The R107 and its coupe variant, the C107, form the third generation of the classic Mercedes-Benz SL roadsters. Excellent – and quite affordable – examples can be found with careful shopping.
The Best of the Best: R107 & C107, 1971-1989
Article Tyler Hoover, Specifications Daniel Stahl, Images Daimler Archives
The R107 and its coupe variant, the C107, form the third generation of the classic Mercedes-Benz SL roadsters. Excellent – and quite affordable – examples can be found with careful shopping.
A time machine has sent you back to 1987 with no chance of return: You decide “greed is good” and exploit your knowledge of Wall Street’s future to become wildly rich. You’ve already ordered watermarked business cards, an 18-karat gold Rolex Presidential and a Motorola portable “brick” phone. Now it’s time to find the perfect car that offers a wind-in-your-hair experience with as many modern features as possible. For 1987, the only car that could possibly fit the bill is the Mercedes-Benz R107-chassis SL.
Attractions of the Model
Unless you were keen on growing a mullet, it would have been inappropriate to be seen in most American drop-top offerings. The marginally more tasteful options, such as the Chrysler LeBaron and Cadillac Allante, are marred by front-wheel-drive and are pathetically underpowered. The Swedish Saab seems like a decent option, except you don’t want everyone thinking you’re an architect, nor do you want to purchase a BMW and suddenly forget how to use turn signals.
The lack of viable competition made the R107-chassis SL wildly successful. The refinements made during its incredibly long 18-year production run were brought to a marvelous crescendo by the late 1980s. While the 227-horsepower V-8 from the 1986-1989 560SL seems low by today’s standards, in the day it was more than adequate. To put performance in even better perspective, the 560SL was only a few horses away from matching the Ferrari 308 Quattrovalvole. Magnum P.I. wasn’t packing a whole lot either.
Performance is certainly a big reason why the 560SL, produced in the final years of the R107, is currently the most desirable U.S.-spec model. Cosmetic refinements added to minimize the harshness of the oversized U.S.-mandated impact bumpers are another plus. While mint, low-mileage originals can bring very high auction results, higher-mileage cars and less-desirable models from the R107’s long production run can be very affordable, but it’s certainly a minefield.
Reviewing the many year-to-year changes, including details on all eight engines offered in this generation of SLs, is complicated; fortunately there are a variety of good reference books that already cover this. I hope fellow 107 enthusiasts will forgive me for generalizing rather than completely nerding out with information overload on things like ever- changing fuel injection systems. After all, with a buyers guide, the goal is to attract people to understand our sometimes single-minded passion for a particular model.
Background
Unveiled in model year 1972 to replace the iconic W113 SL, this new chassis ushered the Mercedes Sport Light into the modern era. Fully independent rear suspension was a distinct improvement from the earlier chassis, along with the standard V-8 engine.
In 1973, a fixed roof, four-seater version of the SL – the SLC – was introduced on the extended wheelbase C107 chassis, in part to allow Mercedes-Benz to be competitive in long-distance road rallies. Although it was more comfortable and practical than the roadster, the C107 never sold in large numbers. No wind in the hair, I guess.
The 107 evolved with the rapid technological advancements of the 1970s and ’80s, integrating options such as ABS, airbags and a wide range of successively refined power trains as the years rolled by.
The U.S.-bound cars were only offered with the 4.5-liter V-8 engine, though still badged as SL350s during the first year. The engine would go through extensive year-to-year changes as Mercedes adapted to performance-robbing California and U.S. emissions regulations. It would eventually be replaced by a leaner, cleaner 3.8 V-8 in the 1981 model year. The SLC was also discontinued in 1981 after Mercedes rolled out the larger S-Class Coupe. Despite the step back in engine displacement, the 380SL continued to sell very well until upgraded in 1986 with the far more powerful 5.6-liter 560SL.
With a thriving grey market during most of the 107’s production run, many examples of European spec models were imported to the United States, including a pair of inline 6-cylinder engines with optional manual transmission, as well as an all-aluminum rally-inspired 5.0 V-8. Despite the smaller engine, the Euro-spec 500SL was slightly faster than the 560SL due to a bit more horsepower and weight savings. Compliance with U.S. regulations during importation varied, but most of the European model cars retained the slimmer European-style bumpers, now considered to be more attractive.
Today, the 107 is steadily seeing more appreciation and desirability, especially with earlier SL iterations hitting stratospheric pricing levels. Buying the right 107 example could prove to be a sound investment as this trend seems almost certain to continue.
Reasons to buy a 107
Excellent blend of classic styling with most modern features
Good performance with unparalleled safety features for the era and grand-touring comfort and ride quality
Highly serviceable and generally reliable with excellent parts availability and copious technical resources available online
Nice examples to be found at affordable prices with potential price appreciation possible for well-kept original cars
Reasons not to buy a 107
Handling more suited to boulevard cruising than curve carving
Fuel economy and range poor compared to modern cars
Cosmetically attractive examples can have hidden problems
Inconsistent pricing fueled by widely varying auction results
Top-up headroom is challenging for taller individuals
Checkpoints
Myriad possible mechanical issues with the engine, suspension and climate-control systems make a prepurchase inspection from an experienced mechanic absolutely mandatory
Timing chains, tensioners and guides are weak points for 1980s’ V-8s. The 1981-1983 380SL was originally fitted with a single-row timing chain, which was prone to breaking. These should be upgraded to the dual-row chain, which became standard after 1984. Even with the upgrades, replace the chain tensioners and guides every 10 years or 100,000 miles.
Electronic fuel-injection issues are common for all V-8 models. It can be very costly to sort out fuel systems gummed up from long periods of sitting, and the electronic components are known for being fiddly. Finding a mechanic who understands the arcanities of these systems is important.
Leaks are known to occur in the corners of the head gaskets of both the inline-6 and V-8 models. The V-8s in particular like to mark their territory with leaks from upper oil pan and rear main seal. The transmission-pump seal is known to leak as well.
Valve-stem seals in the engines can wear out, allowing engine oil to enter the combustion chamber. A puff of smoke when starting from a stop and increased oil consumption are telltales.
Play in the steering coupler and steering gearboxes can be a problem, requiring service or replacement.
Rubber parts of the suspension, if original, most likely need to be replaced. The most labor-intensive items to replace are the front- and rear-subframe mounts, which can make a massive difference in the sharpness of the handling.
Body rust can develop in lower areas of front fenders, as well as in rocker panels around jack points. Rust can be found in floors and trunk from water intrusion. Leaking batteries can be very corrosive to battery trays and can spread to nearby areas.
Rear-window delamination is often seen in SLC models; the glass is very expensive to replace.
Interior finishes are prone to cracking and discoloration with age and exposure. Replacement dashboards difficult to find.
Seals around the soft top can age, allowing water intrusion and wind noise. Soft tops are prone to tear around the rear window.
Automatic climate-control systems are vacuum controlled and can be finicky and costly to repair.
Buying tips
Perhaps the biggest challenge when purchasing a 107 is understanding the schizophrenic pricing. If you search at Autotrader.com for a 1986-1989 560SL with under 100,000 miles, models are priced anywhere from $12,000 to $60,000. Auction comps are all over the map as well. It’s hard to find a logical pattern to all of this, but there are plenty of great cars to be had at every price point.
A smart buyer with only $15,000 to spend would certainly be better off buying a less desirable, but excellent-condition 450SL or 380SL versus an edgy, but more sought after Euro-spec 500SL or U.S.-spec 560SL. For coupe lovers, the SLC remains the biggest bargain.
Cars bringing the biggest money are completely original, low-mileage examples. Pricing goes off a cliff as odometers get closer to six figures, or as cars lose originality from repaints and/or prior damage. With so many nice examples still available at good prices, there’s no logical reason to settle for less. Restoring a cosmetically challenged car will easily exceed the cost of buying a good one in the first place.
Finally
Finances aside, the 107 chassis is very easy to bond with. So few classic droptops are stunningly elegant while being practical and reliable at the same time. You’ll have no problem using this car for a grocery run, but might have a hard time parking it and walking away without turning around for another admiring glance. The 107 certainly belongs in the Mercedes greatest-hits album as an example of “The Best or Nothing.”
R/C107 Model Chronology
1971 April • 350SL introduced
1971 July • 450SL introduced in the U.S. only
1972 February • 350SLC introduced
1972 July • 450SLC introduced
1973 March • 450SL introduced to rest of the world
1974 August • 280SL, 280SLC introduced
1975 November-February 1976 • o lower European emissions, Bosch mechanical K-Jetronic fuel injection replaced Bosch D-Jetronic electronic injection in all models. Slight drop in power in Europe. Lower compression in 2.8- and 3.5-liter engines
1978 April • Compression of 2.8-liter engine raised and power increased to original figure
1978 May • 450SLC 5.0 introduced (3-speed automatic transmission)
1980 March • 350SL, 350SLC, 450SLC 5.0 production ends. 500SLC (4-speed auto) introduced
1980 April • 500SL introduced
1980 May • 380SL, 380SLC, 500SLC introduced
1980 October • 450SLC production ends
1980 November • 450SL production ends
1981 September • 280SLC, 380SLC, 500SLC production ends. Company’s Energy Concept – lower emissions and better fuel economy – applied to 3.8- and 5-liter engines. Slight power drop.
1985 August • 280SL production ends
1985 September • 300SL, 560SL introduced. Improved front suspension. Electronic-mechanical KE injection. Power increase in 500SL. U.S. model 560SL becomes the most powerful R107 SL ever sold in the United States.
1985 October • 380SL production ends
1985 November • 420SL introduced
1989 March • Next-generation SL, the R129 model, introduced
1989 August • R107 production ceases after a total production of 237,287 cars
U.S.-Market R107 Roadster Specifications
Model Years Chassis Engine Power Torque
SAE Net hp SAE Net lb-ft 1
350SL 1972 107.044 117.982 230 (gross) 279 (gross)
450SL 1973-1980 107.044 117.982 73: 190 73: 240
74: Fed 190 74: Fed 240
74: Cal 180 74: Cal 232
75-79: 75-79: 180 75-79: 220
117.985 80: 160 80: 230 66,298
Total Production 1972-1980 (worldwide, including U.S.) 66,298
380SL 1981-1985 107.045 81:116.960 155 196
82-85: 116.962 53,200
560SL 1986-1989 107.048 117.967 227 279 49,347
U.S.-Market C107 Coupe Specifications
450SLC 1973-1980 107.024 117.982 73: 190 73: 240
74: Fed 190 74: Fed 240
74: Cal 180 74: Cal 232
76-79: 74: Fed 190 74: Fed 240
117.985 75-79: 180 75-79: 220
80: 160 80: 230
380SLC 1981 107.025 116.960 155 196
Total production 3,789
1. Power and torque were given in Europe in PS (metric horsepower) and Nm (newton-meter) or kpm (kilopond-meter) using the DIN method of measurement. All DIN torque figures have been converted to lb-ft equivalents. Power and torque in the U.S., starting with the 1973 model year, were given in hp (English-system horsepower) and lb-ft using the SAE Net method of measurement. The DIN and SAE Net methods yield very similar figures, the difference between PS and hp being just 1.4 percent, thus making European and U.S. figures directly comparable without further conversions. Power and torque figures in the U.S. for the 1972 model year were given in SAE Gross hp and lb-ft, respectively.
Style and substance: Mercedes-Benz R107 350SL Roadster, introduced to the U.S. in 1972.
Extended-wheelbase 450SLC 5.0 Coupe, Untert¸rkheim test track.
Mercedes-Benz R107 roadster in its element.
Cars shared durable, high-quality interior.
450SLC 5.0 Coupe.
380SLC Coupe, 1980-81.