1960 Mercedes-Benz 300 SL

Sometimes, you always live in your older brother's shadow. This is the case with the Mercedes Benz 300SL Roadster. It was conceived in response to the American demand for a more practical and convenient drop top version of the famous Gullwing Coupe. With unlimited headroom and easier entry, the 300SL Roadster projects its own unique aura of dignity, elegance and speed.

Production of the 300SL roadsters began in 1958. The car shares the basic frame and drivetrain with the Gullwing, but uses a modified rear suspension design, wider tracks and tires. It also sports a wraparound windshield and a useful trunk. The roadster also benefits from engine refinements such as higher compression (9.5:1), and a new camshaft, increasing output to 235 horsepower. Performance remained consistent with the Gullwing due to the roadster's increased weight. 1,858 roadsters were manufactured.

The Mercedes-Benz 300 SL used an innovative space-frame chassis, wrapped in steel, and given lightweight aluminum doors, hood, and trunk lid. The coupe, with its unique gullwing doors, was later joined by an open car called the roadster, debuting in March of 1957. It arrived with numerous mechanical advancements and stylistic revisions, chief of which were a new rear-axle design and a modified frame, the latter required for the conventionally hinged doors. Disc brakes arrived in 1960, adding to the vehicle's performance prowess, and an aluminum engine block arrived the following year.

The roadster body style came about from the prompting of Max Hoffman, the impresario of imported cars on New York's Park Avenue. He was responsible for many European brands' presence and popularity in the United States, including Lancia, Alfa Romeo, Jaguar, Allard and More. Mr. Hoffman persuaded Mercedes-Benz to install a high-performance 3-liter engine into the racing-derived tube frame W194 which had won the Carrera Panamericana in 1952, driven by Karl Kling. The new road-going sports car was aimed at the affluent portion of the U.S. sports car market, and while Mercedes-Benz was reluctant that such a market existed, Mr. Hoffman backed up his suggestion with his checkbook. He placed an order for a thousand luxury high-performance coupes based on a more civilized version of the W194, and the 300SL was born.

The road-going version received usability improvements while maintaining its racing car heritage and roof-hinged doors. Horizontal 'eyebrows' were added to the wheel openings to reduce drag and improve aerodynamics, and the engine gained a fuel injection system - the first of its kind ever offered in a production automobile - and was backed by a close-ratio gearbox with straight cut gears.

A total of 1,400 examples of the 300SL ('Sport Leicht' or 'Super Leicht') Gullwing Coupe were built between 1954 and 1957.

The 300 SL Roadster, with conventional doors, was first exhibited at the Geneva Salon in May 1957. It was based on the same chassis as the Coupe, with additional support to maintain rigidity. It had larger front fenders, larger headlights, a smaller grille, and a chrome spear traversing the side. It weighed 275 pounds more than the coupe, and its engine developed 240 horsepower, compensating for the weight gains. It had more space in the boot, the spare tire was positioned under the boot floor, and the fuel tank was smaller (from 130 liters to 100 liters). These changes made it possible for the custom-made luggage to be placed in the boot. An optional hardtop became available in September 1958.

Production of the 300 SL Roadster lasted from 1957 through 1963 with 1,858 examples built. At a price of $10,950, the new Roadster was ten percent more expansive than the outgoing Coupe.

by Dan Vaughan

Roadster

When new, this roadster was given by Desi Arnaz as a gift to Robert Stack when he won the Emmy for his role in the Untouchables TV series. Like all 300SLs, it was equipped with a 237-horsepower six-cylinder engine that was mounted in the chassis at a slight angle to allow for a low, sloping hood. Top speed was a high 160 miles per hour. The Letters 'SL' stand for 'sehr leicht' (super light) and are still used today in the model designation of Mercedes-Benz's sportiest cars. Originally designed for road racing, the 300SL had a tube-frame for strength and rigidity and was the world's first production automobile to have fuel-injection.

Roadster

An American Max Hoffman is partly responsible for the production of the 300SL. He had urged Mercedes-Benz to create the vehicle for the American market. In 1954, the vehicle was officially presented to the world at the New York Auto Show. 300 SL's had been raced in several international events that included Mexico's Carrera Panamerican road race, Berne, Nurburgring, and the Mille Miglia. Prototypes had been entered in the 1952 24-Hours of LeMans where they were victorious. These successes on the race track, including endurance runs, guaranteed a reliable, fast, performance machine. In 1955, the famous Stirling Moss drove a 300 SLR to victory in the 1955 Mille Miglia averaging a speed of 97.9 mph for 994 miles. The 300 SL was powered by a fuel-injected, overhead-cam, six-cylinder engine and produced around 215 horsepower at 6200 RPM. It was the first vehicle to ever use fuel-injection with a gasoline powered engine.

Roadster

Within ten years after the close of World War II, Mercedes-Benz were producing elite race cars and sports cars. The 300 SL was built by Daimler-Benz AG and internally numbered W198, the fuel-injected road version was based on the company's highly successful 1952 competition-only sports car, the 300SL (W194).

In 1954, the Mercedes-Benz 300SL was introduced as a two-seat, closed sports car with distinctive gull-wing doors. Later, in 1957, it was offered as an open roadster. It was the fastest production car of its day. Mercedes-Benz said, 'the 300SL roadster is our response to customer demand for a fast, comfortable, open sports car.' The roadster was instantly successful for the well-to-do who could afford its $11,500 price tag. Many celebrities, including Yul Brenner, owned a 300SL. Production of the roadster ended in 1963 with the introduction of the 230SL.

This sporty Mercedes was a gift to its first owner from her father, in an effort to keep his daughter in school at Vassar. She christened her new China Blue roadster, 'Blue Eyes', and drove it sparingly over the next 47 years. It eventually ended up in storage on her parent's property. The automobile shown here today is a true 'barn find', even though it was actually found in a locked garage, in Princeton, NJ. The current owner became aware of the car in the summer of 2006, and convinced the original owner to part with it. He has kept this 'time capsule' pretty much as found condition, save a few paint touch-ups and sympathetic mechanical service to keep it road worthy. As part of the purchase agreement, the new owner undertook a complete restoration. Nothing was replaced, only restored. As such, it is a rare example of a perfect combination of restoration and preservation.

This car came with one of the rare factory hardtops which allowed a top speed of 155 MPH.

Roadster
Chassis number: 19804210002592

This vehicle has been in single ownership since the early 1960s, into the 21st century. It was acquired by the current owner in 2004. Upon its purchase, the car was given a professional restoration. It was given a silver paint scheme, set off with blackwall tires and European-style headlamps. All the mechanical systems, brakes and suspension were rebuilt, and a new red leather interior was installed. When the work was completed, it was taken on the 2009 Colorado Grand, where it performed flawlessly.

In 2011, the car was offered for sale at RM Auction's Arizona sale where it was estimated to sell for $520,000 - $600,000. As bidding came to a close, the car had been sold for the sum of $572,000, inclusive of buyer's premium.

by Dan Vaughan

Roadster
Chassis number: 198.042.10.002509
Engine number: 198.980.10.002552

This Mercedes-Benz 300SL has recently been discovered after decades in static storage. It is a well preserved and original example.

The vehicle was completed at the Stuttgart factory on February 9th of 1960 and finished in the rare color combination of blue Gray over a natural leather interior. The wheels and optional hardtop were painted in the same shade. When complete, it was delivered as a show car for display at the 1960 Copenhagen Motor Show. Shortly after the show, it is believed to have been shipped to the United States, and sold as a new car to Richard Altscheler of Long Island, New York. By the 1980s, the car had been retired to static storage. Since that point, it has been confined to a modest two-car garage in Garden City, New York. It has seen very little use in its 51 years and has just turned past the 15,000 mile mark.

In 2011, the car was offered for sale at the Gooding & Company auction held in Pebble Beach, CA. It was estimated to sell for $700,000-$900,000. As bidding came to a close, the car had been sold for the sum of $962,500 including buyer's premium.

by Dan Vaughan

Roadster
Chassis number: 198.042.10.002580
Engine number: 10.0002632

Delivered new to one J.A. Redmond of Bon Air, Virginia, this Mercedes-Benz 300SL retains its original engine. It is finished in paint code DB40 black complemented by the green leather interior, color code 1078. The car has been given a professional restoration to factory-correct standards. Since completion, the car has been tested for 300 miles. Both black soft and hard tops are included with the vehicle. Currently, the odometer shows 85,350 miles.

In 2012, the car was offered for sale at the Amelia Island Sale presented by RM Auctions. It was estimated to sell for $850,000 - $1,100,000. As bidding came to a close, the car was sold for $990,000 inclusive of buyer's premium.

by Dan Vaughan

Roadster
Chassis number: 198.042.10.002607
Engine number: 198.980.10.002663

This Mercedes-Benz was originally delivered on July 18th of 1960 to the distributor in Panama. It came equipped to American specifications with English instruments, sealed-beam headlights, a removable hardtop, black soft top, and Becker Mexico radio with a Reims III adapter. Prior owners include Fred Di Girato, in 1974, and Ronald Kellogg of Whittier, California, in 1975. Later it was acquired by John Sorrell of Santa Barbara, then by the current owner nearly a decade ago.

The current owner has treated the car to a full restoration. The body is finished in Medium Blue (DB 350), with a matching factory-correct hardtop and blue soft top, and a correct beige interior.

Since the restoration was completed, the car has been shown at the Palos Verdes Concours in 2013 and 2016, and the Los Angeles Concours d'Elegance in 2009, winning Best in Class at all three events.

by Dan Vaughan

Roadster
Chassis number: 198042.10.002576
Engine number: 189980.10.002627

This Mercedes-Benz 300 SL is believed to have been delivered new to the Royal Palace of Iran wearing its one-off color of DB662G 'Uranium Yellow' and trimmed in Black leather with a matching black convertible top. It was completed at the Stuttgart-based Works on June 20th, 1960 and upon completion, was delivered to HRH Princess Ashraf Pahlave, the twin sister of HRH Mohammad Reza Pahlavi, the late Shah of Iran.

The car's previous owner was Mercedes-Benz of Tehran proprietor Mr. Ali Fouladi who purchased the car directly from the royal family. Mr. Fouladi's dealership had installed a 300SL alloy engine in the engine bay, replacing the original steel block unit which had seized due to a cracked oil pan and the ensuing loss of oil. The new factory replacement 300SL alloy engine was subsequently stamped with the original engine's number, while accidentally transposing two of the prefix digits.

The Mercedes-Benz 300SL remained with Mr. Fouladi for half a century and was used sparingly during that time. The car went with him when he went to Paris, France, and then to Southern California in the early 1980s. It was here where the current caretaker acquired the car in 2012, with just over 20,000 kilometers shown on the odometer.

After the acquisition, the car received a full nut and bolt restoration by Hjeltness Restoration in Escondido, California, performed between 2013 and 2018 at an expense in excess of $600,000. Both mechanical and cosmetic aspects were fully restored. More recently, additional routine maintenance has been performed by another Escondido-based Mercedes-Benz expert, Silver Star Mercedes Service.

This car has its original factory optional black hardtop top and two sets of hubcaps with one being black and another in body color. The black interior is contrasted by the ivory steering wheel and gear knob. Currently, there are 23,507 kilometers displayed on the odometer. another Escondido-based Mercedes-Benz expert, Silver Star Mercedes Service.

by Dan Vaughan

With a top speed of 130-155 mph, depending on the axle ratio, the 300SL was one of the fastest vehicles of the 1950's. Its performance, design, reputation, and futuristic Gullwing door's were all responsible for the success of the vehicle. The 'SL' represented 'Sport Leicht' or 'Sport Light'.

An American Max Hoffman is partly responsible for the mass-production of the 300SL. He had urged Mercedes-Benz to create the vehicle for the American market. In 1954, the vehicle was officially presented to the world at the New York Auto Show. This was not its first appearance. It had been raced in several international events that included Mexico's Carrera Panamerican road race, Berne, Nurburgring, and the Mille Miglia. Prototypes had been entered in the 1952 24-hours of Le Mans where they were victorious. These successes on the race track, including endurance runs, guaranteed a reliable, fast, performance machine.

In 1955, the famous Stirling Moss drove a 300 SLR to victory in the 1955 Mille Miglia where he averaged a speed of 157.6 km/h for 1,600 km. (97.9 mph for 994 miles). A 300 SLR was leading the 24 Hours of Le Mans when it was withdrawn from the race. A horrible accident had occurred where a car had killed 82 spectators during the race.

The 300 SL was powered by a fuel-injected, overhead-cam, six-cylinder engine and produced around 215 horsepower at 6200 RPM. It was the first vehicle to ever use fuel-injection with a gasoline-powered engine. The large drum brakes, independent suspension, and four-speed manual transmission helped give this vehicle super-car status. The silver color was by far the most popular. Other color options available were dark blue and black. The leather interior was optional with cloth upholstery being standard equipment.

The Gullwing or butterfly-wing doors were well received by owners and spectators. They added a distinctive quality that could not be found in any other vehicle at the time. The Mercedes 300SL was first a race car. It was built using a tubular space-frame chassis and conceived by DBAG's chief developing engineer Rudolf Uhlenhaut. In an effort to keep the vehicle as light as possible and to retain the necessary strength, Gullwing doors were used. The doors were not without their problems though. Getting into and out of the vehicle was rather difficult. Due to the doors, the vehicle was prone to leaking and difficult to repair. As a result, after 1,400 examples had been produced, the Gullwing doors were replaced by the 1957 roadster. The roadster with its conventional doors, updated suspension, and convertible roof proved to be more popular than the previous design. More than 1,800 roadsters were sold.

Disc brakes were added in 1961 as was the alloy block.

Throughout the seven-year production of the 300SL, the car endured major changes both mechanically and aesthetically. Throughout it all, it retained its race-breed heritage and supercar status.

by Dan Vaughan

The Mercedes-Benz 300 was produced from 1951 through 1958 and is one of the most graceful and classic creations of the post-World War II era. The style was both classic and modern and built to high standards. They were constructed from fine materials using the latest in technology and achieving minimal weight with a high degree of strength.

The 300 was built on a traditional body-on-frame construction as many other marque's, including most of the Mercedes-Benz line, had switched to unit-body construction. The body-on-frame construction was ideal for maintaining a high level of quality for vehicles produced in limited quantities. The front end was suspended in place through the use of an independent suspension with A-arms and coil springs. The rear was the tried-and-true swing axle with coil springs.

Under the bonnet was a 2996-cc six-cylinder engine with Bosch mechanical fuel injection that produced 175 horsepower. Considering the modest wheelbase size and the overall low weight of the vehicle, the 175 horsepower was more than enough to carry these custom-built vehicles at highway speeds with little effort. The car was fast, luxurious, safe, and comfortable.

From November of 1951 through March of 1962, there were 11,430 examples of the Mercedes 300 constructed. Most were built atop of a 120-inch wheelbase and with a four-door configuration. Just over 700 were convertible sedans.

The 300 had been introduced at the Frankfurt Auto Show. Mercedes-Benz selected the Paris Auto Show to introduce the next iteration of the 300-Series, the 300S. This was a much sportier version that rode on a shortened, 114.2-inch wheelbase, and built in a 2-door open and closed configuration. The engine was a multi-carbureted unit that produced just over 160 SAE horsepower.

The Mercedes-Benz 300S was a very fast automobile that still retained luxury, comfort, and style. Built in very limited quantities, it was an exclusive automobile.

Production of the 300S lasted from 1952 through April of 1958 with a total of 760 examples being constructed.

The final iteration of the 300-Series was the 300SC, which made its appearance at the 1955 Paris Auto Show. It was given a detuned version of the 300SL's Bosch mechanical fuel-injected engine and a new 'low-pivot' swing axle rear suspension.

by Dan Vaughan

Eternal youth is a miracle bestowed on only a small number of cars, and the Mercedes-Benz 300 SL coupe is one of this elite group. The Stuttgart-based brand unveiled its new sports car in February 1954 at the International Motor Sports Show in New York, and in so doing lit the fuse for an icon of the automotive world. With its flat, graceful body, the 300 SL had lost nothing of its freshness even as the millennium drew to a close and was voted 'Sports car of the Century' in 1999. 'Gullwing' doors provided that essential touch of inspiration, opening up towards the sky to reveal a tightly sculptured interior. The history of the 300 SL is inextricably linked with the life of an influential admirer. American importer Maximilian E. Hoffman it was who urged Mercedes-Benz to build a road car in the image of its racing coupe, the start of production in 1954 providing a sweet fruit for his endeavors. The assembly lines may have waved goodbye to the last of the only 1,400 units of the 300 SL coupe ever made in 1957, but the spirit of this extraordinary car most certainly lives on.

From the race-track to the road

The Mercedes-Benz 300 SL was conceived initially as a purpose-built racing sports car (W 194). In 1952, the coupe notched up an impressive record of success in the year's major races. At the Grand Prix in Bern the 300 SL sealed a clean sweep of the podium places, an awesome performance backed up by a one-two finish ahead of a stunned field in the 24 Hours of Le Mans. The Nürburgring duly yielded another one-two-three, and the new Mercedes racing sports car also claimed victory in the Carrera Panamericana in Mexico. It all added up to a majestic return to motor sport for Mercedes-Benz, picking up where the brand had left off during a highly successful period before the Second World War.

Although there were initially no plans to send the 300 SL into series production, the Daimler-Benz Board had been left with the words of Maximilian ('Maxi') Hoffman ringing in their ears. The official importer of Mercedes-Benz cars into America campaigned tirelessly for a sports car to offer his well-heeled clientele, and the 300 SL racer fitted the bill perfectly. After lengthy deliberations, the green light was given for series production of the road-trim 300 SL (W 198), as well as a smaller, open-top sports car, the 190 SL (W 121).

The two models were due to celebrate their premieres less than six months after the Board had granted the project their approval. The occasion was the International Motor Sports Show taking place in New York from February 6 –14, 1954 and at the time America's most important auto show. The engineers rose to the challenge of their race against the clock, and the 300 SL and its smaller brother, the 190 SL, were ready to receive the acclaim of the admiring crowds. Series production began in Sindelfingen in August 1954 and the price was fixed at 29,000 Marks – a quite enormous sum at the time, especially when you compared the new model alongside the Mercedes-Benz 170 Vb – on sale at 7,900 Marks.

The body

The body of the 300 SL was developed with the primary aim of cutting aerodynamic drag to a minimum. The result was a streamlined form with few adornments, a car which adhered faithfully to its design brief and which has retained its freshness and allure to the present day. Wonderfully proportioned and extremely dynamic, it was as if the 300 SL – surging forward on its wheels – had been cut form a single mold.

The new sports car was a real crowd-puller, thanks in no small measure to its wonderfully charismatic 'gullwing' doors. Rather than serving merely as a stylistic gimmick, they represented the central element of the 300 SL design, the ultimate example of necessity as the mother of invention. The car's aluminum skin was stretched over a tubular frame, which – in the interests of stability – rose much further than usual up the sides of the vehicle, making it impossible to fit conventional doors. The response of the engineers was to devise an upwards-opening door concept. The elegance of the car's side view remained undisturbed by a door handle, with a discreet pull-out bar disengaging the lock. The door then opened upwards with the help of a telescopic spring.

The tubular frame for the 300 SL, designed by Rudolf Uhlenhaut, reduced weight to a minimum but provided maximum strength. A series of extremely thin tubes were welded together into triangles to produce a frame which boasted impressive torsional stiffness and was only subjected to compression and tensile forces. In the standard SL the frame tipped the scales at only 82 kilograms, whilst the complete car in ready-to-drive condition and including the spare wheel, tools and fuel weighed in at 1,295 kilograms.

The body of the 300 SL was constructed largely out of high-grade sheet steel, although aluminum was used for the engine hood, trunk lid and the skin panels for the door sills and doors. For a relatively small extra charge, customers could choose to have the whole body made from light alloy, which cut 80 kilograms off the car's total weight. However, only 29 SL customers took up this option and today their cars are highly sought-after rarities.

The technology

The technical make-up of the 300 SL owes much to the Mercedes-Benz 300 (W 186 II) sedan, the vehicle of choice for many statesmen and industrialists and also known as the 'Adenauer Mercedes'. The six-cylinder engine featured a number of modifications, one of which saw the carburetor replaced by a direct injection system – a technical advance that was years ahead of its time. This new technology boosted output to 158 kW (215 hp) and the car's maximum speed up as far as 260 km/h, depending on the rear axle ratio. Customers could order their SL with a choice of five different ratios. The standard 1:3.64 variant was set up primarily to deliver rapid acceleration and capable of 235 km/h. The 1:3.89 and 1:4.11 ratios were good for even faster acceleration, whilst the 1:3.42 option offered a higher top speed. This figure rose still further – to 260 km/h – when the ratio was set at 1:3.25. However, this 'resulted in greatly reduced acceleration, making the car less enjoyable to drive in downtown city traffic,' as the sales information pointed out. The 300 SL hit 100 km/h in just 10 seconds, with car testers at the time measuring fuel consumption at an average of 15 liters per 100 km. A 100-liter fuel tank was positioned at the rear of the car and could be enlarged to 130 liters at an extra charge.

The engine had to be tilted 45 degrees to the left in order to squeeze under the hood of what was an extremely flat car, thus reducing the amount of space in the passenger-side footwell. The SL's center of gravity was almost exactly in the middle of the car, laying the perfect foundations for fast and precise cornering. The chassis was essentially the same as the 300a sedan's, but with sportier tuning, and the drum brakes were adapted in response to the increased performance of the muscle-bound sports car. Only later, in the 1961 roadster variant, were these replaced by disc brakes all round.

The interior

The interior of the 300 SL was more solid than spectacular. The standard fabric seat upholstery was available in a choice of three checked patterns, but most customers opted for leather instead. The body paintwork came in silver metallic as standard, although red, dark blue, and black also proved popular.

A shortage of space made getting into the 300 SL something of a challenge – this was, after all, a sports car. Fortunately, the steering wheel could be folded down, allowing the driver to twist his or her legs in the direction of the pedals. Once seated, the driver enjoyed an ergonomically impressively refined cockpit design. The steering wheel was just the right distance for the arms to reach and the driver's feet moved intuitively onto the pedals: the 300 SL was very much a driver's car. In addition, the instrument panel was extremely tidy and clearly laid-out, with the rev counter and speedometer in the center of the driver's field of vision, as you would expect.

The handling characteristics

Out on the road, you quickly realized why the 300 SL had been christened with those particular letters – the car was certainly Sporty and Light. With an engine delivering 215 hp and a total weight of only around 1,300 kilograms, acceleration was suitably impressive – especially with the right choice of rear axle ratio. Exceptional torque ensured good pulling power at any speed. The steering was direct and the suspension made sure that the car hugged the road nicely. There's no doubt that the 300 SL was a sports car of the finest pedigree. That said, it was far from impractical, as many owners were quick to appreciate. For them, this was a high-speed touring car that offered precise driving characteristics but which avoided sapping the energy of the driver unduly. The trunk was sufficiently large, complemented as it was by the extra room behind the seats for additional baggage. Plus, customers could order a made-to-measure luggage set designed to make the most of the space available.

How the press saw the 300 SL

The press at the time were falling over themselves to lavish praise on the 300 SL. 'Autosport' reported that: 'The exterior form of the 300 SL is quite wonderful and its performance almost unbelievable. The construction of the car and its production quality are first class and the whole concept represents an uncompromising realization of all the new ideas.' After its initial test, 'Road & Track' wrote: 'We are looking at a car where a comfortable interior is complemented by remarkably impressive handling characteristics, quite incredible roadholding, light and precise steering, and performance levels which are up there with – and even an improvement on – the best cars the automotive industry has to offer. There is only one thing left to say: the sports car of the future has become a reality.' And 'auto, motor und sport' noted: 'The Mercedes 300 SL is the most refined and at the same time the most inspirational sports car of our era – an automotive dream.'

Maxi Hoffman keeps up the pressure

The first units of the 300 SL were sold in Europe in 1954, whilst Maxi Hoffman received his first customer car in March 1955. A total of 1,400 Gullwings rolled off the production line, the lion's share of which – some 1,100 units – found their way to the USA. Hoffman had thus assessed the response of the market to the car extremely well and had every right to be satisfied with his work. However, he had also succeeded in stoking the expectations of his discerning customers, who now wanted a touch more comfort in their cars, a larger trunk and, in many cases, a cabriolet version. Hoffman passed the message on to Stuttgart and once again his request bore fruit – this time in the form of the 300 SL roadster (W 198 II) unveiled in 1957.

Success on racetracks and rally courses

The racing genes of the 300 SL tempted renowned racing drivers and privateers from all over the world to enter sports car races and rallies. The 300 SL made its first appearances in the popular racing events of the time in 1955 – and didn't have to wait long before tasting success. The Mercedes-Benz 300 SL attained legendary status well before the assembly lines ground to a halt, thanks in part to its success in race competition but most of all to the captivating allure of its stunning design. The 300 SL has been counted among the world's most sought-after and highly rated cars for 50 years now, and its status as one of the most revered classic automobiles on the market is set to remain intact for quite some time to come.

by Mercedes-Benz

Large and luxurious, the Mercedes 300 series was built from 1951 until 1957 in its original form. The company's largest and most-prestigious models, the Mercedes-Benz Type 300 is considered a trademark of the era throughout the 1950s. With a 3 liter engine capacity, the name 300 said it all. Exclusive, expensive, elegant and full of power, the Type 300 vehicles were in an elite status all of its own. In a tribute to the Chancellor of Germany at the time, this series was often referred to as the Adenauer, after Konrad Adenauer. During his time as Chancellor, Adenauer used a total of six of these vehicles.

The main competition that the 300 Series faced during its production time was the less-expensive Ponton series. A large majority of the company's sales were directed in the area of this cheaper series. During the early 1960's, both the Ponton series and the Type 300 were eventually replaced by the 'Heckflosse' cars.

Available as either a sedan or cabriolet, the Type 300 was offered both with four doors, along with seating for six. With a more modern body, the 'W186' Type 300 was built on a pre-war chassis, yet it utilized a modern 3 L straight-6 engine. The most interesting feature was a rear load-levelling suspension that was operated by a switch on the dashboard. Many other luxury features were offered on this series, these included a VHF mobile telephone, a dictation machine and a Becker radio. The Chancellor's personal vehicle was equipped with a writing desk, sirens, a dividing partition, curtains, and many more features.

A special Type 300 Lang, Innenlenker model was a limousine version that rode on a 20 cm (7.9 in) longer wheelbase.

The Type 300 b was introduced with power brakes in 1954. In September of 1955, a larger rear window was featured on the Type 300 c. Also featuring a swing axle rear independent suspension, the Type 300 c was sold at $10,864 in the U.S. with the convertible available at an expensive $14,231.

In August of 1957, the B-pillar was updated for the hardtop look in the Type 300 d. With a total of 3,077 produced, the d was produced until March of 1963. Available with a compression ratio of 8.55:1 and Bosch fuel injection, the d produced 160 hp. The W112 300SE replaced the limousine version.

Mercedes-Benz's top-end vehicle in 1952 following its introduction, the 'W188' Type 300 S was available as a 2+2 coupe, cabriolet or roadster. Marketed as one of the top luxury vehicles in the world, the W188 was actually very similar mechanically to the more contemporary W186. The Type 300 Sc received the addition of fuel injection in 1955, along the same time that Mercedes-Benz's 'low-pivot' independent suspension was substituted. Dual chrome strips were placed on each side of the hood that denotes the 'Sc' model.

The 300 S line was an established Mercedes tradition, 2-door convertible and coupe versions of the limousine model. These models had a body built on a separate chassis, and were conventionally styled grand tourers. The SL, which stood for 'Sport Leicht', and can be broken down to lightweight sportscar, was introduced in the same year. Essentially a derivative of the ‘ordinary' Mercedes 300 series, there was really nothing ordinary about the 300 SL.

The vehicle that was responsible for re-establishing Mercedes-Benz as a formidable power in sports vehicle racing following World War 2, the 300 SL was introduced in 1952. Beginning as a thoroughbred road racing vehicle, the exotic 300 SL finished its career in 1963 as a very fast convertible for the wealthy.

Following such an impressive impact on car enthusiasts worldwide, there has continued to be an SL model in the Mercedes Range ever since. There has never been another SL model in the Mercedes range that has been able to live up to the prestige, engineering and styling of the original 300 SL.

Introduced at the 1953 Mille Miglia, where a total of 300 SL's took part in the event, the original 300 SL was first introduced as a contender for the famous road races of those days. One of the SL models took 2nd place, and another took 4th place, making a very impressive mark on viewers. This was only the beginning of many more racing successes soon after.

by Jessican Donaldson