The 1990 release of the R129-generation Mercedes-Benz SL was long overdue. The R107-generation SL, which it replaced, had nearly 20 years of success under its belt as the top four-wheeled success symbol, but by the end of the 1980s, it was an outdated vehicle. Buyers were more than eager to welcome the new SL when it made its debut at the Geneva auto show in early 1990. Orders flooded in, and the 20,000 units that were produced in the first year were soon consumed. Given the age of the prior model and the fact that Mercedes-Benz was never an automaker to be worshipped at the altar of history, the R129 SL’s drastic departure from its predecessor came as no surprise. Although the six-cylinder and V-8 engine options, as well as the roadster layout with a soft top and removable hardtop, were retained in the new SL, it was otherwise an entirely new and futuristic design.
The early models from the 1990 through 1995 model years, the mid-year models from the 1996 through 1998 model years, and the later models from the 1999 through 2002 model years can be loosely divided into three categories.
The R129 SL was dubbed “his most perfect car” by legendary Mercedes-Benz design chief Bruno Sacco, and the early examples are the most accurate representations of that design. Brightwork is very nonexistent compared to the previous generation; the only chrome component is a three-pointed star centred in the grille. The SL’s place as an exotic roadster is indicated by its tall hood and steeply sloped windscreen, while its adherence to aerodynamics is demonstrated by its swept-back grille and clean flanks.
It was assumed that the R129 SL would be significantly more sophisticated than its predecessor, yet even when compared to its contemporaries, this vehicle was cutting-edge in terms of technology. That is undoubtedly apparent in the area of safety, where the SL has a roll bar that is a first-of-its-kind and instantly deploys in 0.3 seconds in the event of a rollover (or can be popped up with a switch). Antilock brakes and dual front airbags were standard features; traction control (ASR) and an electronically controlled limited-slip differential debuted in 1991. (ASD). In addition to being one of the first convertibles to receive side airbags in 1996, the SL would also acquire stability control in the same year.
The R129 SL was one of the final Mercedes-Benz vehicles created using the cost-plus method of product development, and this was reflected in the new car’s astronomical price increase over the outgoing SL. Before destination fees or the gas guzzler tax, the 300SL cost $73,500 in 1990, while the V-8 version cost $10,000 more. By 1992, the 300SL cost $83,500, and the 500SL was just shy of six figures. The V-12 cost $119,500 to start when it was released. The market value of these SLs has fallen well below those astronomical levels due to the vengeful hand of devaluation.
The R129 Mercedes-Benz SL offers a tonne of fabulousness that has been expertly engineered for pennies on the dollar. Georg Kacher, writing for Automobile in July 1990, stated:
“If perfection bores you, shop elsewhere. But if you want an effortless, comfortable, well-equipped, and sporty open-top tourer that is made to last, look no further.”
Difference Between Mercedes R129 1st & 2nd Generation
We want to show you the visual distinction between the facelift version of the first-generation Mercedes R129 and the previous model. This will be useful for anyone considering purchasing an SL from the 1990s. Since the R129’s 1989 introduction, it has had two facelifts, the first around 1995 and the second around 1998.
The majority of the first-generation Mercedes-Benz R129s had a two-tone paint job between the bottom cladding and metal work. While the lower cladding (Sacco panels) is treated in a satin clear lacquer, metalwork has a high gloss finish. Sacco panels and the metal work are finished in body colour with a high sheen for the facelift generation bumpers.
In comparison to the facelifted version, which features bumpers that are more rounded and streamlined at the edges, the first-generation pre-facelifted vehicle has more angular bumpers. A distinctive tow hook cover is also present in the bumper from the first generation; however, the Mercedes service no longer carries this component. Octoclassic started making this part as a result.
The original generation has traditional corrugated-style tail lights. The corrugated design of the pre-facelift R129 tail lights is retained, except for a minor alteration in the turn signal lenses from amber to a redder shade. The more streamlined tail lights that we have already talked about were only available on cars made after 1998. The facelifted R129 has sleeker, more rounded rear bumpers compared to the first version of the R129’s more angular, simple bumpers.
Now let us compare it with other cars of that time
With Mercedes-Benz 500 SL (1989-92)
The new six-cylinder engines, which were available as a 300 SL or 500 SL from launch, produced 188 bhp (or 228 bhp for the 24 valves), while the 5.0 litre V8 scored an astonishing 322 bhp, making it the most potent SL to that point. The R129, a technological development over the R107 with an electronic folding roof, made the XJS, its sole direct opponent, appear antiquated.
With Jaguar XJS (1982-91)
Mercedes Benz consumes less petrol than the Jaguar XJS (1982–91). The amount of exhaust released into the air decreases with decreasing fuel use. Driving more economical vehicles is also more effective.
Jaguar XJS lacks the engine power that Mercedes Benz has. Compared to the Jaguar XJS, it has 223 more horsepower. Better acceleration results from higher vehicle power. In addition, fast cars move more quickly.
Mercedes Benz boasts 334 Nm greater torque than the Jaguar XJS, which is a significant advantage. The acceleration increases as the torque increases.
Mercedes Benz features an engine with a larger displacement (683 cc) than the Jaguar XJS. Lower wear and tear is associated with larger engine capacity. Longer vehicle lifespans are a benefit of larger engine capacities.
Jaguar XJS has two fewer cylinders than Mercedes-Benz. Jaguar XJS has 6 cylinders, whilst Mercedes Benz has 8 cylinders. The engine’s stability increases with increased cylinder count and vibration decreases. Less time passes between each stroke, which improves engine efficiency.
The Jaguar XJS was offered in 1989 with either a 3.6-litre straight-six or a 5.3-litre V12. The XJS was still attractive, but it was two years away from the now-desirable “Ford Update,” and competitors were making vehicles with more modern technology. When the six-cylinder engine was introduced, Jaguar’s dependability problems with the V12, which were primarily fuel-related because of the V12’s high fuel consumption, significantly improved. The XJS gained a bad reputation over time for being unreliable and having poor build quality, but it was never as awful as the marketing would have you believe. For the first four years of R129 manufacturing, the XJS was perhaps the largest threat to the ‘Benz because the XK8 wasn’t expected to debut until 1996.
With Porsche 928
On a Top Trumps card, the Porsche 928 and R129 SL500 may appear to be a good match, but the Porsche is a quite completely different beast. Sure, it’s a more focused driving machine, but in this day and age, who wants a focused, hard-core driving machine? However, since the roof cannot be removed, it is useless for the French Riviera.
Porsche 928 Automatic (1977) has an engine capacity of 4474 cm3 (273 cu in), whilst Mercedes Benz SL (R129) 500 SL (1989) has 4973 cm3 (303.5 cu in). When it comes to valve count, the Mercedes Benz SL (R129) has 32 valves, while the Porsche 928 has 16. Both automobiles have the same compression ratio. Mercedes Benz has more engine power than the Porsche 928. The Mercedes Benz SL (R129) has 322 horsepower, while the Porsche 928 has 237 horsepower. Porsche 928 offers 363 Nm of torque, whereas Mercedes-Benz boasts 450 Nm. As the torque increases, the acceleration rises.
With BMW 8 Series E31 (1990-99)
The BMW 8 Series and the R129 SL aren’t often comparable, but it’s 1989 and the W140-based CL500 coupe wasn’t introduced until 1992. An 840ci was a good alternative V8 German-built GT for a brief period until the CL-class and BMW’s 8 Series ran off to play luxury super coupes together. Despite the 8 Series being excellent, Munich never removed the roof, giving the four-seat convertible position in that stable to the modest E30 — a vehicle that was never on par with an SL. When the R129 plays its trump card—a retractable roof—the 8 Series, like the Porsche 928, appears to be an excellent match. Due to their dependability and usability, a great deal of these 8 Series BMWs has been driven extensively, making it difficult to locate models with low mileage that have been carefully taken care of.
With Aston Martin Virage (1989-95)
This vehicle is noteworthy since it is a V8 grand tourer. A Volante would come next, but Aston Martin would much rather forget this incident. The Virage entered the Supercar craze, which quickly fizzled out. These cars were once absurdly affordable to purchase but exorbitantly expensive to operate and maintain.
With Ferrari 348 TB (1989-95)
An SL in comparison to a Ferrari? For sure not. Both V8 engines have about 300 horsepower. One will run continuously all day, while the other requires you to remove the engine only to serve it.
With Audi Cabriolet (1986-91)
German reliability, luxurious interior, electric roof, and seats for four… However, not even the 2.3 litres came close to SL territory. Princess Diana owned one after her children outgrew the SL’s back seats. However, that is the only very flimsy connection we have between the R129 and the Audi Cabriolet.
