1970 Mercedes-Benz 280SL

The Mercedes-Benz 280SL was introduced in 1967 and the latest version of a line that began as the 230SL in 1963. It came equipped with a new 2.8-liter six-cylinder engine offering 170 horsepower, an increase of 20 horsepower over the preceding 250SL. The top speed of 120 mph was no greater but it was significantly quicker 'off-the-line' with its zero-to-sixty mph time being a second better than its predecessor. The 280SL received the nickname, 'pagoda top' after its unique and distinctive cabin shape, and the SL models ranked among the best-loved sports-tourers of their day.

The Mercedes-Benz 230SL was introduced in March of 1963 at the Geneva Salon as a replacement for both the 300SL and 190SL models. It introduced the industry to a comprehensive suite of built-in safety features with engineering led by Bela Barényi. The list includes a rigid monocoque construction, front and rear crumple zones, and the removal of sharp edges from the interior compartment. Additionally, the optional hardtop offered strength and rollover protection, along with outstanding visibility with its slim pillars and tall windows.

The Mercedes-Benz 230SL was offered as a hardtop coupe, an open version with a removable hardtop, and an open car with a folding soft top. Many of its mechanical features were shared with the contemporary 220 SEb (W111/3) line and power sourced from a 2.3-liter inline 'six' with single overhead camshafts and fuel injection. The rear compensator spring allowed firmer shock absorbers and softer springs. Dual-circuit brakes provided stopping power and radial-ply tires enhanced the vehicle's safety and refinement.

The evolutionary 2.5-liter 250SL arrived in late 1966 for the 1967 model year, bringing a collapsible steering column, improved seat belts, and four-wheel disc brakes. The final W113 model was the 2.8-liter 280SL, produced from December of 1967 to February of 1971. The changes it brought were detail-oriented in nature, and among them were enhanced torque and flexibility. The 2,778cc single overhead camshaft inline-6 cylinder engine had Bosch mechanical fuel injection and delivered 170 horsepower (SAE). It was backed by a four-speed automatic and power-assisted four-wheel hydraulic disc brakes kept the 94.5-inch wheelbase vehicle in the driver's control. The suspension was fully independent with wishbones and coil springs with single-joint swing axles. Zero-to-sixty mph was accomplished in 8.7 seconds.

The total 280SL production was 23,885 units, with 7,935 built for 1970, with 4,992 of those exported to the United States market. Updates for 1970 included Fuchs alloy wheels available as a factory-fitted option, and optional Bosch Lichteinheit headlights with halogen main beam.

by Dan Vaughan

Chassis number: 113 044 10 015779
Engine number: 130.983-10-005917

Daimler-Benz engineers developed a successor to the popular 300SL Gullwing, a legend to this day, the most sought after sports Mercedes in existence. The new SL design (W113) was contemporary, bright, comfortable, and spacious for its era. First seen at the Geneva Motor Show in March 1963 as the next generation sports car for Mercedes. This second generation SL became popularly known as the 'Pagoda' because of the concave bow in its roof. It was a touch of avant-grade.

The 230SL, 250SL, and last the 280SL, was available as a coupe with a removable roof and roadster top, as a coupe with a removal roof, and as a roadster. The 230SL, as it was introduced in 1963, had a 2.3 liter single overhead valve, six-cylinder, Bosch fuel injection engine, 170 bhp, with front wheel disc, rear wheel drum brakes, rear wheel drums, and as an option, power assist steering. An automatic gearbox was also available, as well as a ZF 5-speed transmission from May 1966. The 230SL proved its sporty qualities when the Stuttgart hotelier Eugen Bohringer, together with teammat Klaus Kaiser, won the 1963 Spa-Sofia-Liege Rally in a well-prepared car. 19,831 units were produced.

On 27 February 1967 the 250SL was launched as its replacement. Still the same body (W113) unchanged outwardly, though fitted with elements of the 250SE. Example, the engine was bored to 2.5-liters, however the power output remained the same though it achieved 10 percent more torque. Brakes wer now all four disc, and disc size was increased and a servo added for driver relief. The fuel tank was enlarged to 84 liters. A further version offered to customers, the 'California model'; a rear seat replaced the roadster and its boot. The 250SL is the rarest of the model W113, with 5,196 units.

This 280SL has number 113 044 10 015779 (Colour #180, Top #740, Upholstery #242, Tauschaggregat/Engine Block # 130.983-10-005917, options: #740, #248, #345 (soft-top black, rear window heater, and power assist steering), left the factory in Stuttgart on 11 February 1970, at which time auto broker Leo K&C then contracted it's first owner, Dr. John Horst, a German Medical doctor. He titled the SL on 13 April 1970.

by Dan Vaughan

Roadster
Chassis number: 11304410016741

This European-specification, left-hand drive 280SL is equipped with the rare and optional five-speed manual gearbox. The previous owners kept the car for two decades and during his ownership restored the body and interior trim. Since the current owner purchased the car in 1998, it has covered fewer than 10,000 kilometers. The car is finished in ivory with black interior.

In 2012, the car was offered for sale at the Monaco sale presented by Bonhams. As bidding came to a close, the car had been sold for the sum of €41,400 including buyer's premium.

by Dan Vaughan

Roadster
Chassis number: 113044-12-018607
Engine number: 130-983-2-014302

This 1971 Mercedes-Benz 280SL Roadster features an automatic transmission, a Becker Europa AM/FM radio, and air conditioning. It has had limited ownership. The car has both a soft and hard top. It is finished in green with matching upholstery and top.

The successful line began with the 230SL of 1963. The Mercedes-Benz 280SL was introduced in 1967. Power was from a new 2.8-liter six-cylinder engine offering 180 horsepower, 20 horsepower more than the preceding 250SL's. Top speed was in the neighborhood of 120 mph, which was similar to the car it replaced. However, the 280SL was quicker by a full second in the 0-60mph sprint.

In 2013, this car was offered for sale at Bonhams Auction in Scottsdale, Arizona. It was estimated to sell for $60,000 - $70,000. As bidding came to a close, the car had been sold for the sum of $78,200 including buyer's premium.

by Dan Vaughan

Coupe Roadster
Chassis number: 113044.12.019165
Engine number: 130983.12.012717

The Mercedes-Benz 280SL's enjoyed phenomenal success, particularly in the all-important North American market where the optional automatic transmission was considered an essential feature by the majority of customers. They offered tremendous appeal to the sports car enthusiast market and were popular among celebrities and film stars.

The Mercedes-Benz 280SL was introduced in 1967 and came equipped with a 2.8-liter six-cylinder engine that offered 170 horsepower, 20 horsepower more than the preceding 250SL. Top speed was in the neighborhood of 120 mph and zero-to-sixty took 10 seconds.

This example was completed at the Stuttgart Mercedes-Benz factory in the late summer of 1970. It was finished in white with matching hardtop and dark blue soft top. It was trimmed in blue MB Tex upholstery, and configured as a US-market example. It was delivered on September 27, 1970, to its first owner, David R. Wilkerson of Santa Ana, California. By 1975, the 280SL had moved to Texas, where it was owned by Fort Worth resident R.E. Fiesler. The Mercedes-Benz is believed to have stayed in the Fiesler family until just few years ago, when it was acquired by a Dallas-based collector. Soon after the acquisition, the car was treated to a comprehensive restoration, which included a repaint in the factory-correct white, and re-trim in blue.

by Dan Vaughan

Roadster
Chassis number: 113.044.12.012342

The W113 design made its debut with the Mercedes-Benz 230 SL of 1963. It wore styling by Paul Bracq and featured the pagoda-style removable hardtop. Power was from an inline-six offering 150 horsepower. Over the years, the engine was modified and later installed in the 280 SL, which was a 2.8-liter version of the engine that produced about 180 horsepower. This engine made its premier in 1968 and was built through 1971. Even though production was short lived, the 280 SL was the most popular W113 model built, with 23,884 examples produced.

This 280 SL was acquired by its current caretaker from a previous owner who lived in the Houston area and had the car for about a decade. The car has its body-color pagoda hardtop, as well as a brown convertible soft-top. Inside, there is a beige MB Tex interior, a Becker Europa radio, chromium roof bars whitewall tires, and an electrically heated rear window for the hardtop.

by Dan Vaughan

Coupe

This Mercedes-Benz 280 SL Pagoda is a two owner car that was originally delivered in Europe. It was ordered from the factory in a period color combination of red with a two-tone brown interior. It has a black hard and soft top with color-keyed wheel covers.

This is a European-spec model, meaning it is devoid of side marker lights or bumper guards.

by Dan Vaughan

Coupe
Chassis number: 113.044.12.018350
Engine number: 130.983.12.012045

The Mercedes-Benz 230 SL was introduced in1 963 on the new W113 roadster chassis as a replacement to the 300 SL and the 190 SL of the 1950s. It wore a design penned by designer and artist Paul Bracq.

In 1967, it was replaced by the interim 2.5-liter 250 SL, and then in 1968 by the 280 SL with its more powerful 2.8-liter inline six-cylinder engine. The 280 SL remained in production for three years before Mercedes-Benz replaced it with the R107-chassis 350 SL.

This particular example was delivered to Dr. William Hombach, a retired Air Force flight surgeon living in Billings, Montana on September 29th of 1971. He retained the car for 25 years and drove it an average of 2,000 miles per year.

The car was sold in 1997 to Mike Conners of St. Paul, Minnesota. Conners drove the car another 9,000 miles before having the matching-numbers engine completely rebuilt for $12,000, and then added another 10,000 miles.

In 2012, the car was sold to a collector in Southern California, who had it painted in the original dark shade of red (DB576) with a black (DB040) hardtop. In 2013, it was sold with its odometer still showing fewer than 70,000 miles.

The current caretaker has used the car sparingly, with currently 70,574 miles on its odometer.

by Dan Vaughan

Roadster
Chassis number: 113.044.12.014237

This 1970 Mercedes-Benz 280SL was produced during November of 1969 as a 1970 model-year example. It is finished in creamy-white color with a dark brown Pagoda hardtop, and a Cocoa-brown interior. It has air conditioning, a Becker Europa radio, disc brakes, and a 2.8-liter fuel injected straight-six engine. It has an independent suspension and a four-speed automatic transmission.

by Dan Vaughan

Coupe Roadster
Chassis number: 113044.12.019607
Engine number: 130983.12.012984

The Paul Bracq designed two-seat convertible dubbed the 230SL was introduced in the spring of 1963 as a replacement for the 190SL and 300SL. Incorporating Mercedes' new design language, the lines were crisp, clean, and elegantly flowing, with upright headlights, a sporty stance, and a prominent three-pointed star in its grill - a nod to the iconic 300SL. Aluminum was used for the tonneau cover, trunk lid, hood, and door skins, reducing the overall weight and enhancing its sporting intentions.

The 'Pagoda' nickname was in reference to the slightly concave roof on the optional removable hardtop. The third and final iteration of the 'Pagoda' arrived in 1967 and was dubbed the 280SL. It received the same modified W111 chassis as its predecessor with a rear swing axle, an independent front suspension, and four-wheel disc brakes. Beneath the bonnet was a 2.8-liter version of the company's inline-six and used Bosch fuel injection to produce 160 horsepower in U.S.-market guise.

This particular 1970 Mercedes-Benz 280SL was completed at the factory in July of 1970 and delivered new to Southern California. It left the factory wearing a DB180 Mercedes-Benz Silver Metallic exterior over a black MB-Tex interior. Its 2,778cc SOHC inline 6-cylinder engine is paired with a four-speed automatic transmission and stopping power is courtesy of disc brakes.

It is believed that this Mercedes-Benz remained in Southern California since new. During the 1990s, the car was given a professional repaint in the original Silver body color, while most of the parts of the car remain original, although the bumpers have been re-chromed. It has the original 'Pagoda' hardtop finished in body color and the black fold-away canvas convertible top. The interior houses a factory original A/C system and an original Becker Europa radio.

by Dan Vaughan

Roadster

Codenamed W113, Mercedes-Benz's second luxury sports convertible was first introduced at the 1963 Frankfurt Auto Show as the 230SL. All models were fitted with Bosch fuel-injected 2281cc six-cylinder engines producing 150 horsepower. Off-the-shelf components from other Mercedes-Benz models kept development and production costs within reason. Perhaps, most appealing about the car is its unique styling with a distinctive roof designed by Paul Bracq and Bela Barenyi. The upright roofline contains lots of glass area while offering virtually unobstructed views. The raised sides and a lower center panel were likened to a Japanese pagoda; thus, the nickname, 'pagoda roof.' An upgraded 250SL arrived in 1967 and finally, the 180 horsepower 280 SL in 1968. A total of 23,885 280SL's were produced making it the most popular of all the roadsters built to-date.

Coupe Roadster
Chassis number: 113.044-10-015209
Engine number: 130983-10-005784

This Mercedes-Benz 280SL is finished in Silver Gray Metallic over Berry red and is powered by a 2,778cc SOHC inline 6-cylinder engine with mechanical Bosch Fuel Injection. The 160 horsepower produced by the engine is delivered to the rear wheels via a five-speed ZF manual transmission. There is an independent suspension, power steering wheel, bumper with guards, tinted glass, a black soft top, whitewall tires, and four-wheel disc brakes. The ZF gearbox was an option that was available new in the U.S and is believed that only 882 examples were produced- the majority of them in 1968 until 1970.

This Mercedes was delivered new in 1970 by Simonson Mercedes-Benz in Santa Monica California and sold for a total of $8,489. It is believed that this car has had just two owners during its entire life and has remained in California since new. The second caretaker acquired it in 1992.

This is an original car with only the front two seats being re-upholstered with leather in a correct red Berry from the factory. It has its matching numbers engine, gearbox, hardtop, tool kit, jack, and a spare tire.

by Dan Vaughan

Coupe Roadster
Chassis number: 113.044.12.016626
Engine number: 130.983.12.010897

Mercedes-Benz built 23,885 examples of its 280 SL between 1968 and 1971, and this particular example was given a restoration in Europe and finished in the color scheme of Bronze Brown (DB 461) over Cognac MB-Tex interior with color-matched fitted luggage and spare tire cover. It has steel wheels with color-keyed hubcaps, and European headlights. There is a restored instrument panel, Becker Europa radio, air-conditioning, and a Getrag six-speed manual gearbox. The 2,778cc SOHC inline six-cylinder engine uses Bosch Mechanical Fuel Injection in helping to deliver 180 bhp at 5,750 RPM. Four-wheel hydraulic disc brakes provide the stopping power.

This Mercedes-Benz 280 SL currently resides in a private Southern California collection.

by Dan Vaughan

The well-known German Manufacturer chose to continue in the tradition of sporty open Grand Tourismo's, or 'Roadsters' by Mercedes Benz, in their release of the 1960's product range. Mercedes decided to inaugurate a whole new range of sports/SL models in the 1960's following the successful launch of earlier SL models. The origins of the Mercedes race cars began in the early 1950's.

They began with the 230SL in 1963, and the last model to enter to lineup was the 280SL in 1967. Part of the new SL generation to be introduced to the market in 1963, the Mercedes 280 SL, 350, and 450 SL was well known under the nickname 'Pagode'. The successor to both the 190 SL and the legendary 300 SL (the 'gullwing' model, the 'Pagode' was built from the year 1963 until 1971, the year the new SL generation was launched.

The SL's shared the same 'W 113' chassis, the 'W' standing for 'Wagen', as well as many features and various parts in common. The last W 113 280 SL Roadster lasted for only a mere eight months from July 1970 until March 1971 before making way for the W107 series of vehicles.

The SL stands for 'Sport Light', or in German, Sport Leicht. The Gullwing was given its name due to the two doors swung up along the roofline, and the open doors took on the appearance of a seagull in flight.

The nickname 'Pagoda' was a reference to the shape of the hardtop roof. Reminiscent of the shape of a Japanese style Pagoda, the roof center is slightly lower than the side. Eventually, these were raised slightly to allow easier entry and exit, the side of the roof soon allowed for larger side windows, as well as increasing the roof strength. The 280 SL came with a flexible variation of tops, soft top, removable hardtop, or the option of both. Unofficially called the 'Californian', the option was available to order with only the removable hardtop and no soft top. Another popular available feature was ordering the hardtop roof in a different color than the body.

Mercedes-Benz achieved a timeless design with slick and proper lines, and it has been in this shape that the SL was sold for over twenty years. Much like the earlier models, the 280SL showcased an exquisitely proportioned sports body with two comfortable seats, and standard equipped with a soft-top which could be neatly stowed away under a lid fully integrated into the car. The SL also had the option of a distinctive hardtop 'Pagoda' roof that could easily be fitted to the car in a matter of moments, with the soft-top down in place. Another popular option was the addition of a third, sideways facing seat.

The 280SL was manufactured from 1968 until 1971, and a total of 23,885 units were produced during its production run. The SL was available in both 2-door Roadster and 2-door Coupe options. Producing 143 units in 1967, the SL soared in popularity, and by 1969, the most productive year, banked at 8,047 units manufactured and produced. A total of 12,924 models were available in the U.S. and 18,681 were exported models.

Bigger, wider, and heavier than its predecessor, the new generation of SL was still the perfect car considering driving-comfort, road-holding, and construction. Buys had the option of various engines, including a V8 with either 3.5 or 4.5-liter cylinder, or a six-cylinder engine with a capacity of 2.8 liter. Utilizing a 2778cc, six-cylinder engine, the 280SL had a seven bearing crankshaft. Most models came with automatic transmission and had an engine that featured fuel injection. The Mercedes 280SL could achieve a top speed of 121 mph and could reach 0-60mph in 9.3 seconds.

The engine in the 280 SL had a mechanical Bosch fuel injection system, a cast alloy valve cover, and a single overhead camshaft.

In January 1968, the 280 SL underwent various changes and updates that included the number plate moving from the firewall to the front door jamb. The firewall insulation pad material also was updated from coarse to smooth. Hardtop front handles were made separate, and the mirror on the passenger sun visor was omitted. Elastic became the new material on door pockets rather than solid. The floor covering also changed from rubber mats to synthetic carpet. In April of 1970, the optional rear-axle rations were discontinued.

The USA 280 SL's versions in 1971 shared standard features that included a tachometer, four-wheel disk brakes with a power booster, three-point seat belts, manual windows, wood console box between the two front bucket seats, and much more.

Highly desirable when first launched, the 'SL' models still remain as much sought-after classics to this day. Unfortunately, some critics believed the styling of the SL was boxy, and bit of a disappointment due to the 'pagoda'-styled optional hardtop. Though not as powerful as the 300 SL, or as curvaceous as the 190 SL, the 280 SL was well-balanced and slightly delicate. Thirty years later, many parts of these models are still available from Mercedes Benz. Though expensive, they are in stock. A perfectly balanced vehicle, the Mercedes 280SL is a vehicle with quiet confidence, with truly no competition.

by Jessican Donaldson

With its status today as a classic continually rising, the Mercedes-Benz 280 was truly a beautiful vehicle. Though not as shapely and voluptuous as the 190 SL, or as powerful as the 300 SL, the 280 was both practical and nimble, while the styling is a fine example of well-balanced design.

Produced from 1967 until 1971, the Mercedes 280 SL was the most popular SL on the classic car market. With a total of 23,885 units produced during its production span, the 280 SL is considered the most popular due to its perfected development of the vehicle, along with an engine that suits this SL series best. Though the 280 SL is slightly overweight, has a bit sluggish handling, and a relatively soft suspension configuration, the larger engine does translate into a higher straight line speed and better acceleration.

Showcased in 1963 during the Geneva auto show, the 230 SL, which was based on the 220 SE sedan was first of the SL series to be introduced. A series of luxury vehicles that were introduced by Mercedes-Benz from the late 1950's were dubbed ‘Fintail', though never officially designated as such. The nickname was a result of the distinctive rear-end, with small tail fins. Following in the tradition set by the 1960's product range of sporty open Grand Tourismo's, (referred to as Roadsters by Mercedes Benz) the 230-280 SL series featured a 'pagoda'-styled optional hardtop. This feature was eventually criticized for making the design seem boxy and was seen as a bit of a disappointment at the time. The middle surface of the 'hanging' style roof was lower than the edges of the doors and it was this distinctive look that characterized the SL-series as the ‘pagoda' model.

Near the end of 1966, a larger engine was fitted, which made it the 250 SL, a much more modern unit from the 250 S sedan. The 280 SL model was created in the 1968 model year by once again enlarging the engine. Continuing to be produced until 1971, the 280 SL was eventually replaced by the new 350 SL model. Over time, the SL series has transitioned from an elegant and sporty line, to more large luxurious models, without a youthful appeal anymore.

Designed by Paul Bracq with great attention to detail, unfortunately at first the styling of the 280 SL was not appreciated by the general public. Customers considered the vehicle to be too slow to be a sportscar, and too small to be impressive, and it seemed to be a scaled down version of the saloon car models. Today, this design is considered to be one of the first examples of modern corporate styling, which today is quite popular.

Inside the 280 SL, the dashboard was constructed very similar to those in the saloon car models. This vehicle was designed with the aim of speeding through the autoban, or cruising around the city, rather than being a sports car. Leather upholstery was an optional feature, while the interior was finished with standard vinyl. Wood veneer was used on the console between the chairs, and along the top of the dashboard being the windscreen, which was seen as a remarkable feature.

The 2+2 model model allowed for an additional small row of seats placed behind the front seats, but only small children could sit there due to the lack of leg room. Ergonomically formed bucket seats were placed in the front, and the frame of the front window was strengthened so it do as a roll-over bar, but only in combination with a fitted hardtop. The head designer of Mercedes-Benz development of the time, Béla Barényi was credited with the Pagoda-style hardtop patented design that could endure a 1,000 kg load without deforming.

Disappearing completely into the boot of the vehicle, the folding roof was closed and covered by a metal lid. The 2+2 version lacked the folding roof, and the extra row of seats took over the additional space that was created. Luggage space could be found by folding down the back rest of the 2+2 model.

More aerodynamic than the hardtop, the convertible could reach about 4 kph more than the hardtop version, which was considered slightly odd.

A total of 23,885 vehicles were constructed with the 2.8 liter engine, while a total of 19,831 units of the 230 SL were sold. Considered to be the rarest, the 250 SL produced only 5,186 models.

The new SL-series was introduced in 1963 with a straight 6-cylinder engine with a displacement rate of 2306 cc, which delivered 150 hp at 500 rpm. In December of 1966, this engine was replaced by a new 2436 cc unit which still turned out 150 hp. This new engine featured a crankshaft engine with seven bearings rather than four. The following year, again in December, a 2778 cc engine was fitted, which now produced 170 hp at 5750 rpm. Mainly to improve torque, these engine revisions were synchronous to the engine changes in the mid-range sedan line. With top speed remaining near the same, the range fell between 185 to 195 kph. All engines shared a mechanical fuel injection system.

She 280 SL measured 428.5 cm in length, 176 cm in width, and 132 cm in height with the hardtop. The first 230 SL's weighed 1295 kg, and the last 280 SL weighed in at 1360 kg. The 280 SL was considered to be quite heavy for a sports car. The top speed and acceleration didn't win many points with Mercedes-Benz customers, but a comfortable high cruising speed could be maintained for a long amount of driving time. This made the 280 SL an ideal vehicle for the Autobahn-express.

The second most popular SL of the series is the 230 SL, the original model. Today, a 230 SL in excellent condition, this classic can produce up to twice the original purchase price.

Today, the SL-series from the 1960's is becoming much more popular on the classic car market, as its fans remains stretched throughout the world. These fans stay united in local clubs that keep a close contact with each other. The market value of the classic vehicles is subsequently on its way up.

by Jessican Donaldson