215 bhp (DIN), 240 bhp (SAE), 2,996 cc OHC inline six-cylinder engine with Bosch mechanical fuel injection and dry-sump oiling, four-speed all-synchromesh manual gearbox, independent front suspension with double wishbones, coil springs and anti-roll bar, independent high-pivot swing-axle rear suspension with radius arms and coil springs, and servo-assisted, four-wheel hydraulic drum brakes. Wheelbase: 2,400 mm

• Photo-documented, nut-and-bolt restoration

• June 2011 Octane magazine feature article

• Outstanding performance and handling, even by today’s standards

• Complete with fitted luggage, tools, jack, manuals and both leather and tartan seats

As with many of the most important sports cars, the development of the road-going Mercedes-Benz 300SL and its subsequent importation into the crucial United States market would not have been possible without Mercedes-Benz’s American distributor, the formidable Max Hoffman. While attending a 1954 meeting of the Daimler-Benz Board of Directors, Hoffman argued passionately for a production version of the 300SL racing car. According to legend, despite initial objections the determined Hoffman prevailed and left Germany with a commitment for the construction of 1,000 SLs.

Introduced in 1954 to thrilled crowds in New York, the Mercedes-Benz 300SL was essentially a supercar with a price tag well in excess of $7,000. Despite the high price, the immediate and long-term success of the 300SL was due in large part to the growing American fascination with smaller, more nimble European sports cars.

The production 300SL capably incorporated the technological advancements that resulted from Mercedes-Benz’s racing program. Regarding the car’s nomenclature, 300, of course, represented the engine’s displacement of three litres, while SL denoted Sport Leicht (light). A key factor in the car’s sparkling performance was the car’s extremely rigid yet light tubular frame, designed by Rudolf Uhlenhaut, which was truly a triumph of design and engineering. Based on an intricate network of many thin tubes, Uhlenhaut’s frame design provided incredible strength yet weighed just 82 kilograms!

The sleek body design was a classic case of form following function. The attractive bulges over the wheel openings, for instance, actually improved high-speed stability, and the two longitudinal hood bulges and distinctive grillwork on both front wings removed excessive heat from the engine bay while reducing interior noise. In addition, lightweight aluminium was used extensively for the bodywork, particularly for the doors, bonnet, boot lid and interior sheet metal. While the rest of the car utilised steel panels for the bodywork, the entire car, in ready-to-drive form, including the spare wheel, tool kit and fuel, tipped the scales at just 1,295 kilograms (2,855 pounds). Designed for high-speed, cross-country travel, the 300SL was equipped with a large 130-litre fuel tank.

Compared to competitive sports cars of its time, the 300SL gained a formidable reputation not only for high performance but also for its exceptional build quality and advanced design. Contemporary sports cars featured carburettors, solid rear axles and pushrod engines, but the 300SL by comparison offered precise Bosch fuel injection, independent rear suspension and an overhead camshaft, to name but a few of its many engineering advancements. Ultimately, just 1,400 “Gullwing” Coupés were built through 1957.

The example offered here might be a familiar sight to Gullwing aficionados as the 300SL from 1955 whose painstaking and complete restoration was extensively detailed in a seven-page article in the June 2011 edition of the magazine Octane. An original LHD example that was supplied new to New York, this car was delivered new in black with a brown tartan interior. The car was located in America prior to restoration and was an excellent example in solid overall condition. It was treated to a recent nut-and-bolt, body-off restoration, with no expense spared, bringing the car to concours condition. The work was performed by the renowned restoration experts at MotoTechnique.

The car is simply stunning in its refinished black exterior, which was applied using a two-stage paint system. Fit and finish is impeccable, with about 100 man-hours invested in the fitting of each of the distinctive upward-opening doors alone. Excessive passenger-cabin heat, a longstanding Gullwing issue, was rectified by rebuilding the heater and fresh-air vent mechanisms with new bushings for reliable operation and a full heat-sealing treatment, complete with modern, heat-reflective material added to the underbody and underneath the carpeting. Rob O’Rourke, of O’Rourke Coachtrimmers, expertly fitted the luxurious cream leather upholstery. A set of extra cloth-trimmed seats was also made and will be supplied with the car.

The powerful 3.0-litre ‘six’ was expertly machined and rebuilt by Crosthwaite & Gardiner, one of the best engine builders in Europe, with the Bosch mechanical fuel pump sent to Germany’s Kienle for rebuilding. One concession to modern technology was made with a concealed electronic ignition system for improved reliability. The gearbox was rebuilt with later, quieter-operating gears, and the brakes, rear axle and suspension were rebuilt as well. The original electrical wiring loom was removed, recovered with original-type fabric covering and reinstalled.

Stunning in presentation and complete with fitted luggage, tools, a jack, owner’s manuals and spare keys, this is one of the best documented restorations that we have ever seen. Numerous photographs of the restoration process accompany the car, along with a Mercedes-Benz 300SL Spare Parts List Booklet, Mercedes-Benz 300SL Instruction Manual and Mercedes-Benz 300SL Work Shop Manual. This is certainly one of the finest Gullwings we’ve ever had the pleasure of offering.