Mercedes-Benz 230SL Pagoda Manual

Click Here for Full Screen Image - Click Here to Download Image

The W113 Mercedes-Benz had a protracted birth. The management had realised that there was too large a gap between the heavy and rather underpowered 190 and the fabulous 300SL 'Gullwing'.

Efforts to increase the performance of the 190 were shelved while more important changes to the mainstream S-Class saloon range were made. The production techniques developed for these models later formed the basis of the fabulous Paul Bracq designed SL roadsters, complete with their distinctive 'Pagoda' hard tops which came to market in 1963.

In all, by 1971, nearly 49,000 had been made, gaining increasing amounts of power as the years passed thanks to larger engines which made use of the 'multi port' technology carried across from the Mercedes-Benz diesel engines. It began life with a 150bhp fuel-injected 2.3-litre straight-six and was soon joined by a similarly powerful 2.5 in 1966 and a range-topping 170bhp 2.8-litre in 1967.

All were capable of at least 120mph and had front disc brakes, double wishbone and coil spring front suspension with a coil-sprung swing axle at the rear. To save weight, doors, boot and bonnet were made of aluminium. A choice of manual or automatic transmission was available, both four-speed.

This interesting project was purchased by the vendor in 2011 from a friend who had owned it since 1986. A genuine UK supplied RHD manual 230SL, it had covered just under 80,000 miles when it was taken off the road in the late 1980s.

The history file shows many bills dating back to the early ‘80s, confirming that it had a major engine overhaul in 1985 by a Mercedes-Benz main dealer which included a rebore, crank regrind, new conrods, main bearings, timing chain and valve guides at 72,000 miles – just 8,000 miles ago.

Once in the workshop, the first task was to tidy up the rear wheel arches, a job which predictably grew into wider repairs in the area. New genuine Mercedes-Benz rear arches were professionally welded in place before the project stalled for lack of time.

The car has been running since acquisition, although we are advised that the fuel pump had ceased to work so a temporary one was used in its place. The car is believed to be complete and comes with a number of useful (and expensive) genuine parts as well as a new carpet set.

Exhibiting many original features such as the correct locking petrol cap and unusual 230SL side badges, this rewarding project also retains its correct roof, hood and period radio. With much of the hard work done and the rust-prone rear-end of the car already repaired, this exciting Pagoda project, in its desirable blue livery with red upholstery, looks like a straightforward and very worthwhile project, especially now that top examples are nudging six-figure sums.