The SL driving experience

Thanks to that typical German over-engineering, you'll find no trace of scuttle shake in a Classic Mercedes SL; the fabulously stiff body shell coupé coupé coupé ensures safe and predictable handling, which may not be exciting, but this is a car for cruising, not ripping up the tarmac. However, all editions offer a decent turn of speed; even the slowest version, the 280SL, can despatch the 0-62mph sprint in 11 seconds before topping out at 124mph.

The solidity of the engineering can be felt from the moment you open the door of a 107 SL; it's heavy and closes with a satisfying clunk that few modern cars can match. The good news continues with the seating; there's more room than you'd think, partly because just two occupants have to be accommodated. It's also easy to get comfortable; ergonomics were high on the Mercedes engineers' agenda when the R107 was designed.

FFire up the engine and with at least six cylinders in the nose, smoothness is guaranteed, just like a subtle but satisfying exhaust note; discretion is the watchword for the Classic 107 SL. The brakes are powerful and progressive and if there's one fly in the ointment it's that the steering wheel is a tad large; sports cars invariably feel more sporting with a smaller wheel to grip. The steering is decently communicative; it's no Lotus, but for such a heavy and powerful car, it's impressive what the Stuttgart engineers created.

If the dynamics are safe rather than spine-tingling, what's much more extraordinary is the engineering that went into the Classic Mercedes SL 107’s. At a time when safety was only just starting to move onto the agenda, Mercedes incorporated all sorts of touches into its sport scar. Anti-burst door catches and a padded steering wheel were just the start; the fuel tank was also placed above the rear axle line, to aid weight distribution and reduce the likelihood of explosion in an impact. The indicators were shaped in such a way that they would transmit light even when dirty. Partway through production, there was even the option of anti-lock brakes - more than a quarter of a century ago! It's this attention to detail that shines throughout the car You might not have realised it, but there's an SL-sized gap in your life.

Which model is for me?

We try to keep a range of R107s in stock and quite often potential clients will say which car should I go for?

The golden rule is to go for the best calibre you can find (and afford), as the R107 was developed continuously and the newer the model, the more usable it is. However, we're talking about details only here; earlier cars provide great value and in terms of ultimate practicality they're a doddle to live with - it's just that they're more likely to have corroded.

Automatic gearboxes are more sought after than manuals, but bear in mind that the first cars were fitted with the four-speed unit carried over from the Pagoda. This was then superceded by a three-speed unit that's nicer to use, then a different four-speed 'box which is even better.

The most powerful engine is obviously the 4973cc V8 in the 500SL, it offers the most power and torque. None of the SL engines are weedy and we love the lighter and sweet revving 300. Fuel consumption doesn’t really differ that much between the later cars unless you have a heavy right foot around town.

Designed and built as a two-seater only, which is why it's best if you try to carry no more than two people. However, if you’ve got young children, it is possible to accommodate them in an extra pair of seats behind the two fitted by the factory as an option on many cars... Alternatively we can provide aftermarket rear seating. Please see our accessories section for details on this.