500sl r129 - First 6 months
Discussion
Yes, mine has a blue soft top to match the upholstery.
My top is original, with original windows, and whilst they have tiny cracks in the usual places, it doesn't leak and I live the originality of it.
I think airbags were an option when new,as I said, mine doesn't have them but I suspect they're not a retro-fit item.
My cars purchaser spent the money on heated seats, headlamp washers, electric passenger seat etc.
I've had mine nearly four years now, and other than a water pump, it has cost nothing other than servicing.
My top is original, with original windows, and whilst they have tiny cracks in the usual places, it doesn't leak and I live the originality of it.
I think airbags were an option when new,as I said, mine doesn't have them but I suspect they're not a retro-fit item.
My cars purchaser spent the money on heated seats, headlamp washers, electric passenger seat etc.
I've had mine nearly four years now, and other than a water pump, it has cost nothing other than servicing.
penybontboy said:
I just had a look at the maintenance book and its PDI was on the 24/11/89, so our cars must have been next to each other on the production line! Mine was sold by Bradshaw & Webb in Chelsea and was serviced by them up until 2000, after that it has been looked after solely by specialists TM Motors in West Molesey, Surrey. I intend keeping this up as they aren't too far from me and have a great reputation. It was on a private plate B8 WOT but is now on a 'G' plate.
That looks terrific. Regarding your following post, it's interesting how W124 E class cabs have become so pricy where the SL's don't seem to have followed suit. I think the new invoice value for my car was circa £65k in 1997 (nearly double the price of my first house bought in the same year) which I assume would have been significantly more than said E class. Like you say, you bought the right car.ah bradshaw and Webb car, I live very close to the dealer. in fact my first flat in London was 30metres away!
well if your in London then we must get a photo of the cars together. yes mine has drivers air bag and I think all the UK 500's had ASR traction control although ive seen a couple for sale without that.
well if your in London then we must get a photo of the cars together. yes mine has drivers air bag and I think all the UK 500's had ASR traction control although ive seen a couple for sale without that.
penybontboy said:
I just had a look at the maintenance book and its PDI was on the 24/11/89, so our cars must have been next to each other on the production line! Mine was sold by Bradshaw & Webb in Chelsea and was serviced by them up until 2000, after that it has been looked after solely by specialists TM Motors in West Molesey, Surrey. I intend keeping this up as they aren't too far from me and have a great reputation. It was on a private plate B8 WOT but is now on a 'G' plate.
oh and look your chassis up on the russian merc vin site online - as yours is a london car I suspect it will show as even earlier ordered than mine - mine was order number 87 of RHD cars (includes Jap and Aus cars).
there was a guy selling a smoke silver Order number 1 (RHD) on classic and sports cars. I was tempted to buy it just because of that!
there was a guy selling a smoke silver Order number 1 (RHD) on classic and sports cars. I was tempted to buy it just because of that!
penybontboy said:
I just had a look at the maintenance book and its PDI was on the 24/11/89, so our cars must have been next to each other on the production line! Mine was sold by Bradshaw & Webb in Chelsea and was serviced by them up until 2000, after that it has been looked after solely by specialists TM Motors in West Molesey, Surrey. I intend keeping this up as they aren't too far from me and have a great reputation. It was on a private plate B8 WOT but is now on a 'G' plate.
mickyveloce said:
Yes, mine has a blue soft top to match the upholstery.
My top is original, with original windows, and whilst they have tiny cracks in the usual places, it doesn't leak and I live the originality of it.
I think airbags were an option when new,as I said, mine doesn't have them but I suspect they're not a retro-fit item.
My cars purchaser spent the money on heated seats, headlamp washers, electric passenger seat etc.
I've had mine nearly four years now, and other than a water pump, it has cost nothing other than servicing.
Sounds nice. Any pics? I hope mine proves to be as reliable as yours!My top is original, with original windows, and whilst they have tiny cracks in the usual places, it doesn't leak and I live the originality of it.
I think airbags were an option when new,as I said, mine doesn't have them but I suspect they're not a retro-fit item.
My cars purchaser spent the money on heated seats, headlamp washers, electric passenger seat etc.
I've had mine nearly four years now, and other than a water pump, it has cost nothing other than servicing.
truck71 said:
That looks terrific. Regarding your following post, it's interesting how W124 E class cabs have become so pricy where the SL's don't seem to have followed suit. I think the new invoice value for my car was circa £65k in 1997 (nearly double the price of my first house bought in the same year) which I assume would have been significantly more than said E class. Like you say, you bought the right car.
Thanks. So far so very good.ah bradshaw and Webb car, I live very close to the dealer. in fact my first flat in London was 30metres away!
well if your in London then we must get a photo of the cars together. yes mine has drivers air bag and I think all the UK 500's had ASR traction control although ive seen a couple for sale without that.
oh and look your chassis up on the russian merc vin site online - as yours is a london car I suspect it will show as even earlier ordered than mine - mine was order number 87 of RHD cars (includes Jap and Aus cars).
there was a guy selling a smoke silver Order number 1 (RHD) on classic and sports cars. I was tempted to buy it just because of that!
It's going into TM Motors on Friday for a check up and a bit of a rewire behind the radio.
Thanks for the pointer - I've looked it up the Russian site and it's #91 so you beat me there!
well if your in London then we must get a photo of the cars together. yes mine has drivers air bag and I think all the UK 500's had ASR traction control although ive seen a couple for sale without that.
oh and look your chassis up on the russian merc vin site online - as yours is a london car I suspect it will show as even earlier ordered than mine - mine was order number 87 of RHD cars (includes Jap and Aus cars).
there was a guy selling a smoke silver Order number 1 (RHD) on classic and sports cars. I was tempted to buy it just because of that!
It's going into TM Motors on Friday for a check up and a bit of a rewire behind the radio.
Thanks for the pointer - I've looked it up the Russian site and it's #91 so you beat me there!
Edited by penybontboy on Wednesday 22 October 02:19
Parisien said:
Any further up-dates to your ownership Adam? Just taken delivery of a 320SL!
Hello Parisien.Congratulations on your purchase. I hope you enjoy it over the Summer. Here is a brief report of life with the 500sl since my first post.
I have managed to source an original working Becker Grand Prix from Ebay for about £130. R129 recommended a very good place in Germany (koenigs-klassik) who will sell you a Becker with ipod connection for €500, so I felt rather pleased with my bargain purchase, and it even worked! Dorchester car radios did an excellent job replacing the more modern Panasonic CD changer. As you can see from the picture, it just looks right.
The car is kept at my parents in a stone outbuilding with one open side, and plugged into a ctek trickle charger. Dad has the pleasure of exercising it when I'm not there. The other day he unplugged the ctek to use another appliance and forgot to plug the charger back in for two weeks. The next time I drove the car it started up fine with no labouring whatsoever, but within 5 miles had coasted to a halt with ASR warning light on. Turned the ignition off an on and it fired up fine again, but problem reoccurred after another few miles. Managed to limp home and after much internet searching to diagnose the problem, I decided to leave the car to Avantgarde Automotive in Somerset. The proprietor, Steve, kindly picked the car up from the house and promptly broke down on the way to his work shop. In the end it turned out that it just needed a brand new battery and the car was then back in rude health.
After several months wearing the hard top over the Winter, it was with some trepidation that I pushed the roof button back for the first time. I shouldn't have worried. Everything whirred beautifully into place, and what a fantastic piece of kit it is. I decided to wash the soft-top with an Autoglym kit, which seemed to work very well too.
The kids continue to love the car - calling it Daddy's Summer car. You do have to wrap them up well in the back though as you cant have the wind deflector fitted because the roll bar needs to be up. I am toying with the idea of getting 3 or 4 point belts fitted for them so we can do some longer trips. Would love to take the car over to France, but would probably be reported to the NSPCC if we did that 4 up. So for the moment we satisfy ourselves with local outings.
Since selling my Audi S8, my only other performance reference point to the 500 is our 170,000 mile Audi A2 1.4TDI. As a consequence the 500 feels ballistic. You do have to use the gearbox though, otherwise it defaults into lazy mode and can feel lethargic. As I said before, it thrives on revs, and a good A or B road can very easily see you dipping in and out of 3 figures if you are exercising the engine.
Steve at Avantgarde recently replaced the front discs, plugs, gearbox oil and various other items. I also asked him to look at the suspension as the car seemed to visibly sit down on the offside rear. I had feared an ADS problem (mine has ADS as an option), but Steve reported that all was well there, so it may be springs. I've no idea when they were done last, so I will probably replace those soon anyway. Incidentally, I can highly recommend Steve (if that's allowed?). Great knowledge, great workmanship and great value too.
I was able to show Dad the controls for the electric rear-view mirror. It is miraculous that it has survived given the amount of manual manipulation it's had - another testament to older Mercedes build quality.
Other jobs for the near future include replacement of the plastic windows in the hood (first signs of splitting at the edges), dealing with a couple of tiny rust spots near the front wheel arches and replacing the underbonnet heat insulation.
Tell me how you get on with the 320. All the best.
Adam
Great write up, glad you're enjoying the car and the Becker looks brilliant. I do think these cars will be hugely appreciated int the future, if only because of the build quality. I'm doing mine up a bit at the moment and the lack of any significant wear and tear to the body is astonishing.
Thanks for that Adam, great to hear things are moving along.
My SL320 has a circa 2002 Pioneer fitted, CD changer in boot, not checked if it works either. Can I retrofit the correct radio successfully just by itself? I assume the CD changer would then be surplus to requirements and or not work off the older correct radio ?
P
My SL320 has a circa 2002 Pioneer fitted, CD changer in boot, not checked if it works either. Can I retrofit the correct radio successfully just by itself? I assume the CD changer would then be surplus to requirements and or not work off the older correct radio ?
P
Parisien said:
Thanks for that Adam, great to hear things are moving along.
My SL320 has a circa 2002 Pioneer fitted, CD changer in boot, not checked if it works either. Can I retrofit the correct radio successfully just by itself? I assume the CD changer would then be surplus to requirements and or not work off the older correct radio ?
P
You should be able to fit it yourself, as it has a standard plug connector which is pretty much plug and play. I replaced the pinball machine radio on mine and it was a pretty eaay 20 minute job.My SL320 has a circa 2002 Pioneer fitted, CD changer in boot, not checked if it works either. Can I retrofit the correct radio successfully just by itself? I assume the CD changer would then be surplus to requirements and or not work off the older correct radio ?
P
Thanks quantum, I have the original build sheet, is there a code to state what radio my car would have been equipped with when made in 1996?
Again, I assume it wont run a CD player off it, or what have people been installing from a modern perspective allowing ipod/MP3 connectivity but still looks semi decent in a 1996 Mercedes!?
P
Again, I assume it wont run a CD player off it, or what have people been installing from a modern perspective allowing ipod/MP3 connectivity but still looks semi decent in a 1996 Mercedes!?
P
Parisien said:
Thanks quantum, I have the original build sheet, is there a code to state what radio my car would have been equipped with when made in 1996?
Again, I assume it wont run a CD player off it, or what have people been installing from a modern perspective allowing ipod/MP3 connectivity but still looks semi decent in a 1996 Mercedes!?
P
The R129 did come with a CD shuttle in the boot as one of the options. Again, I assume it wont run a CD player off it, or what have people been installing from a modern perspective allowing ipod/MP3 connectivity but still looks semi decent in a 1996 Mercedes!?
P
You can look at the Kienzle Mcr 1016BT on eBay. Which I got as a cheaper option to the second hand or remanufactured Becker radio. It has Bluetooth, USB connectivity etc. looks OEM in the dash but will not break the bank at just over a £100 delivered.
Hello again......
In 2014 I wrote a piece for the forum entitled ‘r129 500sl - first 6 months’ about my experience of buying and owning an early r129. My original intention had been to provide regular updates, but shortly after that, we relocated to Singapore for 3 years and the car went into storage. Over 7 years later, and with 91,000 miles on the clock, the car is still with me (two more recent photos below), and I’ve finally pulled my finger out to pen a slightly overdue follow-up with some further thoughts on ownership, and highlights from a European road-trip.
Running costs: Although prices have been rising for a while, the R129 still seems relatively good value to buy compared to many other modern classics, but running costs have reflected its big ticket list price when new. The list below (not chronological) is from the collection of invoices I could lay my hands on. I think there may be one or two others for services which I must have mis-filed, but call it £13-14k of maintenance, repairs, enhancements over the last 7 years in my ownership, plus c.£10-11k in fuel, tax and insurance over the same period.
£590.40 - correct a small paint bubble where the near-side front wing meets the Sacco panel and repaint front bumper
£1,266.72 - wheels refurbed, air-con conversion to R134a, gearbox control switch, anti-roll bar bushes, sun-visor trims
£663.84 - gearbox oil, front discs and pads, spark plugs, MOT, battery
£735.71 - service, MOT, fan belt tensioner, check rear diff and leak from power steering
£976.00 - PAS feed pipe, distributor caps and rotor arms, MAF relay
£585.43 - service, cam cover gasket
£2,483.40 - steering tie rods, new front grille, MOT, new digital instrument cluster
£252.00 - bonnet insulation
£1,910.20 - rear suspension spheres, service, new tyres (Michelin), battery, second hand analogue instrument cluster
£495.68 - front discs and pads, throttle cable
£2,640.40 - ADS suspension pump replacement and fitting
£146.60 - investigate noise from suspension
£65.00 - rear boot struts
The car is a high days and holidays car doing 2-3,000 thousand miles a year and was purchased for about £11k in 2014. All well known specialists using either Mercedes or high quality equivalent parts. One big bill for an ADS suspension pump, which many cars would avoid, but highlights the costs associated with running a 30 year old modern classic as high quality parts eventually get to the ends of their lives and need replacing. The R129’s super build quality cannot stave off the inevitable impact of simple wear and tear indefinitely. It is just delayed for longer than in lesser quality cars.
Part of the joy of ownership has been being able to take the family out on special trips. The picture below was taken in 2018 when the kids were 8 and 5. My older girl is a tall 12 year old now and can no longer fit her head comfortably under the pop-up roll bar, but up to about age 10 the rear seats have been perfectly usable.
Prior to ULEZ most of our 4-up outings were short sunny Sunday trips into London for a brunch, but over the years we have done 4-up trips from London to Goodwood and some European jaunts to Italy where my wife and kids have flown and I have picked them up at the airport and then used the car locally. As a tall driver (6 foot 3), I have to compromise my driving position to give anyone behind even minimal leg room, but its such an easy and relaxing car to drive, having my knees around my ears for a short time has never been a problem. It helps to have enthusiastic children too, which mine are!
We have done London - Northern Italy round trips twice, covering around 2,000 miles each trip. In June 2018 we came back from Singapore for the summer, and Dad and I drove down to Lucca, stopping overnight in Beaune and then again at my in-laws in Turin. A few R129 related memories of that trip:
My sheer excitement at the prospect of a European road-trip after 3 years driving a VW Golf in the urban confines of Singapore (due to high taxes on cars, a basic Golf is a £100k car in Singapore!). Tigastor, an excellent storage company near Aylesbury, arranged for the car to be given a thorough going over by Autoclass in Milton Keynes to make sure it was ready for the trip. Tigastor then kindly delivered the car to London when I flew in, and Dad and I spent one night in an Airbnb in Battersea before setting off for the tunnel the next morning. I remember not being able to sleep much due to excitement, getting up at about 4am to sit by the window looking down at the car outside in the street as the sun rose, before setting off in those magical early hours of June sunlight when no-one apart from a few urban foxes is around and driving through London is a rare pleasure.
It is of course a very relaxing and comfortable car on long, fast journeys. Stability is excellent due to the car’s high kerb weight and relatively low geared steering, also helped by a bit of age-related play around the centre. With the ADS suspension in its standard setting the car soaked up most things, with the long travel only occasionally making the car feel floaty over sudden dips or compressions at speed. At an 85-90mph French motorway cruise, wind noise from the soft top (which we kept up mostly) was the only thing which dented its GT credentials. Refinement with the hard top is markedly better, but we didn’t take it as we wanted the option of going top-down during the journey. Shorter occupants could probably still go roof down using the wind deflector at those speeds, but at 6 foot 3, the top of my head sticks up into the wind-stream too much. I think we were getting between 22-24mpg, which meant a good 350 mile range between stops.
Dad and I shared the driving on that trip, the other 4 members of the family flying with hand luggage only, so we loaded the SL to the gunnels with the family’s main bags for a two week stay. We filled the 250 litre boot, the child seats behind us and every other nook and cranny. It was definitely a squeeze to get everything in, but it proved the car’s practical touring ability. The pictures below show two huge North Face bags on the back seats and, with some careful packing, all of the things around the car in the other picture eventually went into the boot.
The ADS suspension came into its own on the second leg of our outward journey. After overnighting in Turin, we borrowed my kind father-in-law’s 330d touring and loaded up the rest of the family to make the trip from Turin down to Lucca in the north of Tuscany. We decided to take the Ligurian coastal motorway, which is an incredible feat of engineering. Mostly two lanes, heavily trafficked, weaving a sinuous path along the rocky Ligurian coastline, offering up frequent spectacular views of the Mediterranean. Due to the hilly terrain, the radius of the turns can be tighter than on a typical motorway, and they come one after another, with relatively few long straights to punctuate the action. Making proper progress requires a higher level of concentration as you plunge from bright sunlight into long, dark tunnels, passing wide lorries on narrow-laned bridges spanning great gorges (one of the bridges on this section tragically collapsed a few months later). Here, the ability of the ADS system to firm up the damping, reduce roll and in the process make the nose more responsive on turn-in, was very welcome and increased confidence.
We enjoyed the car immensely over the next two weeks, although as a newbie to convertibles, I had naively assumed better weather = more top down motoring. I discovered that the sun is so strong in July in Italy that driving top-down between 10am - 4pm was too much for me, even with hats, air-con and the rest. So my favourite outings were the early morning blasts - just me - using the excuse of going to pick up fresh bread, or early evening four-up trips to pretty local towns like Pietrasanta for evening meals and the Italian “passeggiata”.
Anyway, that’s all for..........hopefully not the next 7 years! This year I’m hitting the big five-0, so am in the process of negotiating a pass for at least one big European classic motorsport road-trip. Current thinking is Pau Classic Grand-Prix, but whichever one I’ll aim to write-up the trip.
In 2014 I wrote a piece for the forum entitled ‘r129 500sl - first 6 months’ about my experience of buying and owning an early r129. My original intention had been to provide regular updates, but shortly after that, we relocated to Singapore for 3 years and the car went into storage. Over 7 years later, and with 91,000 miles on the clock, the car is still with me (two more recent photos below), and I’ve finally pulled my finger out to pen a slightly overdue follow-up with some further thoughts on ownership, and highlights from a European road-trip.
Running costs: Although prices have been rising for a while, the R129 still seems relatively good value to buy compared to many other modern classics, but running costs have reflected its big ticket list price when new. The list below (not chronological) is from the collection of invoices I could lay my hands on. I think there may be one or two others for services which I must have mis-filed, but call it £13-14k of maintenance, repairs, enhancements over the last 7 years in my ownership, plus c.£10-11k in fuel, tax and insurance over the same period.
£590.40 - correct a small paint bubble where the near-side front wing meets the Sacco panel and repaint front bumper
£1,266.72 - wheels refurbed, air-con conversion to R134a, gearbox control switch, anti-roll bar bushes, sun-visor trims
£663.84 - gearbox oil, front discs and pads, spark plugs, MOT, battery
£735.71 - service, MOT, fan belt tensioner, check rear diff and leak from power steering
£976.00 - PAS feed pipe, distributor caps and rotor arms, MAF relay
£585.43 - service, cam cover gasket
£2,483.40 - steering tie rods, new front grille, MOT, new digital instrument cluster
£252.00 - bonnet insulation
£1,910.20 - rear suspension spheres, service, new tyres (Michelin), battery, second hand analogue instrument cluster
£495.68 - front discs and pads, throttle cable
£2,640.40 - ADS suspension pump replacement and fitting
£146.60 - investigate noise from suspension
£65.00 - rear boot struts
The car is a high days and holidays car doing 2-3,000 thousand miles a year and was purchased for about £11k in 2014. All well known specialists using either Mercedes or high quality equivalent parts. One big bill for an ADS suspension pump, which many cars would avoid, but highlights the costs associated with running a 30 year old modern classic as high quality parts eventually get to the ends of their lives and need replacing. The R129’s super build quality cannot stave off the inevitable impact of simple wear and tear indefinitely. It is just delayed for longer than in lesser quality cars.
Part of the joy of ownership has been being able to take the family out on special trips. The picture below was taken in 2018 when the kids were 8 and 5. My older girl is a tall 12 year old now and can no longer fit her head comfortably under the pop-up roll bar, but up to about age 10 the rear seats have been perfectly usable.
Prior to ULEZ most of our 4-up outings were short sunny Sunday trips into London for a brunch, but over the years we have done 4-up trips from London to Goodwood and some European jaunts to Italy where my wife and kids have flown and I have picked them up at the airport and then used the car locally. As a tall driver (6 foot 3), I have to compromise my driving position to give anyone behind even minimal leg room, but its such an easy and relaxing car to drive, having my knees around my ears for a short time has never been a problem. It helps to have enthusiastic children too, which mine are!
We have done London - Northern Italy round trips twice, covering around 2,000 miles each trip. In June 2018 we came back from Singapore for the summer, and Dad and I drove down to Lucca, stopping overnight in Beaune and then again at my in-laws in Turin. A few R129 related memories of that trip:
My sheer excitement at the prospect of a European road-trip after 3 years driving a VW Golf in the urban confines of Singapore (due to high taxes on cars, a basic Golf is a £100k car in Singapore!). Tigastor, an excellent storage company near Aylesbury, arranged for the car to be given a thorough going over by Autoclass in Milton Keynes to make sure it was ready for the trip. Tigastor then kindly delivered the car to London when I flew in, and Dad and I spent one night in an Airbnb in Battersea before setting off for the tunnel the next morning. I remember not being able to sleep much due to excitement, getting up at about 4am to sit by the window looking down at the car outside in the street as the sun rose, before setting off in those magical early hours of June sunlight when no-one apart from a few urban foxes is around and driving through London is a rare pleasure.
It is of course a very relaxing and comfortable car on long, fast journeys. Stability is excellent due to the car’s high kerb weight and relatively low geared steering, also helped by a bit of age-related play around the centre. With the ADS suspension in its standard setting the car soaked up most things, with the long travel only occasionally making the car feel floaty over sudden dips or compressions at speed. At an 85-90mph French motorway cruise, wind noise from the soft top (which we kept up mostly) was the only thing which dented its GT credentials. Refinement with the hard top is markedly better, but we didn’t take it as we wanted the option of going top-down during the journey. Shorter occupants could probably still go roof down using the wind deflector at those speeds, but at 6 foot 3, the top of my head sticks up into the wind-stream too much. I think we were getting between 22-24mpg, which meant a good 350 mile range between stops.
Dad and I shared the driving on that trip, the other 4 members of the family flying with hand luggage only, so we loaded the SL to the gunnels with the family’s main bags for a two week stay. We filled the 250 litre boot, the child seats behind us and every other nook and cranny. It was definitely a squeeze to get everything in, but it proved the car’s practical touring ability. The pictures below show two huge North Face bags on the back seats and, with some careful packing, all of the things around the car in the other picture eventually went into the boot.
The ADS suspension came into its own on the second leg of our outward journey. After overnighting in Turin, we borrowed my kind father-in-law’s 330d touring and loaded up the rest of the family to make the trip from Turin down to Lucca in the north of Tuscany. We decided to take the Ligurian coastal motorway, which is an incredible feat of engineering. Mostly two lanes, heavily trafficked, weaving a sinuous path along the rocky Ligurian coastline, offering up frequent spectacular views of the Mediterranean. Due to the hilly terrain, the radius of the turns can be tighter than on a typical motorway, and they come one after another, with relatively few long straights to punctuate the action. Making proper progress requires a higher level of concentration as you plunge from bright sunlight into long, dark tunnels, passing wide lorries on narrow-laned bridges spanning great gorges (one of the bridges on this section tragically collapsed a few months later). Here, the ability of the ADS system to firm up the damping, reduce roll and in the process make the nose more responsive on turn-in, was very welcome and increased confidence.
We enjoyed the car immensely over the next two weeks, although as a newbie to convertibles, I had naively assumed better weather = more top down motoring. I discovered that the sun is so strong in July in Italy that driving top-down between 10am - 4pm was too much for me, even with hats, air-con and the rest. So my favourite outings were the early morning blasts - just me - using the excuse of going to pick up fresh bread, or early evening four-up trips to pretty local towns like Pietrasanta for evening meals and the Italian “passeggiata”.
Anyway, that’s all for..........hopefully not the next 7 years! This year I’m hitting the big five-0, so am in the process of negotiating a pass for at least one big European classic motorsport road-trip. Current thinking is Pau Classic Grand-Prix, but whichever one I’ll aim to write-up the trip.
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