“Article 264 Grand Touring cars are vehicles built in limited series for customers who are looking for better performance and/or maximum comfort, and are not particularly concerned with economy.” This is the definition of GT cars given by the International Sporting Code, and seldom has there been a GT car which complied more fully with word and sprat of the definition than the new 230 SL:

Limited Series? Yes—limited in comparison with production runs of the sedans from which design of the 2-seater was derived, yet large enough to Justify the claim to “series production.''

Better performance? The 230 SL is not meant to show the famous clean pair of heels to GTOs and Cobras—however, if better performance means a well-balanced combination of solid acceleration, faultless engine flexibility, cruising speeds adequate for any highway, and road manners capable of coping with surfaces and bends of every description, then again the Mercedes definitely qualifies.

Normally, we like to live with a test car exclusively for several days and subject it to the same unpredictable “average use'' which buyers will inflict upon it. With the 230 SL, this procedure was not possible because quantity production only commenced in May: Mercedes production facilities were stated to be ready at the time of our test, but component suppliers were not, and a zero-series was all that was in existence. In spite of this, it was possible to examine the car most thoroughly—so thoroughly, in fact, that the only part of a full road test which we could not cover was that of day to day driving over long distances, and a few performance details.

Our first acquaintance with the 230 SL was static—on the exhibition stand at the Geneva Motor Show. Two cars were displayed, one with hard, the other with soft top. The most striking feature of both was an exceptionally low waistline; because the roofline is fixed at about the usual level, window height is exceptional and visibility is truly superior. Along the center lane, the hardtop is curiously “bent downward.'' Although the factory has described it with the name pagoda roof,'' this is not merely a styling gimmick: For the overall height and structural rigidity, it does allow greater door height, easier entry into this low car and better vision.

Body and interior are very well made. Seats and doors are padded in genuine leather, there are padded sunblinds, quite substantial parcel compartments in both doors and, behind the seats, a carpeted compartment for luggage in addition to that carried in the trunk.

Instrumentation is complete, similar to that of the latest 300 SL. There are some refinements, among which two fresh air grilles may prove particularly welcome. The stalk at the left of the steering column does not control all lights in the French fashion—it flashes the headlamps and controls windshield wiper (2-speeds) and washer, plus traffic Indicators.

The standard model is fitted with a 4-speed gearbox, fully synchronized and controlled by a short central shift lever. For exceptionally effortless town driving, Mercedes' automatic transmission can be incorporated; this is controlled by a similar central selector lever. Power steering is an additional extra. To the left of the gearbox hump is a robust handbrake lever in the old tradition—obviously meant to be used. The seats are adjustable for rake and reach—by a full 7 in. —and should make most owners perfectly happy. We had no opportunity to verify this, but feel sure that over long distances the seats will prove particularly comfortable.

The folding top stows underneath a neatly finished steel cover which springs open at the touch of a lever.

The luggage compartment in the tail is generous, just the right size in our opinion. On a sporting 2-seater, there would be no sense in having one of those exaggerated cavities which are the prestige hallmark of some sedans. For testing in motion, Mercedes press chief Artur Keser had booked a newly built, winding racing circuit near Geneva, where three 230 SLs and the new 4-in-longer-than-before 300-SE sedan (with the now-available manual 4-speed shift) were made available.

When l reached the pits, the ceremonious-looking, black 300-SE was being hurtled round and round by development director Uhlenhaut in highly unceremonious fashion. The way this largish car went suggests two things: First, Mercedes has not forgotten that road racing lessons can be applied even to air-sprung luxury cars; second, Uhlenhaut still does not have to rely on test driver reports when he wants to know how a hard-pressed model really behaves.

After this, l made friends with the first 230 SL. As reported in May Road to Track , the engine of this model was developed from the well-established 220 unit, by adding 2 mm (0.08 in.) to the bore, cubic capacity was increased to just above 2.3 liters. This does not place the car very interestingly within the capacity classes of international competition, but more cubic inches is still the most reliable way to higher output, and the 230 SL was certainly not made with competition an important consideration.

The manifold injection of the 220 SE has been replaced by an almost direct nozzle injection into individual inlet ports. The nozzles are positioned in such a way that about half the total spray volume passes the open inlet valve into the cylinder, where it evaporates and contributes to interior cooling. Apparently this was an important aid in keeping the engine temperatures down under full power. The injection pump has 6 plungers and injection is again timed-this suggests that the beautiful simplicity of the untamed twin-plunger pump of the 220-SE is not quite good enough for higher power output.

The new arrangement seems to be worth what it costs: Getaway can be as smooth as that of any luxurious town carriage, pedal response is always the same, and perfectly predictable; and when the foot goes to the floorboards, the power comes in with convincing eagerness. The engine note is crisp, but probably will not offend the ears of sensitive policemen. Even at high speeds (6500 is quite something for a 2.3 liter, after all) the engine operates freely and without any suggestion of strain. The hard, metallic note so typical of the 300 SL and SE has disappeared, and the general impression is that of a powerful, very well tamed animal. Slow speed behavior is equally convincing with the car slowed down to only 1200 rpm in 4th gear and the throttle then floored, there is smooth acceleration, no jerks, no coughing. It really seems impossible to catch this unit on the wrong foot.

A lot of plumbing – and all useful.		An interior that murmurs “Mercedes.”

The performance figures prove that the 230 SL really belongs to the fast car group. A standing quarter mile in 17.3 sec is not bad, and on most highways, tragic or speed limits will decide the average speed—not the car. Because the 230 SL takes the place of the 190 SL, this is real progress; actually, the smaller newcomer will not be appreciably slower from A to B than even its glamorous aunt, the 300 SL.

But it needs saying that this car is definitely not The Fastest Thing on Earth—it is a comfortable car for real highspeed touring, and when the performance figures are looked at with due regard for the generous passenger space and attractive luxuries, it becomes even more praiseworthy.

By the way, the 300 SL is not made any more, either. In spite of quite exotic design details and a complex spaghetti-type frame, it was never a match for the latest Ferraris. The 230 SL is no direct successor, although Karl Kling, Mercedes competition manager, appears to have some plans for rallying with it. Whether there will be a more direct successor to the 300 SL in the foreseeable future is a question that is not being answered by the factory.

After our close look at engine and performance, we started to investigate the chassis. Actually, there is no proper chassis: The platform base forms a unit with the stressed body, as on the 190 SL and the sedans, and overall design Including wheel suspension is practically identical to that of all other, current types. In front, there is the traditional wishbone suspension with coil springs, and there is a low-single-pivot swing axle in the rear, with horizontal equalizing spring for proper adjustment of suspension-and roll-stiffness. There are Girling disc brakes in front and Al-Fin drums in the rear, actuated with the help of a vacuum servo.

On the road, the car feels different from the sedans. Springing is very, very soft, with excellent damping, and on corners it feels as if the limit could never be reached. When looked at from the outside, body roll is quite pronounced, but the driver hardly feels it; the steering remains light, accurate and smooth even near the limit. Even when the tall end starts to hang out it does so smoothly, without judder or jerk. In other words, this is one of those cars which gives the impression of having the center of gravity below road level.

For the record, we had no opportunity to try the car on really atrocious road surfaces On the few bumps within our reach, the bodywork remained silent and gave the Impression of great rigidity New label's tares probably contribute to the satisfactory overall picture They appear to combine good road holding with a softness not normally found on tares with high-speed potential

The manual-shift gearbox is first class with very fast, excellent synchronism, and a shift lever position which is exactly right.

For the special benefit of a certain distinguished automotive engineer living on a tradition-minded, green island we take pleasure to record that there was never any difficulty in engaging the (synchronized) 1st gear from rest!

The brakes are among the components which we could not investigate thoroughly. On the sinuous racing circuit, where many laps were covered at racing speeds, they behaved without fault on straights and (when misused deliberately) bends.

Control layout, seating arrangement, visibility and the general feeling of being in perfect command fulfilled the high hopes created during our static inspection—the car is right, and it is unquestionably a driver's car. Of all models, we liked the open 230 SL best. Wind noise is not too high, the draft on one's neck remains acceptable even at quite high speeds.

Finally, Uhlenhaut insisted on demonstrating that even the “automatic'' with power steering need not be restricted to Olde Ladies. The response of this transmission must be learned, to avoid unexpected changes in the middle of a corner, but once this technique is mastered the car can be pulled round corners with precision very nearly equal to that of the manual shift. Upward shifts are very quick (Mercedes engineers insist that they are quicker than manual), but when, for example, 4th gear is locked out on the approach to a corner, the transmission is very careful not to engage the lower gear too quickly. This is a characteristic which we liked much less and which leads to really slow down-changes. Kickdown is instant and notably jerk-free, but it cannot always be employed because it lands you in a lower gear at full throttle—not always the best thing when braking into a corner. On the whole, however, the Mercedes automatic is one of the best we have seen, and when plenty of stop-go track is envisaged, it should be very attractive.

One of the car's best angles shows the now-famous grille.

The power steering merits highest marks: One does not feel that there is anything unusual—there is the same precision, the same response and no free play at all, but it is completely effortless. At the beginning, one is tempted to move the steering wheel too much and too fast. “Gaaanz, gaaaanz langsam eindrehen…,'' said Uhlenhaut, “very, very slowly when entering a bend, and only half as much as you think you need.'' He was right, and after a few more laps, the car went around the circuit with the rev counter needle very near the same marks as before. Top speed is stated to be about 3 mph lower, due to power losses in the automatic transmission, but effortless highway cruising will remain unaffected.

Criticism? Well, first of all, the body is practical and clean, but perhaps not up to the best that Italy has to offer (neither are some recent Italian designs though). The selling price is high for a 2-seater built with many components taken from cheaper sedans.

However, in our option, all this is overshadowed by the fact that for the man who can afford it, the 230 SL should come very near to the ideal of a fast, effortless GT car.

A pretty good view – other than the pagoda…		Rear styling is reminiscent of the 220 SE coupe.

Road Test: Mercedes-Benz 230 SL