifications will include upgrades to the braking and suspension systems, as well as a tweaked engine for obtaining a higher output. It also appears the revamped 300 SL with light-alloy shell already has a buyer, even though the restoration is yet to begin. This speaks pretty much of how passionate the client is and, nonetheless, shows this gullwing's special, imposing aura dominated by a prestigious history.

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