To my fellow MB 107 Enthusiasts; This site was born
several years ago around 2004 shortly after I purchased
my 450SL. It
was my second SL as I had purchased one several years
prior, but, since I was short on cash from building
a house at that time I sold the car before even registering
it. Anyway this site developed due to the fact that
as I researched and collected information for myself,
I soon realized that I had put an enormous amount of
time into finding what I needed, thus, this site was
born to save others the valuable time of research -
leaving more time for playing - driving.
So I dedicate this site to all MB 107 Enthusiast....
Letter to the editor...
Hi there Ė
I first ran across your page a few years ago and
again lately. I really feel the need to give you a thumbs
up and thanks for compiling so much useful information
in one place for our fellow enthusiasts.
Iím in Newport Beach. The two men Steve and Rod,
referred to in the
Track article are guys Iíve known for years. I met
Steve 30 years ago when I was a young gun in the Ferrari
restoration business. He and I were the only two guys
in town that worked on MB 600 hydraulics. I also
used to blast my motocross bike though Road & Trackís
parking lot to get onto the dirt bluffs overlooking
Newport Beach! Itís been 25 years now, so you tell them
that was me J
One of my Mercedes cars is a Lapis blue 380SLC. Iím
just now installing a more modern driveline in that
car. The donor I chose for most of the gear was a 91í
560SEL. This is a fairly straight-forward swap as these
things go. Iíve seen 107s with MB 6.3, 6.9, 119, and
V12s, and even Chevy engines installed. But here in
California, emissions compliance and fuel efficiency
were issues I had to consider, and the car is just too
nice to go very far overboard with.
Most folks who havenít gone through an MB driveline
update just donít realize how many unpublished little
were actually made to the 107s each and every year.
For instance, there were eight different steering boxes,
and 4-5 different P/S pumps used over the lifetime of
the platform. The 81í SLC had the battery moved to the
trunk. This was a design update put on paper in 78í
for the 500SLC rally cars, but that program was killed.
The 380SLC also got the same aluminum lids like the
500SLC had, and added chassis provisions for dual exhaust
and dual Ox sensors that were never to be used. These
are only a few of the lesser known changes to that one
year model. A comprehensive list of all changes to all
year models would be a very long list indeed.
More Post 1985 Enhancements from our specs page...
On the subject of alloy panels, you had mentioned
the BMW 3.0CSL Alpina of the same era. Both the CSLs
and 500SLCs are quite collectable in Germany today,
where the SLCs are just now getting a bit of interest
here in the US. NADA has steadily increasing book values on
the 380SLC. This year they have raised the top book
to $19,000 and change. Most SLCs out there are 450s
though, and showing their age or are cobs, and
sell for only 3-5k.
few bits of trivia Ė
The 81í 380SLC was the most expensive production
model offered by MB that year. It cost more than the
6.9 Sedan. The original invoice for mine was $43,720.
SLCs were the only coupe that Mercedes ever produced
based on a sports/roadster platform. All others were
based on sedans. The 300SL Gullwing, though also a
having a roadster sister, was not a four seat coupe,
and actually had a totally different structure than
the 190s. (gas-welded tube frame).
Steve Marx by the way, specializes in restoration,
service, and performance work on 300SLs. He owns one
himself, is an active member of VARA, and president
of the North American 300SL Club. When my SLC is ready,
weíll use his chassis dyno to see what Iíve ended up
Hey thanks again, I hope you are still enjoying your
old 450SL. You should add the longer wheelbase coupe
to your collection while you still can!