500sl r129 - First 6 months
Discussion
500sl r129 – first 6 months
As segments of the classic car market reach ever more giddy heights, cars I considered attainable a few years ago have long since drifted frustratingly out of reach. The Porsche wave seems to have gathered more momentum than most. In the late 90’s I paid Porsche racer Nick Faure low twenties for a pristine and very unfashionable LHD 964rs. I sold it several glorious years later for about the same amount. With the best of those cars rapidly approaching the £200k mark, I decided I better take the plunge now on a more affordable piece of quality German engineering – an r129 500sl.
Before buying the SL I hadn’t owned a Mercedes for many years, but I was already a fan thanks to a best friend at school. His family had a small fleet - a w123 280te, a 190e, and a big 380 sec coupe. On the occasions I went to stay with them, they would let me drive the 280 and 190 slowly up and down the gravel drive to their house. Aged 11, my overarching memories are of the pure joy of driving, the feeling of pride at being trusted with those cars and the sheer quality of them.
Several years later I had just passed my test when the first r129s started to appear on the roads. I was driving the family Escort at the time – a 1.3 “Popular” – we couldn’t stretch to the “L” - and I recall being very excited that Dad had ticked “front headrests” on the Ford options menu. The difference in the level of engineering sophistication, expense and sheer elegance of the SL made it seem other worldly.
Fasting forward to today, and the significant inflation in classic car prices seems to have bypassed some models completely, making them look ridiculously good value. The r129 SL seems to be the starkest example of this, perhaps because there are quite a few of them around, perhaps because they aren’t quite classic yet. With prices already starting to firm, I took the plunge in April of this year on a 1991 500sl in silver with dark blue leather, one previous owner and just over 80,000 miles. Anyway, enough background, here are my impressions after 6 months with the car.
Looks and build
A complete absence of chrome and lots of straight lines don’t shout “classic” like the older r107, but it must be on the cusp. It’s a very attractive car from most angles except perhaps from straight on at the back, which looks a bit heavy and slab-like. As far as road presence goes, it has plenty. These cars turned lots of heads in the 1990’s and judging by people’s reactions, they still do. I don’t think any other £5,000 - £10,000 car on the road today looks less like a £5,000 - £10,000 car, if that makes sense.
My car is a relatively early car with the orange indicators and two-tone bodywork – silver on top and grey underneath. Personally, I much prefer the look of these original early cars compared to some of the later models. It is surprising what a difference colour, bumper design and wheel choice make to the look of these cars. Although some people seem to favour later model years for their gearbox/engine combination, I suspect these early cars may become the most sought after in time. Big wheels and tyres just don’t look right in my view.
With the top down I love the way everything at the back is flush with the bodywork. The hood mechanism is covered by some lovely gunmetal parts which looks brand new even after 23 years. I imagine the money spent on developing the hood mechanism was probably more than many manufacturers spend on an entire model.
The exceptional build quality of these cars (especially the early cars) is probably the thing that most makes them seem so undervalued. It is a fantastically well engineered and built car. It is also a heavy car, and you can see why the first time you heave the front seat backs forward to access the rear. They weigh a tonne. The doors also require a good slam as the windows don’t drop down and up to provide a seal on the early cars. On the move squeaks and rattles are virtually non-existent, even over quite poorly surfaced roads. The controls have a lovely progression and weighting to them, but with much longer pedal travels than in most modern cars. Cleaning the car properly for the first time also revealed just how good the paint quality is. Although the car has some stone chips, the depth and lustre puts modern cars’ paint finishes to shame.
Engine and transmission
Another reason I went for an early 500 is its M119 V8 engine, whose most powerful variant (326hp) is fitted to these early cars. As a reference point this is slightly more powerful than the engine in a Porsche 928 S4 of similar vintage, which without knowing one might naturally view as a much more sporting proposition. In his very helpful and knowledgeable buying guide, “R129” on this forum has described it as a “purist’s engine”. Having experienced it from the driver’s seat, it really is a jewel, and the main reason I still get up at 5am on a Summer weekend to go for a cross-country blast. Unsurprisingly it is smooth and refined at low revs, but it also has proper top-end bite and an appetite for revs which isn’t hinted at when tootling around. It’s at its most impressive when you lock out top (4th) and use the car’s full performance in the 70-110 mph range when the engine is in the meat of 3rd gear. It makes a muted but very cultured V8 noise and relishes high revs in a way you might not associate with an older, big capacity V8. In a straight line it still has too much for most hot hatches, especially rolling on the throttle from higher speeds when its slippery shape helps. You would need something as quick as an M135i to embarrass it in a straight line. I’m not sure exactly what “R129” means when he describes it as a purist’s engine (R129?), but as many will know, in turbocharged form this engine won Le Mans for the Sauber Mercedes team. That should be enough for most purists.
Being an early car it has the 4-speed box. One reviewer, whose article comes fairly high up in a Google search, seems to virtually write-off the 4 speed cars for their complete lack of response, saying it spoils a wonderful engine. In my experience this is a gross exageration, although at town speeds it can feel a little sluggish. Once warm the car is keen to slot into top gear early and waft around on an ample wave of torque if you let it. When you lift your foot off the throttle it can seem almost as though drive has been disconnected and the car is free-wheeling, as the engine revs drop virtually to idle. It is probably just an indicator of how tall top gear is, but it certainly gives the car a very relaxed, laid-back demeanour. With the gearbox in “S” (as opposed to “E”), the car will change down without the need to mash accelerator into carpet, but I prefer the extra control and response which comes from selecting gears “manually”. The notches in the Mercedes gate are as logically designed as you would expect, and once you get into the habit, dropping a hand down to select 3rd or even 2nd becomes second nature. If you are prepared to do this, which I think enhances the driving experience anyway, the rewards are handsome. Even if you aren’t, the car does kick-down. You just have to plan for the slight delay – a bit like managing the performance of an early turbo car! Perhaps tellingly I have never selected “E” on the gearbox, and have no desire too.
Brakes and suspension
The brakes are perfectly adequate in normal driving, but if you are pressing on then, as with any fast, heavy, older car, they need to be managed sympathetically. It seems best suited to fast flowing roads where you can get into a good rhythm by just lifting off the throttle or using moderate braking. A succession of big stops into tight corners would no doubt have them wilting pretty quickly though. It is a heavy GT car after all, and I’ve often found myself travelling more quickly than I thought thanks to that engine and the car’s general refinement.
Those GT credentials define the ride and handling too. My car has ADS suspension which I would have avoided, but the rest of the car was so good I decided to take the risk. It is still working fine for the moment, touch wood. In the normal setting the car rides extremely comfortably and body control is good, although you always sense the weight of the car when braking and in tighter turns. The firmer setting on the ADS comes into its own when you up the pace significantly. Dips and crests which would have the car wallowing and floating in the standard setting are dealt with very effectively. Body roll is reduced significantly and the whole car just seems much more comfortable at pace with only a modest sacrifice of ride comfort (modestly wide tyres and tall side-walls no doubt help). Despite the heavy engine, the balance of the car feels very neutral especially in medium to high speed corners where you can really feel the outside rear tyre working. In slower turns there is understeer, as you would expect, but grip is still strong. The steering wheel is over-sized by today’s standards, but well weighted and lovely to hold, albeit not delivering much in the way of feel or feedback. So while it’s not an MX5, the chassis is very competent and a match for the engine, which is a real compliment given the performance the engine is capable of delivering.
Interior
My car has a blue leather interior which extends to the steering wheel and gearshift. It’s one of a long list of options which contributed to the car’s circa £90,000 price tag in 1991 – a cool £180,000 in today’s money – or the equivalent of an SLS. The leather still imbues the interior with a wonderful smell when I first open the car after two weeks of not having driven it, and the only signs of wear are a very slight discolouration of the gear selector and a small amount of wear on the driver’s seat side bolster (an area you frequently see worn on older cars). The front seats are extremely comfortable with sufficient electric adjustment to suit both me (6 foot 3”) and my wife (5 foot 1”). When combined with an electrically adjustable steering wheel, finding a good driving position is child’s play. The side bolsters provide more lateral support in cornering than I expected, but I think the squab could afford to be angled up slightly more under the knees.
Unfortunately my car’s original Becker stereo has been changed for a later unit, so I am on the look-out for an original Becker. They occasionally appear on ebay, but I haven’t been brave enough to bid for one yet (the last one I saw was in Romania).
The heater is excellent and perfectly capable of keeping the front passengers warm on chilly days with the hood down. Anyone in the back needs to wrap up well unless it’s a warm summer day. Storage space is good with large door pockets and a generous centre console/arm rest.
Practicality
When I picked my car up from the dealer it had the hard top in place. It fits extremely well and makes the car very quiet and refined. I have stored it on a stand for the Summer, but will probably put it back on towards the end of this month. As many have pointed out, taking it on and off is definitely a two man job. I asked my wife to help me the first time, but you really need a bit of height and muscle to avoid risking damage to yourself, the top, or the car body. It is a chunky piece of metal, and needs a fair bit of space to store properly too.
Boot space is generous and perfectly adequate for two people’s holiday luggage on a pan European jaunt. The rear seats can be used for extra storage, but they are perfectly useable for younger children too. Although the standard belts are lap belts only, it is possible to fit 3 point belts or even harnesses for extra security. My five and two year old love to travel in the back and we’ve enjoyed cruising around the country lanes on many weekends this Summer. I am quite tall, so I need to move the driver’s seat forward to give the children leg room behind, but it’s such an easy car to drive, a slightly compromised driving position is worth the enjoyment of being able to take the whole family out. With children in the back the pop-up roll-hoop needs to be in the permanently raised position which means you can’t fit the wind deflector, so it can get quite cold and buffet back there. 50-55mph is the comfortable max with any little ones in the back. Between the hood operation, the roll-bar and the heavy electric seats there are lots of things to trap little arms and legs, so I always make sure they are standing well away while the electrics are doing their thing.
Running costs and reliability
I haven’t owned the car long enough to give a good appraisal of running costs, but this is where I am so far. When I bought the car I treated it to a major service at a good independent for peace of mind. That was just over £500. It is insured on a classic policy for about £300 a year. It is kept in an open ended barn, connected to a Ctek trickle charger and driven about once every three weeks. The Ctek is a great piece of kit and the car has never failed to start first time and settle immediately to a smooth idle.
Reliability has been excellent so far, although once when I parked up after an early morning drive the car seemed to be sitting down quite heavily on the right rear corner. By the time I got home things seemed to be back to normal, so I’m not sure what that was, but I am certainly wary of some big potential bills should the ADS start playing up. Fingers and toes are permanently crossed! The hood works very smoothly and just needs a little manual help to seat properly in the screen header. I’m hoping it is just the catches that need to be adjusted. I haven’t bothered to measure fuel consumption, but I imagine it’s in the low twenties.
Recently I had to replace the electric aerial and its rubber grommets, but genuine Hirshmann kit is readily available on ebay and not too expensive. There is some trim around the hinge mechanism on the sun-visors which looks like it will need replacing, but that is it so far. I know certain items and jobs can be very expensive, but with good independents and relatively plentiful supplies of parts, I’m hoping running costs will be justifiable in the long term. Depreciation certainly won’t be an issue.
Conclusion
Thanks to those who have had the stamina to read all of this – I appreciate it’s a bit longer than your typical post! To anyone who is toying with buying an r129, based on my experience to date, I couldn’t recommend them more highly. They are beautifully built, fast, stylish, and with future classic potential. Every time I go out in the car I discover something new which deepens my respect for it. The engine, the design, the build quality and the feel good factor are all individually worth the current prices. In combination it’s an unbeatable package. I personally wouldn’t be brave enough to buy a £3-4k car, but even at £8-10k they are a veritable bargain. Buying one has also been quite therapeutic. I now watch the prices of air-cooled 911s continue their inexorable rise with slightly less frustration.
As segments of the classic car market reach ever more giddy heights, cars I considered attainable a few years ago have long since drifted frustratingly out of reach. The Porsche wave seems to have gathered more momentum than most. In the late 90’s I paid Porsche racer Nick Faure low twenties for a pristine and very unfashionable LHD 964rs. I sold it several glorious years later for about the same amount. With the best of those cars rapidly approaching the £200k mark, I decided I better take the plunge now on a more affordable piece of quality German engineering – an r129 500sl.
Before buying the SL I hadn’t owned a Mercedes for many years, but I was already a fan thanks to a best friend at school. His family had a small fleet - a w123 280te, a 190e, and a big 380 sec coupe. On the occasions I went to stay with them, they would let me drive the 280 and 190 slowly up and down the gravel drive to their house. Aged 11, my overarching memories are of the pure joy of driving, the feeling of pride at being trusted with those cars and the sheer quality of them.
Several years later I had just passed my test when the first r129s started to appear on the roads. I was driving the family Escort at the time – a 1.3 “Popular” – we couldn’t stretch to the “L” - and I recall being very excited that Dad had ticked “front headrests” on the Ford options menu. The difference in the level of engineering sophistication, expense and sheer elegance of the SL made it seem other worldly.
Fasting forward to today, and the significant inflation in classic car prices seems to have bypassed some models completely, making them look ridiculously good value. The r129 SL seems to be the starkest example of this, perhaps because there are quite a few of them around, perhaps because they aren’t quite classic yet. With prices already starting to firm, I took the plunge in April of this year on a 1991 500sl in silver with dark blue leather, one previous owner and just over 80,000 miles. Anyway, enough background, here are my impressions after 6 months with the car.
Looks and build
A complete absence of chrome and lots of straight lines don’t shout “classic” like the older r107, but it must be on the cusp. It’s a very attractive car from most angles except perhaps from straight on at the back, which looks a bit heavy and slab-like. As far as road presence goes, it has plenty. These cars turned lots of heads in the 1990’s and judging by people’s reactions, they still do. I don’t think any other £5,000 - £10,000 car on the road today looks less like a £5,000 - £10,000 car, if that makes sense.
My car is a relatively early car with the orange indicators and two-tone bodywork – silver on top and grey underneath. Personally, I much prefer the look of these original early cars compared to some of the later models. It is surprising what a difference colour, bumper design and wheel choice make to the look of these cars. Although some people seem to favour later model years for their gearbox/engine combination, I suspect these early cars may become the most sought after in time. Big wheels and tyres just don’t look right in my view.
With the top down I love the way everything at the back is flush with the bodywork. The hood mechanism is covered by some lovely gunmetal parts which looks brand new even after 23 years. I imagine the money spent on developing the hood mechanism was probably more than many manufacturers spend on an entire model.
The exceptional build quality of these cars (especially the early cars) is probably the thing that most makes them seem so undervalued. It is a fantastically well engineered and built car. It is also a heavy car, and you can see why the first time you heave the front seat backs forward to access the rear. They weigh a tonne. The doors also require a good slam as the windows don’t drop down and up to provide a seal on the early cars. On the move squeaks and rattles are virtually non-existent, even over quite poorly surfaced roads. The controls have a lovely progression and weighting to them, but with much longer pedal travels than in most modern cars. Cleaning the car properly for the first time also revealed just how good the paint quality is. Although the car has some stone chips, the depth and lustre puts modern cars’ paint finishes to shame.
Engine and transmission
Another reason I went for an early 500 is its M119 V8 engine, whose most powerful variant (326hp) is fitted to these early cars. As a reference point this is slightly more powerful than the engine in a Porsche 928 S4 of similar vintage, which without knowing one might naturally view as a much more sporting proposition. In his very helpful and knowledgeable buying guide, “R129” on this forum has described it as a “purist’s engine”. Having experienced it from the driver’s seat, it really is a jewel, and the main reason I still get up at 5am on a Summer weekend to go for a cross-country blast. Unsurprisingly it is smooth and refined at low revs, but it also has proper top-end bite and an appetite for revs which isn’t hinted at when tootling around. It’s at its most impressive when you lock out top (4th) and use the car’s full performance in the 70-110 mph range when the engine is in the meat of 3rd gear. It makes a muted but very cultured V8 noise and relishes high revs in a way you might not associate with an older, big capacity V8. In a straight line it still has too much for most hot hatches, especially rolling on the throttle from higher speeds when its slippery shape helps. You would need something as quick as an M135i to embarrass it in a straight line. I’m not sure exactly what “R129” means when he describes it as a purist’s engine (R129?), but as many will know, in turbocharged form this engine won Le Mans for the Sauber Mercedes team. That should be enough for most purists.
Being an early car it has the 4-speed box. One reviewer, whose article comes fairly high up in a Google search, seems to virtually write-off the 4 speed cars for their complete lack of response, saying it spoils a wonderful engine. In my experience this is a gross exageration, although at town speeds it can feel a little sluggish. Once warm the car is keen to slot into top gear early and waft around on an ample wave of torque if you let it. When you lift your foot off the throttle it can seem almost as though drive has been disconnected and the car is free-wheeling, as the engine revs drop virtually to idle. It is probably just an indicator of how tall top gear is, but it certainly gives the car a very relaxed, laid-back demeanour. With the gearbox in “S” (as opposed to “E”), the car will change down without the need to mash accelerator into carpet, but I prefer the extra control and response which comes from selecting gears “manually”. The notches in the Mercedes gate are as logically designed as you would expect, and once you get into the habit, dropping a hand down to select 3rd or even 2nd becomes second nature. If you are prepared to do this, which I think enhances the driving experience anyway, the rewards are handsome. Even if you aren’t, the car does kick-down. You just have to plan for the slight delay – a bit like managing the performance of an early turbo car! Perhaps tellingly I have never selected “E” on the gearbox, and have no desire too.
Brakes and suspension
The brakes are perfectly adequate in normal driving, but if you are pressing on then, as with any fast, heavy, older car, they need to be managed sympathetically. It seems best suited to fast flowing roads where you can get into a good rhythm by just lifting off the throttle or using moderate braking. A succession of big stops into tight corners would no doubt have them wilting pretty quickly though. It is a heavy GT car after all, and I’ve often found myself travelling more quickly than I thought thanks to that engine and the car’s general refinement.
Those GT credentials define the ride and handling too. My car has ADS suspension which I would have avoided, but the rest of the car was so good I decided to take the risk. It is still working fine for the moment, touch wood. In the normal setting the car rides extremely comfortably and body control is good, although you always sense the weight of the car when braking and in tighter turns. The firmer setting on the ADS comes into its own when you up the pace significantly. Dips and crests which would have the car wallowing and floating in the standard setting are dealt with very effectively. Body roll is reduced significantly and the whole car just seems much more comfortable at pace with only a modest sacrifice of ride comfort (modestly wide tyres and tall side-walls no doubt help). Despite the heavy engine, the balance of the car feels very neutral especially in medium to high speed corners where you can really feel the outside rear tyre working. In slower turns there is understeer, as you would expect, but grip is still strong. The steering wheel is over-sized by today’s standards, but well weighted and lovely to hold, albeit not delivering much in the way of feel or feedback. So while it’s not an MX5, the chassis is very competent and a match for the engine, which is a real compliment given the performance the engine is capable of delivering.
Interior
My car has a blue leather interior which extends to the steering wheel and gearshift. It’s one of a long list of options which contributed to the car’s circa £90,000 price tag in 1991 – a cool £180,000 in today’s money – or the equivalent of an SLS. The leather still imbues the interior with a wonderful smell when I first open the car after two weeks of not having driven it, and the only signs of wear are a very slight discolouration of the gear selector and a small amount of wear on the driver’s seat side bolster (an area you frequently see worn on older cars). The front seats are extremely comfortable with sufficient electric adjustment to suit both me (6 foot 3”) and my wife (5 foot 1”). When combined with an electrically adjustable steering wheel, finding a good driving position is child’s play. The side bolsters provide more lateral support in cornering than I expected, but I think the squab could afford to be angled up slightly more under the knees.
Unfortunately my car’s original Becker stereo has been changed for a later unit, so I am on the look-out for an original Becker. They occasionally appear on ebay, but I haven’t been brave enough to bid for one yet (the last one I saw was in Romania).
The heater is excellent and perfectly capable of keeping the front passengers warm on chilly days with the hood down. Anyone in the back needs to wrap up well unless it’s a warm summer day. Storage space is good with large door pockets and a generous centre console/arm rest.
Practicality
When I picked my car up from the dealer it had the hard top in place. It fits extremely well and makes the car very quiet and refined. I have stored it on a stand for the Summer, but will probably put it back on towards the end of this month. As many have pointed out, taking it on and off is definitely a two man job. I asked my wife to help me the first time, but you really need a bit of height and muscle to avoid risking damage to yourself, the top, or the car body. It is a chunky piece of metal, and needs a fair bit of space to store properly too.
Boot space is generous and perfectly adequate for two people’s holiday luggage on a pan European jaunt. The rear seats can be used for extra storage, but they are perfectly useable for younger children too. Although the standard belts are lap belts only, it is possible to fit 3 point belts or even harnesses for extra security. My five and two year old love to travel in the back and we’ve enjoyed cruising around the country lanes on many weekends this Summer. I am quite tall, so I need to move the driver’s seat forward to give the children leg room behind, but it’s such an easy car to drive, a slightly compromised driving position is worth the enjoyment of being able to take the whole family out. With children in the back the pop-up roll-hoop needs to be in the permanently raised position which means you can’t fit the wind deflector, so it can get quite cold and buffet back there. 50-55mph is the comfortable max with any little ones in the back. Between the hood operation, the roll-bar and the heavy electric seats there are lots of things to trap little arms and legs, so I always make sure they are standing well away while the electrics are doing their thing.
Running costs and reliability
I haven’t owned the car long enough to give a good appraisal of running costs, but this is where I am so far. When I bought the car I treated it to a major service at a good independent for peace of mind. That was just over £500. It is insured on a classic policy for about £300 a year. It is kept in an open ended barn, connected to a Ctek trickle charger and driven about once every three weeks. The Ctek is a great piece of kit and the car has never failed to start first time and settle immediately to a smooth idle.
Reliability has been excellent so far, although once when I parked up after an early morning drive the car seemed to be sitting down quite heavily on the right rear corner. By the time I got home things seemed to be back to normal, so I’m not sure what that was, but I am certainly wary of some big potential bills should the ADS start playing up. Fingers and toes are permanently crossed! The hood works very smoothly and just needs a little manual help to seat properly in the screen header. I’m hoping it is just the catches that need to be adjusted. I haven’t bothered to measure fuel consumption, but I imagine it’s in the low twenties.
Recently I had to replace the electric aerial and its rubber grommets, but genuine Hirshmann kit is readily available on ebay and not too expensive. There is some trim around the hinge mechanism on the sun-visors which looks like it will need replacing, but that is it so far. I know certain items and jobs can be very expensive, but with good independents and relatively plentiful supplies of parts, I’m hoping running costs will be justifiable in the long term. Depreciation certainly won’t be an issue.
Conclusion
Thanks to those who have had the stamina to read all of this – I appreciate it’s a bit longer than your typical post! To anyone who is toying with buying an r129, based on my experience to date, I couldn’t recommend them more highly. They are beautifully built, fast, stylish, and with future classic potential. Every time I go out in the car I discover something new which deepens my respect for it. The engine, the design, the build quality and the feel good factor are all individually worth the current prices. In combination it’s an unbeatable package. I personally wouldn’t be brave enough to buy a £3-4k car, but even at £8-10k they are a veritable bargain. Buying one has also been quite therapeutic. I now watch the prices of air-cooled 911s continue their inexorable rise with slightly less frustration.
I too owned a 964RS when they were not fashionable...1998-2001...also owned an R129SL 4 or 5 years ago. I went for a facelift car because I preferred the interior trim and seat pattern. Also think the brake light set into the boot and the neater rear lights break up that slightly heavy rear treatment.
I still think these cars look timeless. I know I'll own another...they really were built supremely well and I look back on mine with a lot of fondness. When the time comes it'll be a 600 or Silver Arrows as I think these will be the desirable (collectible) variants. I sold mine because my children grew too old to fit comfortably in the back....that's when I bought my CLK63 AMG convertible...another awesome car but with build quality a long way behind the 129.
If I weren't long on cars and short on garage space, I'd have one now..they are a totally viable year-round car after all. I don't see them shooting up in value yet though...there are plenty around and their build quality means that they go on forever.
I still think these cars look timeless. I know I'll own another...they really were built supremely well and I look back on mine with a lot of fondness. When the time comes it'll be a 600 or Silver Arrows as I think these will be the desirable (collectible) variants. I sold mine because my children grew too old to fit comfortably in the back....that's when I bought my CLK63 AMG convertible...another awesome car but with build quality a long way behind the 129.
If I weren't long on cars and short on garage space, I'd have one now..they are a totally viable year-round car after all. I don't see them shooting up in value yet though...there are plenty around and their build quality means that they go on forever.
Nice write up, though I do favour the later styling. Luckily I have an odd changeover model (Jan '96 reg so a '95 build) with later bodywork and 5 speed box but keeping the M119 engine which is a peach, and as you say can still embarrass a lot of modern machinery. Flooring it really does do that!
rubystone said:
If I weren't long on cars and short on garage space, I'd have one now..they are a totally viable year-round car after all. I don't see them shooting up in value yet though...there are plenty around and their build quality means that they go on forever.
Mine was a daily driver in all weathers for the first five years I had it, never missed a beat in that time and you felt utterly safe in all conditions. Unfortunately it is now languishing SORNed in the garage, waiting for extensions and a new garage to be housed in and some tlc. rubystone - you clearly have good taste in cars! I would love to use the car all year round but i am London based with no garage, so mine sits in a barn in Somerset. A high days and holidays car. My Old man is "forced" to drive it regularly. I agree on values not shooting up, but i think you'll see a bigger divergence develop between pristine cars and the rest.
Nuisance Value - glad to hear you've managed to hang on to yours. I am sure it will appreciate the new garage. A lovely oak framed garage with office on top is right up there on my wish list.
Nuisance Value - glad to hear you've managed to hang on to yours. I am sure it will appreciate the new garage. A lovely oak framed garage with office on top is right up there on my wish list.
What a great write up. You make me want to go out for a long drive. I'm glad you're enjoying it and moreover, enjoying it as it was intended and to the full. Thanks in particular for the detailed description of driving a car with ADS.
By "purist's engine" I meant that the m119 is an engine to satisfy the enthusiast. It has racing pedigree, which you mention. It has classical form (90deg V8, DOHC per bank, 4 valves per cylinder). It develops power and torque in abundance but definitely has its peaks at the top end and likes being wrung out. I was comparing it with the m113 in my car which is compromised for lower build costs and economy (part of a modular series with the m112 V6, SOHC per bank, 3 valves per cylinder, torque peak lower down, lower overall rpm range—but still a great engine as it has turned out).
These cars are criminally undervalued. The build quality is staggering. They must be the best designed and built cars of any, ever. They are also eminently suitable for use in the real world: on real roads they are very fast and easy to drive. And they are stunningly beautiful in a plain, pure and unadorned way that the designers (and buyers) of today's cars just don't understand. I love the aerial and profile views: pure coke bottle for the 1990s.
Becker radios with an iPod connection are available here: http://koenigs-klassik-radios.de
By "purist's engine" I meant that the m119 is an engine to satisfy the enthusiast. It has racing pedigree, which you mention. It has classical form (90deg V8, DOHC per bank, 4 valves per cylinder). It develops power and torque in abundance but definitely has its peaks at the top end and likes being wrung out. I was comparing it with the m113 in my car which is compromised for lower build costs and economy (part of a modular series with the m112 V6, SOHC per bank, 3 valves per cylinder, torque peak lower down, lower overall rpm range—but still a great engine as it has turned out).
These cars are criminally undervalued. The build quality is staggering. They must be the best designed and built cars of any, ever. They are also eminently suitable for use in the real world: on real roads they are very fast and easy to drive. And they are stunningly beautiful in a plain, pure and unadorned way that the designers (and buyers) of today's cars just don't understand. I love the aerial and profile views: pure coke bottle for the 1990s.
Becker radios with an iPod connection are available here: http://koenigs-klassik-radios.de
Thank you R129. Your posts/buying guide were hugely informative and made me want to buy the car in the first place. I'll let you know how life with ADS goes. Can you recommend any specialists who know their way around the system? I'm sure I'll need to replace the spheres at some point and I'd like to take it to someone who knows what they are doing.
On the engine front I like the fact that it shares its engine with the 500e - another car I've always hankered after. I've also seen Bob Berridge racing his C11 in historic Group C. Nice to have that pedigree and to know that the engine can produce over 900hp for 24 hours!
Thank you for the link to the Becker radios. I'm trying to make sure the car is as original as possible, so this is one job that needs doing. Some of the early 500s which come to auction are so cheap I almost think it would be worth buying one to keep for spares - a criminal idea, but a no-brainer at £3-4k. Here is a pic of my car enjoying a summer evening cruise.
On the engine front I like the fact that it shares its engine with the 500e - another car I've always hankered after. I've also seen Bob Berridge racing his C11 in historic Group C. Nice to have that pedigree and to know that the engine can produce over 900hp for 24 hours!
Thank you for the link to the Becker radios. I'm trying to make sure the car is as original as possible, so this is one job that needs doing. Some of the early 500s which come to auction are so cheap I almost think it would be worth buying one to keep for spares - a criminal idea, but a no-brainer at £3-4k. Here is a pic of my car enjoying a summer evening cruise.
That is an interesting and nicely-crafted write-up, thank you.
I have just bought an early 500, and am about 3 weeks in to the ownership experience. I plumped for a 4k car and know I've taken a bit of a chance, but so far the gamble appears to be paying off in general, although I have a roof problem I need to address so the first bills might be imminent.
I agree with your assessment (and R129SL's before that) about build quality and performance. The latter is actually pretty breath-taking even now, and it does most things very well. It'll be a while before the wider market appreciates these fine cars in my view, but they are a wonderful - and cheap - drive for now for those who 'get' them.
My 3, of various hues, are here:
Good luck with yours, and do keep the write-ups coming.
I have just bought an early 500, and am about 3 weeks in to the ownership experience. I plumped for a 4k car and know I've taken a bit of a chance, but so far the gamble appears to be paying off in general, although I have a roof problem I need to address so the first bills might be imminent.
I agree with your assessment (and R129SL's before that) about build quality and performance. The latter is actually pretty breath-taking even now, and it does most things very well. It'll be a while before the wider market appreciates these fine cars in my view, but they are a wonderful - and cheap - drive for now for those who 'get' them.
My 3, of various hues, are here:
Good luck with yours, and do keep the write-ups coming.
DSLiverpool said:
Nice looking thing, but seems a lot of dough.CharlesdeGaulle said:
That is an interesting and nicely-crafted write-up, thank you.
I have just bought an early 500, and am about 3 weeks in to the ownership experience. I plumped for a 4k car and know I've taken a bit of a chance, but so far the gamble appears to be paying off in general, although I have a roof problem I need to address so the first bills might be imminent.
I agree with your assessment (and R129SL's before that) about build quality and performance. The latter is actually pretty breath-taking even now, and it does most things very well. It'll be a while before the wider market appreciates these fine cars in my view, but they are a wonderful - and cheap - drive for now for those who 'get' them.
My 3, of various hues, are here:
Good luck with yours, and do keep the write-ups coming.
Nice collection. How does the EClass cabrio drive compared to the SL?I have just bought an early 500, and am about 3 weeks in to the ownership experience. I plumped for a 4k car and know I've taken a bit of a chance, but so far the gamble appears to be paying off in general, although I have a roof problem I need to address so the first bills might be imminent.
I agree with your assessment (and R129SL's before that) about build quality and performance. The latter is actually pretty breath-taking even now, and it does most things very well. It'll be a while before the wider market appreciates these fine cars in my view, but they are a wonderful - and cheap - drive for now for those who 'get' them.
My 3, of various hues, are here:
Good luck with yours, and do keep the write-ups coming.
Engineered like no other car 
http://youtu.be/6sUjJDDYh20
http://youtu.be/6sUjJDDYh20
Edited by hornetrider on Sunday 5th October 23:05
What a lovely pair. Those early wheels are growing on me.
Here is one that deserves rescuing. I don't know what the Japanese imports are like generally, but this colour combo works really well. Estimate is less than £4k.
http://www.swva.co.uk/mercedes-500sl-1991/
Here is one that deserves rescuing. I don't know what the Japanese imports are like generally, but this colour combo works really well. Estimate is less than £4k.
http://www.swva.co.uk/mercedes-500sl-1991/
OldBuoy said:
Nice collection. How does the EClass cabrio drive compared to the SL?
There is a difference but, to be frank, it isn't as stark as I'd expected. Accepting that the SL is much more of a sports (or sporty, at least) car, and has the 500 vice the 320 in the 124, the driving experience is similar. I suppose that shouldn't surprise, as much of the design and components are common to both. They share similar characteristics, and the feel of brakes and steering are very similar, at least on my cars.
I suspect that, in any case, a well-sorted 124 will ride and peform better in most tangible respects than a shonky 129, and vice versa; it is, after all, rather more about condition today (at 20+ years old) than design and performance when new.
My 124 is really well-sorted so may be flattering to deceive, but I'd say that if you know the driving experience of one, you won't be very surprised by the driving experience of the other.
I suspect I'll have to put the 124 Cabrio up for sale soon, and I know I'm really going to miss it.
Ive done 8000 miles in our Astral Silver 500sl and its been very well behaved, long journeys and short, the wife uses it on order to keep the battery going at least twice a week... these cars like to be driven as the voltages are sensitive ... therefore i recommend you drive them!
Ive had to do coil packs on it with a slight misfire, which was cured, tyres, oil service, rubber covers on the ball joints... thats it so far... not bad for a 25 yr old car.
in terms of performance, well it does roll quite a bit in comparison to a 911 or even a 928 but its more of a GT car than a brute racer. All i can say is performance is not bad for an old car... a couple of weekends ago coming onto the A3 from an on ramp, i left a Porsche Cayman easily behind up to from 60- 120mph and i had the roof down.
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