It was snowing on the Julier Pass. A few hundred feet higher the test car met fog, and there was heavy rain on arrival at Davos.

Of all the new cars introduced in 1963, the MERCEDES-BENZ 230 SL was one of the most interesting, being a genuine “Grand Touring'' car in the sense in which we employ the term. It is not a competition machine as specified in Appendix J of the FIA Regulations (although a factory entry won the 1963 “Marathon de la Route'' on its 1st rally appearance), but a swift, comfortable, elegant and reliable car, designed to carry driver and passenger quickly over long distances in all weathers, with a minimum of fatigue. In the opinion if Automobile Year , it is the ideal car for the mature man of discernment who has long road journeys to make, who enjoys driving, and drives well. The young enthusiast who likes performance with noise, and wind in his hair, will doubtless prefer a roaring, technically more intricate model of a different make. Another point which sets the 230 so apart from other high-quality performance cars is that it is not a special car to be made in limited numbers, but a model which will be mass-produced over several years for world markets.

Automobile Year tested the Mercedes 230 SL over an extremely varied route, comprising busy main roads, Swiss Alpine passes, and a stretch of Italian autostrade . Altogether some 700 miles were covered in two stages at fast touring speeds with no attempts at record-breaking. No mention is made of average speeds as much of the trip was made in rain and fog, and many roads were under repair.

The Mercedes 230 SL weighs 2,860 lbs (at the kerb) and cannot be assessed as a lightweight for a two-seater “two-litre”. The engine, with six inclined cylinders closely resembles the 220 SE but develops a maximum of 170 bhp (gross). In both models fuel is injected under pressure into the inlet ports, a carburettor-less system which ensures not only a great versatility of performance at all temperatures and altitudes, but also returns a reasonable fuel consumption. The power-to-weight ratio (approximately 114 bhp per ton with occupants and luggage) adds up to a powerful but not brutal car, which does not demand exceptional driving skill.

Finish is of highest order with large-dial speedometer and rev-counter mounted ahead of the driver's vision. Louvred fresh-air grilles are mounted each side of instrument panel.	The fuel is injected under pressure into the inlet ports. The injection pump can be seen on the side of the engine.

Engine: 6 cylinders in line; water-cooled; bore and stroke 82 x 72.8 mm.; cubic capacity 2,306 cc; compression ratio 9.3: 1; max. power 170 bhp. (SAE) at 5,600 rpm. max. Torque 159 lb. ft. (SAE) at 4,500 rpm. single overhead camshaft; petrol injection. Transmission: 4-speed gearbox both synchromesh on all forward gears; automatic gearbox available. Suspension: independent front by coil springs and wishbones, with rubber helper springs. Hydraulic telescopic shock absorbers and anti-roll bar; rear: single joint swing axle with low pivot point and thrust rod, two coil springs plus compensator spring and rubber helper springs. Hydraulic telescopic shock absorbers. Brakes: hydraulic with vacuum servo, Girling disc front, Alfin drum rear; Bodywork: coupe with 2 seats, 2 doors and detachable roof. Dimensions: wheel-base 7 ft. 10½ in.; track front and rear 4 ft. 10½ in.; overall length 14 ft. 1½ in.; overall width 5 ft. 9¼ in.; height 4 ft. 3½ in.; kerb weight 25½ cwt. (without fuel but who all, water, tools, spare wheel, etc.) Performance: max. speed 125 mph.

By removing the detachable hardtop the 230 SL becomes a convertible.

Overhead camshaft engine is mounted well back to assist with good handling. In spite of the low mounting of the seats, visibility is excellent, and the low pivot-point rear suspension contributes to the modest height of the divided propeller-shaft. Luggage space is rather generous.

With Lake Lugano sunshine and backdrop the Mercedes 230 SL coupe exhibits its uncluttered lines and exceptional visibility.

	From Lausanne (altitude 1230 feet) to Torino through the Grand-Saint-Bernard (altitude 8100 feet), the 230 SL covered some 700 miles of an extremely varied route comprising busy main roads, Swiss Alpine passes and Italian Autostrade .

Another feature contributory to the 230 SL's excellence is the independent suspension of all four wheels–Mercedes- Benz design point for nearly thirty years. At the rear the low pivot-point swing axle system is directly derived from the Formula 1 MERCEDES einsitzers with which Fangio won numerous Grands Prix in 1954 and 1955. He was also World Champion for those two years. The highly-developed suspension and wide-base tyres contribute greatly to the 230 SL's exceptional roadholding qualities, and its riding comfort on bad roads is akin to that of the CITROEN DS 19. The servo-assisted brakes on all four wheels provide progressive and powerful deceleration with low pedal effort. Power-steering is also a feature of the 230 SL—the world's only two-seater with servo-assisted steering. It is very accurate, and the wheel can be turned with two fingers, even when the car is stationary, provided the engine is running.

The manual gearbox has synchromesh on all four forward ratios and is controlled by a short floor lever. Third and top gear ratios are not very close, but in general the ratios are well suited to the model and are instrumental in providing impressive acceleration. In spite of this the acceleration figures would be even better, and driver enjoyment greater if the synchromesh mechanism was more powerful. Gearchanges are not fast enough for sport-minded drivers, and a shift from third to second can be difficult, even with double declutching. The optional DAIMLER-BENZ automatic four-speed transmission has an even greater “step” from third to top, but the smoothness of the shift, the degree of control, and the fact that one pedal is eliminated would probably make it preferable to the manual box for the discerning driver. Disadvantages are a slight power loss through absorption, and a small reduction in maximum speed on all ratios.

Most of the controls are well-placed| but the switch key for changing from “parking” to “road” lights is inaccessibly sited to the left of the column, under the steering wheel. It would be difficult to position the key in a more awkward place! In the 230 SL's native land Germany, where it is permissible to drive in towns on dipped headlights the disadvantage may seem of little importance, but it is a small item which detracts from the car's appeal in counties where “road” lights are permitted only in well illuminated thoroughfares. The dipswitch is floor-mounted to the left of the clutch as in so many other German, British and Swedish cars. This also should be changed as the method must be considered archaic particularly on sporting cars, for it renders impossible the simultaneous operation of changing-down a gear and dipping the headlights. This is a situation which presents itself so often in modern-day driving.

The long steering column lever under the left-hand side of the wheel is very convenient, only a flick of the finger being required to switch on both windscreen wipers and washers. An even better arrangement would be for the dipswitch and wiper/washer control to be transposed so that the wiper swatch, which is operated less often, would be foot-controlled.

The elegant seats are very well designed, upholstery and trimming is luxurious and all round visibility is exceptional. The roof, with “turned-up” edges, is not to everyone's taste, but it must be admitted that it is completely successful from the convenience viewpoint as entry and egress are rendered easy in spite of the car's height of only 51 ¾ in.

Ventilation is first-class in all temperatures, its efficiency being best illustrated by the fact that comfortable conditions can be “selected” for driver and passenger without need to open windows. For example, cool air at face level and warm air at foot level can be arranged simultaneously. These details were greatly appreciated when, within a short space of time, the test run took the car from the warm shores of Lake Maggiore to the mist and snow of the Julier Pass.

The armrests, hand-holds (on roof interior and dash-board), door pockets, ashtray and oddments box over the propeller-shaft, as well as the upholstery, have been carefully planned for driver and passenger comfort. The large boot has an easily-lifted lightweight lid.

The overall impression of the 230 SL is one of quality and heaviness. This impression is the factor which divides the motoring fraternity into two clans—those who enthuse about MERCEDES-BENZ, and those who do not. Weight may tell against performance but it undeniably makes for quiet running; it is a question of choice and this choice is ultimately decided by what one expects from a car.

For the 700-mile Journey with numerous climbs and descents on Alpine passes and at the highest speeds compatible with traffic conditions and regulations fuel, consumption was 16 mpg (Imp.). Although the test car had not been specially prepared for top performance we checked its one kilometre time. On a level road with no wind the fully-loaded 230 SL took 19 seconds, corresponding to a “terminal” speed of 118 mph. At 60 mph the speedometer was accurate but at 110 mph it was two percent fast. Besides its comfort, the 230 SL offers safety, thanks to its acceleration, roadholding, manœuvrability, and progressive and efficient braking. It is of course an expensive car. DAIMLER-BENZ have aimed above all at quality, and the 230 SL will, by reason of its price, remain for many motorists simply a car of dreams.