The Mercedes-Benz W 113 roadsters, designed by Paul Bracq, were produced from 1963 through 1971. They were known as the "pagoda roof" SL. The W 113 replaced the W 198 SL in 1963 and were in turn replaced by the R107 SL in 1971.
All models boast an inline six-cylinder engine with multi-port fuel injection using a mechanical pump system adapted from the diesel motors. All are rear-wheel drive, but are also equipped with independent rear suspension, a feature that greatly improved road handling. Most of these early SLs were sold with both the removable hard top and a soft top in the so-called "Coupe/Roadster" configuration, but there was also a "California Coupe" version available that came with the removable hardtop but no soft top. In these models, the soft top well (between the passenger compartment and trunk) is removed, and a drop-down bench seat is installed in its place. The rear seat is small and not very useful, so these 2+2 models are rare but not especially sought after today. While the SLs are relatively heavy compared to other similar roadsters, weight was reduced in part by the use of aluminum panels for the trunk lid, front hood, tonneau cover and door skins.By 1955, Mercedes-Benz Chief Engineer Prof. Fritz Nallinger and his team held no illusions regarding the 190SL's lack of performance, while the high price tag of the legendary 300SL supercar kept it elusive for all but the most affluent buyers. Thus Mercedes-Benz started evolving the 190SL on a new platform, model code W127, with a fuel-injected 2.2 liter M180 inline six engine, internally badged as 220SL. Encouraged by positive test results, Nallinger proposed that the 220SL be placed in the Mercedes-Benz program, with production commencing in July 1957.
However, while technical difficulties kept postponing the production start of the W127, the emerging new S-Class W112 platform introduced novel body manufacturing technology altogether. So in 1960, Nallinger eventually proposed to develop a completely new 220SL design, based on technology from the W112. This led to the W113 platform, with an improved fuel-injected 2.3 liter M127 inline-six engine and the distinctive "pagoda" hardtop roof, which was called the 230SL.
The 230SL made a remarkable debut at the prestigious Geneva Motor Show in March 1963, where Nallinger introduced it as follows: "It was our aim to create a very safe and fast sports car with high performance, which despite its sports characteristics, provides a very high degree of traveling comfort."Production began in July 1963 with the 2.3 liter 230 SL and ceased in January 1967. These models were commonly 4-speed manual transmission cars, but a 4-speed automatic transmission was also available and popular for U.S. market cars. The 230 SL sported front disc and rear drum power-assisted brakes. They quickly gained popularity in the U.S. market, and this eventually led to more and more cars being built with automatic transmissions.
August 1964: Wheel width increased from 5.5 in (14.0 cm) to 6 in (15.2 cm).
November 1964: Spare tire well removed; tire mounted horizontally.
July 1965 Exhaust manifold changed from sheet steel to cast iron, exhaust headpipes changed to match.
August 1965: Engine oil dipstick vent and filter omitted. Shape of horn ring changed from round to flattened top segment.
November 1965: Gear shift lever bent forward 55mm. Intake air heating coil added ahead of throttle housing.
Production of the 2.5 liter 250 SL commenced in December 1966 and ceased in January 1968. This model had basically a one-year production run, introduced at the 1967 Geneva Motor Show,[5] although in North America many were sold in, and titled as, 1968 model year cars. This model is the rarest of the W113 cars. The main changes were the use of a 2496 cc engine with seven main bearings in place of the 2306 cc with four main bearings of the 230 SL.[5] Also unchanged was the claimed 150 bhp (112 kW; 152 PS) maximum power: the new engine did, however, significantly improve torque, up from 145 lb·ft (197 N·m) to 159 lb·ft (216 N·m).[5] Stopping power was also improved with the addition of rear disc brakes. The 250 SL retained the stiffer suspension and sportier feel of the early SLs but provided significantly improved performance, especially given the engine's wider power band. Like its predecessor, the 250 SL was offered with a four speed automatic transmission, a 4-speed manual transmission,[5] and a new ZF 5-speed manual transmission that remained an option on the 280 SL through 1970.
A chronology of the most visible changes made to the 250 SL:[4]
January 1967 (production start):
Cooling water tank changed from flat top to round top, capacity increased from 10.8 L (2.9 US gal) to 12.9 L (3.4 US gal);
Fuel tank capacity increased from 65 L (17.2 US gal) to 82 L (21.7 US gal);
Rear disc brakes instead of drums;
New "California Coupe" with rear bench seat instead of soft-top.
August 1967:
Modernized door handles, locks, window cranks (the 1967 250 SL had the same door hardware as the 230 SL; the 1968 250 SL had the same door hardware as the 280 SL);
Safety features; Collapsible steering wheel and padded hub, flat control knobs, dash top padding rounded and softer;
More angular side view mirrors;
U.S. models: now mandatory side reflectors added to fenders.
These cars are also popular as U.S. gray-market import vehicles. That is, cars brought to the U.S. from Europe some years after their original production. The European-spec vehicles have a number of subtle differences from U.S. market cars. The most obvious one are the distinctive European 'fishbowl' headlights versus the 'sealed beam' bulb headlights required in the U.S. Somewhat less known is that some European cars were using amber lenses on the rear turn signals much earlier than U.S. models, which were legally required to use all-red tail lights (U.S. laws eventually changed allowing amber turn-signals). Other differences included metric gauges, no chrome bumper guards, no side reflectors, no emission control equipment, 'single-side' parking lights, higher rear-axle ratios, and more use of chrome throughout the interior (most notably the rear mirror frame). Also, automatic transmission, A/C and white wall tires were much more popular in the U.S. than in Europe. Depending on the market, many Euro-spec cars were also equipped with aftermarket hazard lights, a U.S. safety requirement that was not required in Europe until later production years.
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