BUYING GUIDE
The graceful R129 makes remarkably good financialial sense as a classic buy – as long as you bag the right example. We show you how to avoid the pitfalls
The R129 came at the right time for Mercedes-Benz, injecting some sexiness into a largely worthy but slightly dull mainstream model line-up, Cosworth versions aside – and today it’s a lot of classic for the money. While the likes of the 190E had pushed Mercedes-Benz styling towards a more modern future, the swooping R129 lines that flowed from Bruno Sacco’s pen created the sexiest shape seen out of M-B since the 1950s Gullwing. It was no show pony, either – the V8 500SL had the thrust and sound to make the R129 a world-class GT to rival an Aston
Martin. Early six-cylinder cars weren’t as swift, but it didn’t matter – the R129 was the car to be seen in.
Mercedes-Benz was keen to throw all sorts of gadgets at the R129, especially the range-toppers. Some gizmos seemed great ideas at the time but proved largely pointless and expensive to replace.
Witness the early 500SLs’ electric rear-view mirror – slow to adjust and easy to break when you don’t know that it’s powered electrically. The smaller-engined cars do away with such fripperies but these six-pot cars are not poorly equipped – they have traction control, the optionon of two types of air conditioning and more.
All R129s will advance in value; exceptional cars have already started to climb but it will soon be time for all good low-mileage SLs of all engine varieties to grow. Best be quick, though…
WHAT TO LOOK FOR
The electric-folding soft-top can play up – jump starting can damage the control module – so check that it raises and stows smoothly. New modules are available but are around £1200. Look for evidence of hydraulic leaks by the sun visors and around the rams in the boot. An aluminium hard-top was standard, so check for corrosion, especially at the base of each pillar. Remember, too, that the seal arrangement changed in 1995, so hard-tops made after this date won’t fit earlier cars and vice versa.
Early M119 V8s can also suffer from misfiring because of moisture within the distributor cap; it’s worth replacing the cap and rotor arm every couple of years. Direct ignition was adopted in 1996 (for the 1997 MY) dispensing with the distributor. The M120 V12 in the SL600 is superb but fuel and maintenance costs are steep. Its biggest problem is a lack of use, combined with internal corrosion due to a lack of coolant changes. Cylinder head gasket corrosion (and failure) is the result with repairs potentially running to £3000 or more.
