As a fan of Mercedes-Benz cars, this week I am dreaming of the R107 Mercedes-Benz SL, the pretty as a picture cabriolet that was launched in 1971 with big shoes to fill.

It was the replacement for the iconic W113 Pagoda SL, the sports tourer that really was a luxurious grand tourer rather than sports car.

The R107 SL would last an amazing 18 years of production until 1989 when it was replaced by the next R129 SL (that lasted until 2002) and which I am the happy owner of a mint New Zealand new, one owner 1999 280SL. The R129 SL was also known as the Diana Mercedes.

But if money and garage space were no object, I’d also have a W113 280SL Pagoda and a R107 SL!

The R107 cabriolet had a sister called the C107 being the coupe under the “CLC” guise. It arrived a year later in 1972 but only survived until 1981 when the S-Class coupe became its successor with the beautiful 380SEC and 500SECs. 

The coupe was a four-seater with a 36cm longer wheelbase than the two-seater convertible, with a front that forward of the windscreen matched the convertible but from there backwards was unique with its flat roof and rear window arched in two directions.

Design- and safety-wise the R107 and C107 models had a frame floor assembly with sheet metal of different thicknesses, resulting in carefully defined crumple behaviour. It also had high strength A-pillars and the windscreen frame with bonded glass for greater stability. Inside there were no touch screens or heads up display that we see today, instead it was a simplistic, wood veneer laden dash

During its life the R107 had only two six cylinders; a 2.8-litre and a 3-litre, but plenty of V8s of capacities including 3.5- 3.8-, 4.2-, 4.5-, 5- and 5.6-litres. That’s an impressive diversity of V8s! 

Four and five speed manuals were available but most were sold in automatics which were three- or four-speed varying on the engine.

The first R107 SLs were the 350SL and 350CLCs with a four-speed automatic, V8 and fuel injection, with 147kW of power. With their light weight they hit 100km/h in eight seconds and could reach 210km/h. 

Next came the straight six 2.8-litre engine in 1974 with a four speed auto and 136kW, meaning it could hit 205km/h in around 10 seconds.

The 4.5-litre V8 arrived in Europe in 1978, having already been available in the US since 1971, with 165kW driven via a three-speed automatic. It lasted only until 1980 when the 3.5-litre V8 and 4.5-litre V8s were replaced with the 160kW 3.8-litre V8 and the 177kW 5-litre V8, both with four-speed automatics. Both models had a top speed of 215km/h and the 0-100 km/h was in nine seconds.

A 3-litre six cylinder with 140kW came on to the scene in 1985 to replace the long-running 2.8 six cylinder, and the 4.2-litre 160kW V8 took over the 3.8-litre V8. The 5-litre V8 lived on and in came the 5.6-litre V8, with four speed auto, putting out 170kW, with a 225km/h stop speed and zero to 100km/h in 7.7 seconds. This meant that in the mid-1980’s the SL had four engines to choose from.

During its production life, 237,287 convertibles were built and 62,888 coupes, with two-thirds being sold in the US. My favourite is the 1988 or ‘89 560SL, as that’s getting the best of the innovation of the shape and the biggest engine. Collectors would probably go for the 450SL or perhaps even an early 350SL and in the coupes a 500 SLC.

Only three examples sit on TradeMe for sale in New Zealand. The pick is a 380 SL from 1981 that, whilst an import, has been here almost since new. It’s got 159,000km on the clock but has been owned by its current owner for five years and is just under $40,000. There is a canary yellow imported 1976 450SL with extensive restoration work having been completed ,and the owner looking for $52,500. Or a tired 350SL 1971 model with 270,000km, again an import, for $20,000.

In Australia this 560SL is for sale, part of a private collection. While the kilometres are high at 216,000, it's in good condition and could arrive in New Zealand for around $95,000.