Why you’d want a Mercedes-Benz SL (R230)
The brief for the Mercedes-Benz R230 SL, begun in 1996, was to be lighter, faster, roomier and more appealing than ever.
It succeeded, even though at launch the SL500 was still a hefty 400kg heavier than a Porsche 996.
The design team under boss Peter Pfeiffer achieved styling that didnʼt just look sleek, it really was, with a drag coefficient of just 0.29Cd.
Pioneering features included the first road-car application of Mercedes’ Sensotronic Braking System (SBS): removing any physical connection between pedal and pads was a big step, but it saved weight and enabled the ECU to link with suspension sensors to allocate braking to each wheel. It also led to a costly recall when issues arose.
Active Body Control (ABC) combined conventional spring/dampers with a hydraulic servo to manage roll, with switchable modes.
The folding ʻVarioʼ roof used 11 hydraulic cylinders to operate in 16 secs; a Panorama glass roof was a desirable extra.
The seats could be heated, cooled and massaging, but there was no longer a rear bench, just lockable boxes.
Autocar applauded the superb automatic ʼbox, devoid of paddles or buttons, and the sharp, accurate steering, saying: ʻThe technology just refuses to allow the car to roll in corners.ʼ
More frugal Mercedes-Benz SLs were envisaged for markets with punitive taxes on large engines: 23 SL320s were built in 2000-ʼ01, but it wasnʼt until 2007 that the 280 then 300 were added, with just 1914 built to 2011.
