THE MERCEDES-BENZ 560SL: THE TOP VERSION OF THE R107 SERIES

THE MERCEDES-BENZ 560SL: THE ULTIMATE VERSION OF THE R107 SERIES

To learn everything about this model, click here to buy the Guide to the 107-series Mercedes SL/SLC

By Laurent Pennequin

I’m going to tell you about a rare and little-known version of the Mercedes-Benz R107 SL, the 560SL. This model was reserved for the North American, Japanese and Australian markets and was not sold in Europe.

Presentation

The 560SL was the final version of the R107 series. It made its début in September 1985, when the model was given a facelift for the 1986 model year. The 560SL, which went by the name 107.048, was equipped with the M117E56 engine from the 126 series, but was of the specific type 117.967. It was, of course, fitted with a catalytic converter. It developed 230bhp ECE – 170kW/227bhp SAE net – in the United States, Canada and Japan, but 238bhp (175kW) in Australia. This was less than the 5.6-litre V8 in the W126, which produced 242bhp (178kW) with a catalytic converter. Nor was the 560SL the most powerful R107 model. That privilege was reserved for the 500SL without a catalytic converter, sold between 1985 and 1989, which developed 245bhp (180kW) from its 117.964 engine.

In the Japanese and Australian markets, the 560SL had the same external appearance as the European 500SL, including the black boot lid spoiler. In both these countries, traffic drives on the left. While the Australian 560SL came in right-hand drive, this was not the case for the Japanese version, which had left-hand drive, the height of elegance in that country.

From the MB 560SL catalogue in Japan

Press photo of the 560SL from MB USA

In the North American and Canadian markets, the 560SL had to meet the specific legislation in those countries. It was therefore fitted with dual round headlamps, side marker lights (orange at the front and red at the rear) and orange front indicators located below the bumper. It lost the boot lid spoiler, but gained a third central brakelight, which was a legal requirement in North America from the 1986 model year onwards. Lastly, it inherited the heavy, energy-absorbing bumpers which had been fitted to the R107 SL in North America since the 1974 model year. The bumpers were slightly restyled for the facelift, which reduced the length of the American version of the 560SL to 180.3in, vs. 182.3in for the 450SL and 380SL. By way of comparison, the R107 SL with European bumpers measured 172.8in.

The 560SL was the third most produced version of the R107, with 49,347 cars built, behind the 450SL (66,928 cars) and the 380SL (53,200 cars). It should be noted that these were the three models available in the USA. The US market took 156,441 of the 237,287 R107 SLs built, or 65.9% of the total.

One fifth of the R107 SLs produced were therefore 560SLs. Seen in this light, the model is much less rare. Here are the production figures for the model by year. Of the 49,347 560SLs built, 46,263 were supplied to the United States. The remaining 3084 cars were divided up among Australia, Canada and Japan.

From the MB 560SL catalogue in Japan

Year	560SL production
1985	3907
1986	13,788
1987	14,770
1988	11,531
1989	5351
TOTAL	49,347

Technical data for the US-model 560SL

Two-door two-seat roadster with hardtop – type 107.048

All-steel unitary body with subframes – aluminium bonnet

All-round independent suspension with wishbones and coil springs – front and rear anti-roll bars – anti-squat device at rear

L 180.3in x W 70.5in x H 51.2in – wheelbase 96.7in – Weight 3704lb

Light-alloy engine – code M117E56 – type 117.967KE – 90° V8 with chain-driven SOHC per bank – valves with hydraulic lifters – crankshaft with five main bearings

5547cc 227bhp SAE at 4750rpm – 380Nm at 3250rpm – Compression ratio 9:1 – Max. engine speed 6000rpm

Bosch K-Jetronic fuel injection – Minimum 91 octane unleaded fuel – Catalytic converter – Oil cooler

Engine oil 14.1 pints (Imp)/8.5 quarts (US); Coolant 22.9 pints (Imp)/13.7 quarts (US); Battery 12V 92Ah; Alternator 980W

Rear-wheel drive – 4-speed automatic transmission – limited-slip differential

Recirculating ball steering with power assistance – Braking: ventilated discs at front and rear; servo assistance; ABS

Fuel tank capacity: 18.7gal (Imp)/22.5gal (US)

Tyres: 205/65VR15 – 7J wheels

Top speed:139mph – Acceleration 0–62mph: 7.7sec

Average fuel consumption (EPA standard): 18.5mpg (Imp)/15.4mpg (US)

Standard equipment (all model years):

Technical equipment:
- Anti-lock braking (ABS);
- SRS driver’s airbag;
- Cruise control;
Exterior:
- 15In alloy wheels (chrome finish as an accessory);
- Electrical aerial;
- Long-range driving lamps and foglamps with halogen bulbs;
- Tinted glass;
- Third central brakelight (two versions, the first for the 1986-1987 model years, the second for the 1988-1989 model years);
Interior:
- Leather interior (seats and steering wheel);
- Alarm;
- Door and centre armrests;
- Central locking;
- Front courtesy light with delayed switch-off;
- Two-speed windscreen wipers with intermittent wipe facility;
- Heated rear window (with hardtop);
- Electric front windows;
- Becker AM/FM radio with cassette player;
- First-aid kit (on the right, behind the passenger seat);
- Oddments tray in front;
- Economy gauge;
- Oil pressure gauge;
- Front seats with head rests and manual adjustment (electric adjustment, lumbar support and heated seats optional);
- Automatic climate control
- Heated door mirrors with manual adjustment from inside car on driver’s side and electric adjustment on passenger side;
- Outside temperature gauge (with dial display);
- Grab handles (with hardtop);
- Three-point seat belts with pre-tensioners;
- Analogue clock;
- Velour carpet in front footwells, behind the seats and in the boot;
- Illuminated vanity mirrors for driver and passenger;
- Warning lights for bulb failure, front brake pad wear, low engine oil level, low coolant level, low screenwash level, ABS and SRS.

The delivery stamp in the service booklet – photo Laurent Pennequin.

An owner’s account

After presenting this version, I would like to share the impressions of an owner of a Mercedes-Benz 560SL for three years. This car left the factory in Sindelfingen on 7 March 1989. It was delivered new to its first owner on 5 May 1989 by the Mercedes-Benz dealer in Manhattan, New York. He sold it on 29 October 1991 after covering 30,836 miles.

At the time, the R107 SL was very much out of fashion. American customers were crazy about the new R129 SL. In short, the R107 was a has-been. This 560SL hung around the used car lots of several dealers in Florida and Georgia until April 1993. It was then bought by its second owner, who sold it in July 1994 after driving it for 8000 miles. Its third owner was a doctor from the city of Rochester in New York State, near the Canadian border and on the shore of Lake Ontario. He kept the car until August 2009 but covered less than 3000 miles in 15 years, using it only for short trips in the summer. Every two years, it successfully passed its safety inspection, and it was maintained by a garage specialising in up-market European cars.

The car was then stored once again by various dealers for several months. Two further owners used the car during the summer in 2010 and 2011 near the coast in New York State. With a few thousand more miles under its wheels, the 560SL was then exported from Miami to Germany on 26 February 2012.

The German specialist who bought it carried out several jobs: the brakes, tyres and engine wiring were replaced, as were the air-conditioning compressor and hood, while all the fluids were changed. Finally, European headlamps and bumpers were fitted, using original Mercedes-Benz parts. The car was registered in Germany on 26 July 2012 and put on sale. Its current owner purchased it on 27 November 2012, with 46,674 miles on the clock, and brought it back to France in wintry weather on 25 January 2013. Here is the interview we carried out with him.

Why this car?

After owning a modern convertible, I really wanted an older car. I soon decided on a Mercedes-Benz SL, but hesitated between the R107 and the R129. The R107 looked more like a classic. It was also less complicated and therefore more reliable than the R129. Finally, the R107 SL reminded me of the many American films and TV series from the 1980s (Hart to Hart, American Gigolo, Dallas…).

Next, I needed to choose the version. Going for a six-cylinder engine meant overlooking the fact that the car had been launched with a V8. So, a V8 it would be, but which one? The problematical electronic fuel injection system on the first 350 and 450 SLs made me rule them out. The rust frequently found on models before 1985 was another factor in my choice.

That left the 420, 500 and 560 models. The 420SL was virtually impossible to find, with only 2148 cars built. It was also hard to track down a good 500 (of which 11,812 were built from 1980 – 1989). That left the 560, with more cars available – and at more affordable prices – in North America. Although the big bumpers may look alright in photographs, I can assure you they certainly don’t in reality! The gap between the front bumper and the lower part of the radiator grille leaves a gaping hole. What was left? An Australian 560, but that had the steering wheel on the right, or a Japanese 560, but both these versions were extremely rare, without taking into account the far greater difficulty of importing a car from these countries, compared with one from North America.

The ideal car therefore would be a US 560 converted to European spec. These can be found in Germany. Brabus Classic sell them, but for prices in excess of €70,000. In the end, I found several 560SLs for sale at a specialist near Munich Airport, KH-Handelsagentur. I even got to choose the colour: white (code 147) with a light grey interior (code 278), or blue (code 904) with a fawn interior (code 274). I settled on the white one. The specialist was very professional. I have had no problems with the car since buying it.

Driving and performance

The V8 engine in the 560SL represents an exceptional combination of power and smoothness. It pulls strongly without you noticing a thing, except that the cars behind you grow smaller and smaller, while those ahead of you quickly become ever larger.

The 560SL is a GT made to soak up the miles without flinching. The running gear provides good roadholding, and the car is quite agile, despite its weight. The brakes are effective, with ABS there if needed.

The car’s weak point is its steering, which I find lacking in precision. This may be due to the fact that the steering box has developed a bit of play over the years. The large steering wheel is also slightly awkward in my opinion, both when getting into the car and when driving it.

On the road – photo Martial Marrocco

A strictly original interior, with the speedometer marked in mph and km/h – photo Martial Marrocco

Comfort and practicality

The 560SL is a roadster which is really neither Sporty nor Light. On the other hand, it is extremely comfortable. The suspension does a marvellous job filtering out the irregularities of the road surface. The seats are soft yet firm at the same time. They are perfect on long journeys, preventing you from becoming tired.

The soundproofing ensures that the engine is virtually inaudible. There is no unwanted noise to disturb you inside the car. Up to 55mph, wind noise is also remarkably well controlled, whether the hood is up or not. It should be remembered that 55mph corresponds to one of the speed limits in the United States. Mercedes’ engineers did a good job taking care of their American customers.

With its – very – heavy hardtop, the car offers the comfort and silence of a coupé. The hood is manually operated, but is very easy to handle. The boot is ideal for a weekend trip or holiday trip for two.

Quality and costs

The Mercedes built in the 1980s are probably the most reliable and the best finished. This can be seen very clearly from the weight of the 560SL: 3704lb for a two-seater measuring 172.8in with European bumpers. But this has guaranteed the car’s excellent durability and reliability.

After 27 years, the only problems have been some minor electrical issues, which were not present when I bought the car, such as the air distribution for the automatic climate control or the radio connections. Since I have owned the car, I have replaced all the rubber components in the front and rear suspension, as well as the engine mounts. As a result, the car is more comfortable and precise to drive.

Apart from this, I change the engine oil once a year, even if I only drive 1200 miles during this time. Recently, I also changed all the fluids (gearbox and differential oil, power steering fluid, coolant and brake fluid). The car’s fuel consumption ranges from 16.6mpg to 21.7mpg (Imp)/13.8 to 18.1mpg (US). To my great surprise, I discovered that the V8 in the 560SL will take 95 octane E10 super unleaded. This is indicated in the owner’s manual.

The handsome machine at rest – photo Martial Marrocco

Making an escape, with the Alps in the distance – photo Martial Marrocco

A story from the owner

Every trip I make behind the wheel of a car like this is a moment of sheer pleasure. I am delighted by this ‘purchase for pleasure’, which is the fulfilment of a childhood dream. But my greatest enjoyment comes from sharing this pleasure with other enthusiasts at meetings or on road trips. I want to keep this car as long as possible.

At a dam, in the sunshine – photo Martial Marrocco