The SL driving experience

Thanks to that typical German over-engineering, you'll find no trace of scuttle shake in an SL; the fabulously stiff bodyshell 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; 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.

Fire 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 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; sportscars invariably feel more sporting with a smaller wheel to grip. The steering itself 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 impressive is the engineering that went into the SL. At a time when safety was only just starting to move onto the agenda, Mercedes incorporated all sorts of touches into its sportscar. 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, while the indicators were shaped in such a way that they would transmit light even when dirty. Part-way 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 often keep 1970s R107s in stock, but most cars for sale are the facelifted post-1980 editions. That's good because these later cars were offered with anti-lock brakes, but not all cars were specified with them, although it's worth seeking one out.

The golden rule is to go for the latest 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 replaced by a three-speed unit that's nicer to use, then a different four-speed 'box which is even better.

The best engine is the 4973cc V8 in the 500SL, as it offers the most power and torque. None of the SL engines are weedy but this all-alloy unit is the pick of the bunch as it's much lighter than the 4.5-litre unit that it replaced, boosting performance and aiding the handling.

Designed and built as a two-seater only, which is why it's best if you try to carry no more than a pair of people. However, it is possible to fit an extra pair of seats behind the two fitted by the factory, if you've got young children that you'd like to transport.