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The 300SL Story by Bob Platz
As with most traditional collectibles such as early American furniture, European porcelain, Impressionist paintings and antique Persain rugs, most classic cars are valued by pristine condition and authenticity. If you already own a Mercedes 300SL or have an interest in buying one, feel free to reach out to us via phone or email. The 300SL story, contained therein, provides a useful guide on how to achieve that goal. Too many cars are restored without a serious regard for authenticity, thus negatively impacting their potential value.
THE 300SL STORY BY ROBERT PLATZ
MERCEDES AND RACING
The inseparable and often rocky marriage of Mercedes and racing had its start at the beginning of the 20th century when Emil Jelllinek, an entrepreneur of the first order, successfully challenged Daimler to build him at his expense a new car of superior power to its competitors that he could promote and sell via races on the roads of France. Anxious for the business, Daimler complied with a new in house design created by Wilhelm Maybach and delivered a 4 cylinder 35 Hp car, now aptly named Mercedes after Jellinek’s daughter. This 1901 model had a pressed steel frame, a honeycomb radiator, and could operate at variable speeds. Skeptical at first and at about the same time frame, the Benz company soon saw the merits of sales through racing and for the next 25 years before their merger in 1926, both firms produced very successful grand prix and sports racing cars as in these examples:
1908 Mercedes sports 2 seater 15/20
1915 Mercedes Knight 25/65
1921 Mercedes sports car 28/95
1913 Benz sports runabout 16/40
1915 Benz sports runabout 39/100
It was in the 1920’s that the German economy was hemorrhaging from inflation. With limited funds the newly merged Daimler Benz AG miraculously launched a new series of exceptional sports racers (S, SS, SSK, SSKL) which proceeded to dominate the European racing community until 1934. These cars had been developed from their conventional 6 cylinder touring car that was in production with the K motor. With hardly a pause DBAG with its newly developed supercharger entered the Grand Prix circuit in the early 1930’s first with the W25 and its variants, followed by the W125 and ending their competition in 1939 with Alfa Romeo, Delahaye, Maserati, and especially Auto Union using the W154 and W165.
THE BIRTH OF THE 300SL
The War that followed crippled the operations at Daimler Benz, but as been shown throughout the years, the men at the Mercedes “rennabteilung” would not accept defeat. Now with Rudi Uhlenhaut as their leader, this dedicated team was inspired to act having witnessed the 1951 Le Mans performance of the XK120C Jaguar. Just like the Mercedes S, this Jaguar evolved from production. Once again Mercedes had to rebuild its image and as before with limited resources. Hence they were emboldened to regain their prewar status by building a sports racer using the new three liter production engine. Frankly, their vision for a new Grand Prix car was simply not in the budget at the time.
With Uhlenhaut spear heading the effort, the racing department was able to raise the power of this engine from 115 Hp @ 4600rpm to 171 Hp @ 5200rpm. Moreover it was financially expedient to incorporate the rest of the 300 sedan driveline, steering and brakes with minor changes in consideration of the smaller wheelbase and added power. Now came the biggest challenge. If this assembly was coupled to a chassis of prewar design such as used on the 1939 W154, it would not be racing competitive. They needed a strong chassis but one of much lighter weight. The weight saving tubular frame concept was not new. It had been adopted in principle by Aston martin, Cisitalia, and also the jaguar XK120C. Similarly Veritas had fashioned a trus design. So Mercedes saw an opportunity here. Quite familiar with aircraft construction from the War, their research department designed and built a complex system of tubes to produce the necessary strength in the chassis with only longitudinal forces on the tubes and without bending or torsional movement. In the process they had to make room for the engine and to maintain rigidity, the cockpit had to be deep thereby raising the side walls excluding conventional doors and leaving entry essentially through the roof. Fortunately for Mercedes, the racing rules of the day did not limit the competition to side opening doors. With this new approach, Mercedes had met their objective and saved 45 pounds using the new tube frame chassis as opposed to the prewar ladder type oval frame. Furthermore, when it came time to add the body, they realized that the car should be a coupe with styling similar to Alfa Romeo, BMW, and Porsche, and with low drag. The engine therefore was inclined 50 degrees to the left and the hood lowered producing a drag coefficient of .25, a very good result.
And so the W194, the 300SL sports racer, was born and successfully raced in 1952 almost winning the Mille Miglia. Kling came in second due to a brake failure. Yet they won Berne, Le Mans, and the Pan America Mexican road race.
THE PRODUCTION GULLWING
In 1953 life now became more complicated for Mercedes. They were anxious to get back into Grand Prix racing with the new 2.5 liter formula set for 1954. But with the success of the 1952 racing season using the W194, they envisioned new ways to improve the car. First of all the engine was fed via triple Solex carburetors and a change to Webers with a test bed engine showed measurable horsepower improvement. And then there was direct fuel injection that had been in the experimental stage since the 1930’s. By 1936 high compression diesel made it into the 260D automobile. However, gasoline fuel injection remained a problem due to high heat and vaporization issues. Secondly, wind tunnel testing revealed that high pressures built up in the engine compartment effectively slowed the car at high speed and by using side port venting, this air pressure dam could be relieved thereby yielding more effective use of the engine’s power. Thirdly, since the prewar days and again on the 300 sedan the dual jointed axles attached to the rear differential provided an independent suspension but also tended to produce excessive camber movement which effectively lifted the rear wheels and a margin of power was lost. A new single low pivot swing axle with a compensating coil spring had been in the works for the new 220 sedan. It would have to be redesigned and strengthened for use in the race car.
While Mercedes management vacillated over their future course of action, a totally new development presented itself embodied in the person of Max Hoffman. He had just been named the sole distributor of Mercedes vehicles in the United States, and had become enamored by the W194 and its commercial development as a production car. He backed his interest in a firm order of 1000 cars. Just like 50 plus years earlier with Emil Jellinek, Mercedes saw a business opportunity that would add to their prestige as an automobile manufacturer. They never dreamed of this course of action for their 300SL sports racer. But money talks, and all efforts were now applied to converting the W194 into a production car. Some creature comforts were added of course. It was fortunate that Mercedes continued tests on fuel injection with their aircraft engines and a chance relocation of the fuel injectors from the head to the block and pointing away from the spark plugs that enabled the Bosch fuel injection system to be incorporated into the production car. Vaporization was still a concern and so a second electric pump was added at the gas tank. Moreover, side venting made it into the new design, but not the low pivot swing axle. It had to wait. Actually the first prototype car as shown in February 1954 at the New York Auto Show was still “a work in progress”. It took a few more months before production could begin.
It is interesting to note that this is a rare instance that thanks to Bosch fuel injection replacing the triple Solex carburetors, we have a production car somewhat competitive with its racing car parent. All Mercedes cars are normally subject to changes over the timeframe of production, and in this case for the gullwing from mid 1954 through mid 1957, thereby completing 1400 units. The chassis designation for this car is W198040.
300SL GULLWING MODIFICATIONS
Since authenticity has become a vital component to both show competition and value, I have identified some of the more significant changes by chassis number in calendar order.
Chassis no. Description
4500033 Cold start thermostat installed
4500039 3.64 rear replaces 3.42 as standard
4500041 Rear brake cylinder size 1 1/16 replaces 1 1/8
4500051 Gooseneck shifter to remote straight shifter
4500056 Shielded motor housing for the electric pump
4500076 Fixed transverse engine tube to removable one
4500100 (circa) Radiator bugscreen sq. holes to diamond
4500148 Door seal profile change
4500152 DB steering replaces ZF
5500050 (circa) Deep shoulder radiator cap 80kPa to 100kPa
5500075 Rubber grommets for hood rod added
5500076 Front bumper guards from square profile to round
5500082 Locking safety hook for hood redesign
5500096 New steering damper replaces removable ball pin type
5500106 66mm exhaust pipe replaces 68mm
5500148 Oil pressure line redesign
5500154 2 piece vacuum line from mixture controller to injection pump replaces 1 piece line
5500155 6 in. treadle vac replaces 5 ¼” plus brake pedal change
5500161 Rear bumper guards from square profile to round
5500179 R3 injection pump replaces R2
5500212 Eyebrow welting changes to leaded seams except on alloy bodies
5500212 (circa) Leather or MB tex rug binder to cloth type on floor
5500212 (circa) License light under layers are omitted
5500217 Rocker molding end L brackets replaced by T screws
5500217 Front rocker covers may have become optional
5500217 Cross pieces (wings) for front grille modified
5500317 Crankshaft markings on damper with indicator on block
5500351 Courtesy light switch moves from header to door hinge
5500351 (circa) Headliner change at A and B pillars to door sill upholstery
5500354 Treadle vac brake assist to ATE T50 booster
5500354 Suspended gas pedal to floor mounted one
5500354 (circa) Black engine backing plate gasket goes grey
5500419 Spare tire holder for bolt on wheel redesign
5500520 One piece ashtray replaces unit with exchange cup
5500570 Front fender louvre trim T screws replaced by sheet metal screws
5500771 Wind up clock to electric
6500023 Concave star grille to flat star grille
6500031 Metal caps added to wheel cylinders
6500045 Distributor modification, no vacuum
6500078 Duplex oil pump to outside oil pressure pump
6500078 External oil pipes at block replaced by flex lines
6500098 Vent holes with optional covers added to front brake anchor plates
6500107 Vent holes with optional covers added to rear brake anchor plates
6500196 Single point to dual point distributor (sport cam)
6500303 Single point to dual point distributor (standard cam)
With the production gullwing launched, Mercedes could finally refocus from development to delivery of their grand prix race car. Having built their reputation on the W194 300SL racer coupled with the marketing of the W198040 cars, the new game plan was to dominate sports car racing and grand prix racing essentially with the same car from a technical point of view. That said, the new grand prix car had the factory designation of W196 with a 2.5 liter engine and the sports car became the W196S, soon to be nicknamed the 300SLR. It sort of looked like a gullwing and the engine had the same 3 liter displacement, but that was the end of their similarity. Both the W196 and the 300SLR had 8 cylinders, desmodromic valves (actuated by gears instead of springs), a five speed gear box, in board brakes, 4 wheel independent suspension, a tubular chassis, a low pivot rear swing axle, and direct fuel injection. Aside from bodywork the only real difference in the two cars was in the engine. Aside from displacement, the 2.5 liter engine had forged barrels welded together in 2 groups of four with water jacket covers on the side blocks while the 3 liter 300SLR engine had a similar layout with all aluminum castings. Both had a 10 main bearing crank. To achieve the displacement increase for the 300SLR, the grand prix engine was bored out from 76 to 78 mm and stroked 68.8 to 78 mm. With similar streamlined bodywork, Uhlenhaut could go faster in the 300SLR. Needless to say these cars were hard to beat. In fact the 300SLR never lost a race until it was withdrawn at the time of the Le Mans crash in 1955.
THE PRODUCTION ROADSTER
Retiring from racing, Mercedes decided to take care of “unfinished business”. They never planned to turn the W194 into a production car. The Bosch direct injection and certainly the gullwing doors were not all that user friendly. Combining this situation with the double jointed rear axle on a powerful sports car they saw as trouble in the hands of the general public. Furthermore, by 1955, the USA dealers were clamoring for a convertible. The first thing Mercedes had to do was to figure out how to modify the space frame to accept conventional doors. In addition they wanted to make room for the low pivot swing axle unit including the compensating spring, as well as some luggage room. So the space frame was largely unchanged from the windshield forward with all the modifications done through redesign of the rear. The Bosch fuel injection system was improved with a better fuel check valve at the electric pump; the mixture controller was redesigned; a damper cage was added for additional fuel stabilization; and the injection pump went through internal changes from R3 to ultimately R7. Hence Mercedes kept the basic system. Fortunately, the rear axle change to the low pivot type had already been proven on the W196, and therefore was readily incorporated. To complete the nuances of this new roadster with chassis designation W198042, Mercedes added a glove box, roll up windows, adjustable seat back rests, back up lights, an external fuel filler flap, and a laundry list of amenities found on their regular 300 series sedan.
So what was the cost of all his gentrification? It was about 200 pounds. To overcome this hurdle, Mercedes offered the same 5 rear axle ratios as used on the gullwing, but where the standard rear on a gullwing was 3.64, the roadster standard was 3.89. The optional sport cam (NSL) on the gullwing was made standard on the roadster. The distributor was altered from a dual point single coil system to a dual point dual coil system thereby raising the dwell to 86 degrees. The wheels were widened from 5.0 in to 5.5 in rims. Finally Mercedes offered a light weight version as a factory delivery without bumpers and with covers for the body openings. An additional 15 Hp could be requested with high compression pistons (9.5 to1). Now the factory considered the two models close in performance.
As with the gullwing, rallye equipment was available at special request. The hardtop became available by mid 1958 and if previously ordered, was retrofitted to the earlier cars. The Rudge wheel option with 5.5 in rims (gullwings had 5.0 in rims) was limited to 1957 due to a change in the German law for safety considerations. Leather upholstery was standard on the roadster (it was optional on the gullwing). Similarly the outside left fender Talbot mirror was standard on the roadster. The gullwing mirror was a goose neck with round mirror head, and it was optional.
THE 300SL ROADSTER MODIFICATIONS
As with the gullwing, authenticity remains a crucial element of the roadster’s persona. I am listing some of the more relevant modifications.
Chassis no. Description
7500037, 38, 62 Steel boot cover, aluminum quarter skirt trim extends over exposed screws, various
(pre production) custom interior trim (later modified)
7500081 Leather upholstery std, sports cam std, 3.89 rear std, conv/hardtop combo, padded
(1st production roadster) dash, single low pivot rear axle, bumper guards std, reinforced hood shape and thicker gauge metal, instrument cluster, glove box, perforated seats for ventilation, wider wheel rims, dual points and coils for 86⁰ dwell, longer 11” wiper blades, stronger wiper arms, usable trunk space, crank windows, built in fog lights, better location of emergency brake, reverse lights, larger tail lights, tuned exhaust tip, standard (Talbot) rear view mirror, improved crank case ventilation, exterior fill gas tank flap.
7500180 Wiper linkage coupling between cranks changes from an elbow rod to a straight rod
7500250 (circa) Trunk back wall spacers added to position the suitcases
Dash vent hole escutcheons added
Door sill anodized trim added
Removable boot cover, using sockets and pins, replaces non removable cover with fixed hinges
Optional hardtop can be ordered for future dealer installation.
7500581 Self canceling directional added (USA)
7500581 (circa) Right exterior door lock added
Right interior door light switch added
7500685 Hood locking unit is modified
7500685 (circa) Trunk lock housing changed from gullwing type to
Roadster with extended tab
Trunk lid 300SL emblem changes from the GW clear field to a serrated field
8500047 Front fixed brake shoes to floating (“vintage racing”)
8500080 By pass air shut off solenoid added to mixture controller
8500095 No nut wiper arms replaced by small nut type
8500095 (circa) Deep shoulder radiator cap to shallow shoulder
8500115 Wiper motor becomes 2 speed
8500115 All 3 wiper cranks are reinforced
8500123 Damper cages added to feed and return fuel lines
8500150 (circa) Hardtop option via factory installation initiated
8500200 (circa) Rear quarter panel reflectors added (USA)
Earlier chassis number cars sold later in 1958 in the USA will require reflectors as well (dealer installed)
8500202 Perforations added to seat pleats
8500262 Hinged door armrests to fixed type
8500262 (circa) Rear flange on rockers changed wide to narrow
Rear quarter dogleg exterior accent added
8500302 (circa) Instrument red pointers change to 2 tone
8500340 Transmission gear change
9500001 Rear dogleg heat insulation added
9500001 (circa) Door lock fascia: gullwing style to late roadster
9500078 Wiper activation switch on foot pump modified
9500078 (circa) VDO yellow water bag drops “schriebenwascher”
002450 Plastic liner added to fuel tank
002458 Metal brake can fluid reservoir replaced by small plastic unit
002458 (circa) Small nut wiper arms are replaced with big nut wiper arms
002514 Three pipe to four pipe cooling water system
002514 (circa) Conv. top corner snap added to boot end trim
002634 Bullseye headlight lenses replaced by asymmetric lenses ( non USA )
002780 Four wheel disc brakes replaced the vintage racing brake set up
002780 (circa) Fine grain Roser leather transitions to coarse grain Roser leather
002860 Steering column lock added
002954 Big plastic brake reservoir replaces small plastic container
003010 Chrome dash control levers to black plastic
003049 Alloy engine block replaces iron block
003090 (circa) Rectangular seat perforations change to square
THE COLLECTABLE 300SL
Interest in the 300SL has never waned. It is a part of history that arrived in postwar Europe and the USA when the economies were on the mend with no armed conflicts and there was a positive attitude that the future would be bright. So the 300SL is really more than a car, it is a symbol of what dedication and hard work can accomplish. The values of these cars today are a reflection of the uniqueness of this time period. It is one that would be nice to revisit in our troubled world of today. I leave you below with my current analysis of the market.
AUGUST 2020 300SL VALUATION CHART
Values are based on actual sales and auction results extrapolated to condition 1 cars judged perfect by Pebble Beach standards using the following criteria:
A. Authenticity: all parts and details correct by the chassis number
B. Condition: combines both cosmetic and mechanical components
C. Field Impact: combines color combinations and both factory and period options
D. Provenance: important history and significant ownership
E. Options: have to be period correct and preferably available by the factory when the car was ordered
including the paint color
Dates Production Description Value Guide
1. 1954-5 10 W196S-300SLR (8 cyl. sports racer) $75 million
2. 1954-5 14 W196 (8 cyl. Grand Prix) $50 million
3. 1952-3 11 W194 (6 cyl. 300SL racer) $30 million
4. 1955-6 29 W198043 (alloy body gullwing) 5.5X
5. 1962-3 210 W198042 (alloy block roadster) 1.4X
6. 1957 28 W198042 (rudge wheel roadster) 1.3X
7. 1954-7 1371 W198040 (standard gullwing) 1.2X
8. 1957-62 1620 W198042 (standard roadster) 1.0X
1. Most cars, even if restored, are in reality by this definition probably in condition 3, thereby losing a third or more of a condition 1 value as if judged at Pebble Beach standards.
2. Certain cars may individually have features of unique value. For example 198040-4500028 is the only plastic bodied gullwing.
3. Cars listed above as numbers 4,5,6 have to be original build sheet examples
4. There are no comps for the 300SLR so it is priced at the top of the Ferrari GTO market.
Chassis number 9 was never completed by the Factory, Chassis no. 5 was destroyed at Lemans.
Chassis numbers 7 and 8 are the Uhlenhaut coupes. One might assume that chassis no. 4 (mille miglia 722) is priceless and a value of $100M may not be enough. Nevertheless for the racers (nos. 1-3 in the chart), there are insufficient sales to establish a market and so the values are estimates based on similar cars of other marques.
5. Since the general 300SL market fluctuates, I have chosen to present their values on a sliding scale assuming all variants are at condition 1. Giving the standard roadster a value of 1.0X, the standard gullwing would have a value of 1.2X (20% increase); the rudge roadster is 1.3X; the alloy engine roadster is 1.4X; and the alloy body gullwing is 5.5X. Add .05X for each option: original rudge wheel GW, roadster factory hard top, and original Baisch or Hepco suitcases. For Example, a 1962 alloy engine roadster with factory hard top and Hepco suitcases would be valued at 1.5X.
Mercedes Benz Persononwagen by Werner Oswald June 1986
Mercedes Benz 300SL by Jurgen Lewendowski 1988
Mercedes Benz 300SL Roadster Spare Parts Lists Edition A (August 1957), B (June 1961), C (March 1963)
Mercedes Benz 300SL Spare Parts List Edition C (May 1956)
Mercedes Benz 300SL Coupe Register, Edition 2 by Eric LeMoine 2012
Mercedes Benz Vom Rennsport zur Legende, Motor Klassik Edition, May 1999 by Michael Riedner und Gunter Engelen
Radnor Hunt Concours d’Elegance Program Book, The 300SL Story by Robert Platz, 2016
The 1957 300SL Rally Roadster
captioned by Rich Taylor as narrated by Bob Platz
My first car was a new 1955 Plymouth convertible. I was an undergraduate at Yale, and my best friend’s father bought him a new 190SL. I started comparing my Plymouth to his 190SL, and I decided that Mercedes-Benz built one hell of a car!
I went to Columbia for my masters then headed to Purdue for my PhD. I still had the Plymouth, but I wanted a 190SL in the worst way. My mother found me a used 1958 190SL advertised in our local newspaper in New Jersey. My father took the Plymouth, and I spent everything I had on the SL.
By the time I got to Indiana, I had figured out that even though this Mercedes-Benz was only three – years old, it was a rusted-out junker. It wouldn’t track on a winding road because the tie-rod ends were floating around, and the oil pressure was 15 psi!
My father took pity on me and bought a new short-block. I had to learn on the spot how to be a Mercedes-Benz mechanic. I met an old-time master mechanic in Logansport, Indiana, and he helped. I think he found my enthusiastic incompetence entertaining. Eventually, I re-did all the mechanicals on the 190SL, but I still had a rusted-out car!
Using window screen, bondo, and pages of the Indianapolis Star, I re-sculpted all the fenders. I got somebody to paint the car for $50. I went to the local shoe store and bought Magic Shoe Dye and made the red leather interior as shiny as a pair of lady’s sling-back pumps. By the time I got done, I’d fallen in love with Mercedes-Benz. In fact, double-dating in a 190SL without a console center tray was a new experience.
In the mid- sixties I got done with school and came back East to Philadelphia to work for General Electric as a chemical physicist. The 190SL disintegrated around me, but I was making money, so I bought an alloy engine 1962 300SL Roadster, a fin-back sedan, and another 190SL, a 1962 Roadster.
One Saturday morning in 1969 a friend called and said a 300SL was advertised in the local paper with no price. The car had been in an accident and was in a body shop in Willow Grove, Pennsylvania. I had just finished a project for which I’d been paid $2,000, and coincidentally I’d driven through Willow Grove on Friday and seen a wrecked Roadster in a body shop. It was the same car! I offered $1,600 cash, got the paperwork on Saturday afternoon, and had the car pulled out of the body shop on a flatbed at 7 A.M. Monday. I was there with a broom to sweep up the loose parts.
This car was no virgin. It had been in at least one accident, so I decided to replace all the body panels. Back then you could buy 300SL sheet metal brand new, so I bought all-new NOS panels for this car.
Researching the car, I discovered it was a stock 1957 Roadster, nothing special, completed around October 20th, 1957 and delivered to the USA. The only unusual thing was the color, DB 218, Linden Green. Only four Roadster seem to have been painted this color, number 510, 511, and 512 and a fourth in 1959. There’s also one coupe listed in the Gullwing Registry as Linden Green.
In 1957, when these cars came out, they had “bullseye” headlights with the circle in the center. Daimler-Benz phased-out those headlights in 1959 and went to asymmetric headlights. I bought the correct bullseye lights for this car in 1970. Originally, I put them on my 1962 alloy-engined Roadster, but when I realized how rare they were, I took them off and stored them.
In 1971, I started a Mercedes-Benz restoration shop, Precision Autoworks. One of the first things I did was have a couple of the guys pull the nose off this 300SL and sort of straighten it out. My first idea was to repair the damage and make the car a driver. I was still working at General Electric, and a lot of business came into the shop, so old number 510 got shuttled to one side. I started collecting parts for it so that someday, when I got around to it, I could restore the car. I bought everything that was available in the early 1970’s.
Roser produced the original vegetable-dyed leather for Daimler-Benz. In 1972 or so, when we were starting in business, a man from Michigan wanted original Roser leather for his restoration. Even back then, reproduction leather wasn’t right. I had a friend in Germany, a doctor and 300SL owner named Richard Koch. Between the three of us we put together an order for Roser that made it worth their while to make us authentic hides. We ordered red, black, and tan – but not the 1060 Natural in my green car. Dr. Koch coerced Roser into doing a few hides for me along with this order. So the leather in this car was actually produced in the early Seventies and has been preserved since.
The carpeting is another story. Mercedes-Benz carpeting has seven squares to the inch and is solid in color. Today’s reproduction carpet has a looser weave and a little white tuft in it. It’s actually closer to Porsche carpet than Mercedes-Benz carpet. Back in the Seventies, Fred Lustig, the liaison between The Gull Wing Group and Mercedes-Benz, managed to obtain some original carpet end rolls for them. He sold me the carpet in this car, and I preserved it for three decades, too. Its unobtainable today.
By 1978 I could afford to leave GE and run Precision Autoworks full-time. I had seven full-time employees and five major subcontractors. We had the skills in-house to make fenders, frame sections, and more; it didn’t seem to matter, we could build it ourselves. One thing I’d learned by then was that just because sheet metal is New Old Stock doesn’t mean it will bolt right on. There’s a lot of custom work to fitting a new fender onto an old car. It gradually became clear that for number 510, I was going to be better off repairing the original body than fitting a new body.
In the end, we installed a new nose and hood to repair the accident damage, but everything else is original. There’s a lot of handwork and fabrication in the restoration of original panels, but they are original. Working between other projects, by 1981 or so, we had the body re-done and in primer.
Accessories After the Fact
By then I’d been working on these cars for over 20 years. I wasn’t bored, but I’d gotten a little… jaundiced. For two decades, I’d also been reading everything I could find about these cars. I knew about Paul OShea’s two aluminum-bodied 300SLS racers, about the European rally cars, about the special options that could be ordered from the factory.
Gullwings were competitive in racing and rallying, so some of them were hopped-up by the factory or private owners with performance parts. By 1957, though, the 300SL had to compete against the Ferrari 250 GT and the V-8 Corvette, and the Roadster simply wasn’t fast enough. So very few 300SL Roadsters were modified for competition. Talking to every 300SL expert I could find, the general consensus was that about six production 1957 Roadsters were modified with special features for racing or rallying.
One of these cars was said to have crashed and burned at the Nurburgring. Another still belongs to ex-factory rally driver Eugen Bohringer, but all special equipment was removed by the racing department before he was allowed to buy that car in 1963. Another car with chrome Rudge wheels and a high-compression engine was sold to a Pontiac dealer in New Jersey. That car passed through Paul Russell’s hands to a well-known New England collector. As for the two Paul O’Shea racing cars, I think they were ultimately stripped by Daimler-Benz and sold as production cars. Nobody knows for sure.
In a sense, this was the blueprint for today’s AMG program. AMG today is a Mercedes-Benz factory performance package, and similar options existed in the 1950s. then, though, the factory options weren’t as well publicized as AMG options are now.
In 1957 the cars started out as production 300SL Roadsters then were modified by the factory before delivery. Factory literature describes the options. In 1957 any buyer could have ordered any 300SL Roadster with two dozen special items. It’s just that nobody did. If you ordered every possible option, including the hardtop, it would have added roughly $1,200 to the $10,970 price of a new 300SL. That was a lot of money back then.
I decided, “Wouldn’t it be cool to have something different, something nobody else has? That’s when I got the idea to put all the 1957 performance options into one car. This car.
Meanwhile I had become a close friend of Joe Saje from Mercedes-Benz of North America. Through his connections, Joe was able to corral obsolete parts from all over the world. For example, I knew my car should have the optional Rudge chrome knock-off wheels, but only about 28 Roadsters were built with Rudge wheels. Joe was able to get me axles, spindles, backing plates and all the other neat little bits. The only things he couldn’t get were the wheels!
In 1982, or so, I bought a Gullwing with nine Rudge wheels, but they were 5-inch, not the 5.5-inch rims that came on Roadsters. About the same time, a customer bought a Gullwing out of Venezula that was really screwed up. Among other things, it had 5.5-inch Rudge wheels off a Roadster. After a little discussion, I allowed him to convince me that we should trade so his car could have the proper 5-inch wheels.
So now I had four 5.5-inch Rudge wheels. Along came another customer with a Gullwing that had six Rudge wheels because the original owner drove it in the winter and put snow tires on the spares. So I traded this owner some work in the shop for one of his wheels. It was a 5-inch. Finally, a year or so later, along came yet another Gullwing that had a 5.5-inch Rudge wheel as the spare, so I traded the 5-inch wheel for the 5.5-inch wheel I needed.
Of course, once you have Rudge wheels, you need the special holder for the spare wheel to mount in the trunk. I told my friend Terry Hawirko in Canada, who makes reproduction spare wheel holders, “I don’t want your repro, I want the original from which you made your patterns”. He was very nice; he actually let me buy his original Rudge spare wheel holder.
Tires were a problem. Dunlop R5 racing tires were no longer available. People were using R6s, which interfered with the wheel-wells and were too large to fit the spare tire well. Some of us got together and ordered enough R5s that Dunlop was convinced to run a batch. Just getting the tires took two years.
Throughout the Eighties, I kept looking for more things for this car. I was looking for 1957 factory special options; I wasn’t thinking “rally car” per se. I simply wanted all the options that could have been ordered from a Mercedes-Benz dealer in 1957.
Stock 300SLs had an 8.6:1 compression ratio, but optional special pistons raised that to 9.5:1. Nobody could find 9.5:1 pistons. Lynn Yakels’ wife, Roberta Nichols, a well-known engineer high up at Ford, got to the right people at the experimental lab at Mahle in Germany and convinced them to make 9.5:1 pistons. They built six sets; a couple vintage racers in California got sets, and so did I. A few 300SLs had a high performance 4.11:1 differential; 300SL guru Peter Thomas in Arizona found me a 4.11 gearset: factory parts, in the box.
In the mid-Ninties, Gordon Beck educated me about vintage rally equipment, and my concept began changing. Gordon found the Halda Speedpilot and the Heuer Monte-Carlo stopwatch. Lynn Yakel provided the other Heuer, a Super Autavia. Mercedes-Benz originally offered a wooden box that bolted into the trunk and held bulbs, fuses, points, hoses, and other spare parts. Peter Thomas came up with an original box, and I rounded up the proper spares and the original paper tags with the wire braid on the end.
I knew this car shouldn’t have bumpers; illustrations of the bumper-less option are in the 1957 dealer brochure. The problem was how to mount the license lights without a bumper. I’d even bought similarly shaped Rolls-Royce taillights and modified them. Then one day in a Mercedes-Benz junkyard in Morgantown, Pennsylvania, I lifted the lid of a parts bucket, and there was a set of Mercedes-Benz taillights just like the ones in the old illustrations, including Paul O’Shea’s ’57 300SLS. I still don’t know what they came off of or how they ended up in a bucket in this junkyard in the middle of nowhere!
Another problem was the aluminum anodized molding covering the horizontal seam behind the rear wheel wells. Photos of prototype Roadsters show this molding going all the way around the back, as do illustrations of the bumper-less option. Very early Roadsters have this continuous molding, but after the first few the molding was shortened, probably because somebody at Daimler-Benz realized there was no point in putting a molding that was hidden by the bumper. What happened if you ordered the bumper-less option- full or partial molding? I opted for a partial molding.
What about covers for the bumper mounting holes? Some old photos show them held on by screws into the bodywork. In others they have hidden retainers. I opted for the smoothest covers I could make.
The hardtop was a lucky find. My friend Gary Berger had a car with its hardtop still in the original crate, DB 344 blue with code 1060 leather. This leather color was perfect for me because now we wouldn’t have to pull the rear window and re-upholster the back ledge, which is a nasty job.
Up front I put Marchal driving lights over the bumper mounting holes, which seems logical. Some rally drivers mounted a third light in the center of the grille where the star should be, which seemed awkward to me. I decided not to do that, for aesthetic reasons.
Around 1998 I had the concept of building a 1957 300SL “special option” rally car, and I had all the parts, but I was still faced with an expensive restoration because everything had to be custom. It wasn’t going to be like restoring a stock 300SL. Out of the blue, Mercedes-Benz dealer Alan Sockol of Contemporary Motorcars in New Jersey, called. Alan is an old customer for whom we’ve done a lot of work, and he wanted a Mercedes-Benz rally car for events like the New England 1000 and the Colorado Grand.
I explained the concept to Alan and asked, “Do you want to be part of this?”. He agreed, so I figured what the project was then worth. Alan paid me half to do it, and we agreed to split the restoration costs. Its been a perfect marriage because Alan understands what’s involved.
This has been an ongoing project. When first completed, for example, the car wore an original Nardi wooden steering wheel because in pictures, the Tak/De Boer 300SL in the 1958 Monte Carlo Rally had a Nardi wheel, so we decided that’s what our car should have. But when factory racing mechanic Ernie Thiel saw the car at the Greenwhich Concours, he said the Nardi wheel was never a factory option. He remembered working on high-performance SLs, including O’Shea’s cars, and the European rally cars had the stock white 300SL wheel. So that’s what our car has now.
Could someone build another car like this? In a word, no. I couldn’t have done it without my contacts at Mercedes-Benz and The Gull Wing Group in this country and in Europe. It took 30 years to assemble the right parts, they’re all original, and many of them are simply no longer available at any cost.