At the March 1963 Geneva Motor Show, Mercedes-Benz presented the new 230 SL. The beautiful Gran Turismo faced the challenge of replacing two much-loved sports cars. Those were the 190 SL (W 121) and 300 SL (W 198). The new SL was internally referred to as the W113 series, and was nicknamed the Pagoda. This sports car became synonymous with high performance and the most advanced features for optimum driving safety. And last but not least: from the very beginning, the W 113 was loved for its extraordinarily elegant design. We made a triptych about the history of this beautiful Mercedes-Benz. Today you will read the third and final part in which we describe the most advanced and powerful series-produced Pagoda: the 280 SL.
The Mercedes-Benz 250 SL had been in production for less than a year at the beginning of 1968 when the successor to the W113 series presented itself: the 280 SL. The newcomer got the M130 engine newly developed by Mercedes-Benz (with one overhead camshaft) under the hood. This not only found its way to the new SL version. Mercedes-Benz also reserved the M130 engine for the coupés and convertibles from the Oberklasse. The W108 also got the engine, and was available with and without injection. The M130 engine was therefore essentially different from the M129 power source, which was included in the 250 SL. And that change went beyond just increasing the displacement to 2778cc.
Equal cylinder spacing, better cooling
The six cylinders in the 280 SL (and in the other M130 engines) were no longer arranged in pairs (three times two), but were spaced equally apart. This solved, among other things, the important cooling problem of the M129 engines. Another solution to combat cooling problems was to use sodium-filled valves/valve stems. These ensured better heat dissipation. In addition, the radiator fan was fitted with a viscous coupling, which prevented the fan from rotating too quickly. In addition, the 280 SL ran a lot more cultivated and again enabled the SL to reach top speeds of 200 kilometers per hour. Also important: the service interval of the 280 SL has been extended from 3000 kilometers to 10000 kilometers.
New engine with modifications
For the 280 SL, the M130 also received a camshaft with changed valve timing. As a result, the power increased by 280 DIN hp compared to (for example) the 108 SE (W10). That amounted to 170 DIN hp at 5750 revolutions per minute. The maximum torque was an impressive 245 Nm for its time, and that value was reached at a speed of 4500 rpm. That seems like a late torque, but already at 1500 revolutions per minute 170 Nm of torque was already available. So across the width, the M130 power source in the 280 SL presented a lot of flexibility and power development. Fuel supply was again provided by a six-piston mechanical injection pump.
Hardly distinguishable from predecessors, more smoothly tuned chassis
In terms of equipment, the 280 SL was again available in four variants (soft top, soft top/hard top, removable hard top without standard rear seat, California). Outwardly, it differed from its predecessors in the design of the wheel covers. Mercedes-Benz brought it in line with those of other Mercedes-Benz models from 1968. Furthermore, Mercedes-Benz engineers tuned the chassis softer. As a result, the 280 SL was more comfortable than its predecessors. The chassis configuration and many other technical components (such as the braking system) remained the same. Furthermore, the buyer was now again an optional five-speed (manual) or a four-speed automatic available. As standard, the 280 SL was equipped with the manual and fully synchronized four-speed gearbox, with a longer final reduction compared to that of the 250 SL.
280 SL best-selling W113
The most mature Pagoda also became the most sold. It left the production line 23.885 times, bringing the total number of W113 models produced to 48.912. Today, this SL generation is still very popular in classic circles, not least because of the high quality standard that the 230 SL and 280 SL in particular propagated. In February 1971, the completely newly constructed and developed R107 replaced the Pagoda. This ended the production of one of the most beautiful Mercedes-Benz models in history. Like no other he knew how to combine sportiness, power and elegance. And in a way that was so characteristic of sports cars of the sixties. Even 52 years after the W113 last left the production line, the model has lost none of its appearance.
This model is about the ugliest thing that has been praised to heaven. A taxi with a small dome on it. Or even just a windshield to sit behind.
I can't do anything with it either. With the roof off, the lines are fine, but with that greenhouse on top, it's like a sporty Multipla. But I don't like the Jaguar E-Type either, so it must be me. 😉
I don't know where your mind is, but the Jaguar E type is the most beautiful sports car ever made
Dd star worth (too) much. Tis what a madman gives for it… .. simply drives badly too
It is so sweetly praised to the heavens, was beautiful, went fast, but a car that is almost as wide as the wheelbase and with swing axles.
I don't know how many of our readers have been out with such a thing at the time, the roadholding, most certainly of the 280SL, left a lot to be desired. Many have fallen.
Another quirk of the car was rusting. The aluminum sills, door plates, trunk lid
member, after 2 Montreal winters the skins hung. MB and the importer had not thought this through properly. Worth a lot of money now.