mercedes 450 slc safari

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Mercedes-benz 450slc 5.0: the world’s least likely rally car.

• Sold/number built 1977-’80/1636
• Construction steel unitary, with aluminium bonnet, doors and bootlid
• Engine all-alloy, sohc-per-bank 5025cc V8, Bosch fuel injection
• Max power 240bhp @ 5000rpm
• Max torque 278Ib ft @ 3200rpm
• Transmission three-speed automatic, RWD
• Suspension independent, at front by double wishbones rear semi-trailing arms; coil springs, telescopic dampers, anti-roll bar f/r
• Steering power-assisted recirculating ball
• Brakes discs, with servo and anti-lock
• Length 15ft 6½in (4740mm)
• Width 5ft 10in (1778mm)
• Height 4ft 3¼in (1300mm)
• Wheelbase 9ft 3in (2820mm)
• Weight 3340Ib (1515kg)
• 0-60mph 8.5 secs
• Top speed 140mph
• Price new DM62,272 (1978)
• Price now £35,000*

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107026 450slc 5.0 and 500slc literature

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I'm not sure if there is any risk or worry of copyright enfringement, but what the heck. Post or link to articles, brochures, technical data, etc. Anthing that is specific to these cars. If there is already a better thread, please link to it. Info on the race cars would be great. Pre existing links/sources: - Steve Guilford's official registry: http://www.mercedesrallycars.com/registry/registryData.htm - Steve Guilford's pictures: http://www.benzworld.org/forums/showthread.php?t=1343952 - other links in the encyclopedia Germanica v107: http://www.benzworld.org/forums/showthread.php?p=4552417#post4552417 Articles and videos on actual race cars: http://youtu.be/lDASgtctEQQ http://youtu.be/5n2ZeckJazU - 1978 Argentine Rallye (not in English) http://luiscezar.blogspot.com/2006/11/mb-450-slc.html?m=1 - short Mercedes Rally history: http://www.rallye-info.com/carmake_profile.asp?make=6 - article and discussion (not in english): http://www.forocompeticion.com/foro...-oficial-mercedes-benz-sus-450-y-500-slc.html - 1979 450slc 5.0 winner and 1980 500slc winners of the Ivory Coast Rallye Côte d'Ivoire in Africa: https://en.m.wikipedia.org/wiki/Rallye_Côte_d'Ivoire - a short explanation if why MB got into, and out of, rally car racing: http://carzz-garage.blogspot.com/2009/06/mercedes.html?m=1 - short statement about 1980 world rally including where MB places in various races: http://eifel-rallye-festival.de/teilnmehmer-topmeldung-en/items/mercedes-450-slc-1980-gr-2-2995.html "During 1980, Mercedes entered their 450 SLC on selected rounds of the World Rally Championship. They finished third on the Safari and in New Zealand, second in Argentina and won in the Ivory Coast with first place going to Björn Waldegard and second to Jorge Recalde. For 1981, Mercedes wanted to use the shorter 500 SL model and even signed Ari Vatanen and Walter Röhrl, but made a complete turn-around and retired from the sport in December 1980." - potentially some misinformation in this one as it seems several statements aren't 100% inclusive, but it provides a quick history of which cars won what races: http://www.europeancarweb.com/retrospective/0212ec_mercedes_benz_sl/ " ... These were vastly heavier and more comfortable cars than the previous versions, not suitable for racing, but they were rallied extensively in the late 1970s, winning the Tour of Britain in 1976, the 18,000-mile Argentine rally, and coming second in the East African Safari Rally with veteran Hannu Mikkola. Another fleet of 450SLC 5.0s finished 1-2-3-4 in the 3,500-mile Bandama rally in December, 1979. These were the first V8, automatic-transmission cars ever to win an FIA rally. The 450SLC 5.0s were special lightweight 300-bhp 5.0-liter V8 versions of the 450SLC for Group 4, with aluminum engine blocks and reinforced chassis. In 1980, the factory modified them still more, calling it the 500SLC, and ran all season without a win until the last event of the year, the 3,200-mile Ivory Coast rally, which was won by Bjorn Waldegaard in a 450SLC with Jorge Recalde second in one of the new 500SLCs. Their point made, the factory pulled out of rallying a week before Christmas. That generation of SL, the last ever offered with a manual transmission, finished off as the 380SL, 500SL, and the rare 560SL, and lasted until 1989 with continuous upgrades like a four-speed automatic overdrive." Magazine Articles: - December 1977 car and driver (ignore): Had nothing on 026 but a comparison of the us spec SLC over a BMW and a jag. Nothing exciting to me. - December 1977 road & track: This one page article from December 1977 road & track discusses whether Mercedes is building a competition car or not. It looks like they conclude MB is not, and the 026 is designed more for fuel efficiency than racing. Furthermore, they claim that the 80/month capacity for the aluminum block is just because it is a new product, not an effort to make 500+ rally cars per year to be legal for competition. I found it interesting:  

Attachments

September 1985 Car Collector magazine article, pages 10, 11, 12, 13, 14, 15. http://www.benzworld.org/forums/showthread.php?p=5265487#post5265487 026 specific comments pictured below.  

Came across this video focused on the SLC today and see it has some info on Ivory Coast race. http://youtu.be/NU2QxCvBEs0 Do you think the car survived landing this one? They don't show the landing in the video. And this sure looked like a fun turn... Sent from AutoGuide.com App  

I found this text of an article here: http://en.m.wikipedia.org/w/index.php?title=Mercedes-Benz_R107_and_C107&oldid=106047647 Not sure if the link will work, so I will copy and paste. -------------- The following article appeared in the June/July 2005 issue of "Das Rundschreiben", the magazine of the Mercedes-Benz Club (NSW) Inc. From the mid 1950s to the mid 1960s Mercedes-Benz cars were seen in rally competition, initially as the legendary 300SL, then the 220SE, the 230SL and finally the 300SE. A period of around twelve years then elapsed before Mercedes-Benz cars were again seen in rallies. In 1977 a crew comprising Andrew Cowan, Colin Malkin and Mike Broad were victorious in a W123 series 280E in the 18,000 km London to Sydney Rally and a similar 280E of Fowkes and O'Gorman came in second. The following year the 280E of Zasada and Krupa finished sixth in the African Safari Rally. Daimler-Benz realised that its cars had the necessary durability for rallies and that with more power they could achieve further success. While other manufacturers were rallying small to medium sized cars, Daimler-Benz decided that following their experiences with the 280E, the coupe version of their 107 series was the car to use. The "SL" in SLC was supposed to stand for "sports-light" but this was not an accurate description of the long and heavy SLC coupe, at the time the flagship of the Mercedes-Benz range aimed at the upper end of the luxury market. With V8 engines it was however a fast tourer. The fixed roof of the SLC added to the body rigidity of the SL and the superb handling, together with the comfort of the long wheelbase coupe, meant that crews would suffer the minimum of fatigue over long rallies. The 107 series had been released in 1971 with the 200 horsepower (147 kW) 3.5-litre M116 V8 initially as the 350SL 2-seat roadster and then as the 350SLC 5-seat coupe. Subsequently the 225 hp (165 kW) 4.5-litre M117 V8 was added to the range in the 450SL and 450SLC with the 185 hp (136 kW) 2.8-litre twin-cam M110 six-cylinder from the 280E added later still. In 1978 a new all-alloy 240 horsepower (177 kW) V8 engine of 5,025 cc was developed specifically for the rally version of the SLC. Previously all 107 models used engines with alloy cylinder heads on cast iron cylinder blocks. Together with a lightweight aluminium bonnet and boot lid, the new engine also assisted in reducing the substantial weight of the big coupe and the resulting car became known as the 450SLC-5.0. Despite the light alloy block, the 5-litre engine retained the M117 designation and the remainder of the rally version of the 450SLC-5.0 differed little from the standard 450SLC, including the 3-speed torque converter automatic transmission. The month-long 30,000 km 1978 Vuelta America del Sud (Tour of South America) was chosen as the debut event for the SLC rally car. A 450SLC-5.0 crewed by Andrew Cowan and Colin Malkin won the rally with second place going to Zasada and Zembruski also in an SLC, third to Fowkes and Kaiser in a 280E and fourth to Makinen in the remaining SLC. Only about one third of all the entered cars survived the gruelling rally, however all four SLC and three of the four 280E Mercedes entered completed the event. For 1979 the 450SLC-5.0 was homologated as a Group 4 rally car with power being increased to around 300 hp (220 kW) and further weight reductions resulted from stripped-out interiors. Three-speed automatic transmission was retained as it was considered the only Daimler-Benz unit capable of withstanding the torque of the V8. Massive factory support under the leadership of Eric Waxenberger backed the effort behind several entries in the 1979 World Rally Championship. Three each 450SLCs and 280Es were entered in the African Safari Rally and SLCs driven by Bjorn Waldegard and Hannu Mikkola led for much of the event. Mikkola and Hertz finished a close second with Cowan and Syer in a 280E in fourth and Waldegard sixth. Greater success was achieved with a clean sweep of the 5,500 km Bandama (Ivory Coast) Rally with four 450SLC-5.0s driven by Mikkola, Waldegard, Cowan and Preston taking positions 1, 2, 3 and 4 respectively. Following the 1978 and 1979 successes, an even greater effort went into the 1980 season. The Portugal Rally resulted in a best of only fourth place for Waldegard and Thorszelius and it was becoming obvious the big SLC was not so suited to the shorter and tighter European rallies. In the 5,300 km Safari Rally where success was expected, rear suspension failures saw a best of third place to Vic Preston Junior in a 450SLC-5.0 using the newly introduced four-speed automatic transmission. In the Acropolis Rally the power of the 5 litre SLCs resulted in shredded tyres on the rocky roads with the highest placing again going to Preston this time down in fourteenth place. For the Rally of Argentina engine output increased to 340 hp (250 kW) despite a slight reduction in displacement to 4,975 cc. The cars became known as a 500SLC and were now homologated as Group 2. Mikkola and Hertz managed second place however two other 500SLCs suffered broken drive shafts. In the Rally of New Zealand Mikkola finished third and Waldegard fifth. In the same event Cowan suffered rear brake problems. Following a call over the radio, a helicopter was soon seen flying with an entire replacement rear axle assembly slung underneath, such was the level of factory support. The final event contested for 1980 was the Ivory Coast Rally better suited to the big fast SLC. The rate of attrition across all entrants was huge including Cowan who crashed. A total of just eleven cars finished with first to Bjorn Waldegard, second to Jorge Recalde and fifth to Vic Preston, all in 500SLCs. Not entering every event for the 1980 season resulted in Mercedes finishing fourth overall in the championship. Mercedes recruited winning driver Walter Rohrl who had been driving for Fiat in preparation for the following year. With the realisation that the SLC was just too big for the European rallies, plans were to use the similar but shorter 500SL for 1981. This was never to eventuate and the 1980 champion was left without a drive for 1981. Daimler-Benz again had a break from motor sport for a few years until the introduction of the W201 series 190E 2.3-16 destined for circuit racing, but that is another story. The 350 and 450SLC (like the 350 and 450SL) had been discontinued in 1980 with the introduction of the 380 and 500SLC. The 280, 380 and 500SLC were discontinued in 1981 with the introduction of the 126 series 380 and 500SEC coupes. A total of 62,888 SLCs had been manufactured over a ten year period of which just 1,636 were the 450SLC-5.0 and 1,133 were the 500SLC. Both these models are sought by collectors today. The SLC remains the only fixed roof Mercedes-Benz coupe based on a roadster rather than a sedan. Even today, an SLC in good mechanical condition still gives a mix of good performance, superb handling, comfort and safety, making it is easy to realise why they were a successful rally car. Following the discontinuation of the SLC, the 107 series continued initially as the 280, 380 and 500SL and then finally as the 300, 420, 500 and 560SL until 1989. This eighteen-year run makes the 107 series the longest running series produced by Daimler-Benz.  

Fonzi said: I found this text of an article here: Mercedes-Benz R107 and C107 - Wikipedia, the free encyclopedia Not sure if the link will work, so I will copy and paste. -------------- The following article appeared in the June/July 2005 issue of "Das Rundschreiben", the magazine of the Mercedes-Benz Club (NSW) Inc. From the mid 1950s to the mid 1960s Mercedes-Benz cars were seen in rally competition, initially as the legendary 300SL, then the 220SE, the 230SL and finally the 300SE. A period of around twelve years then elapsed before Mercedes-Benz cars were again seen in rallies. In 1977 a crew comprising Andrew Cowan, Colin Malkin and Mike Broad were victorious in a W123 series 280E in the 18,000 km London to Sydney Rally and a similar 280E of Fowkes and O'Gorman came in second. The following year the 280E of Zasada and Krupa finished sixth in the African Safari Rally. Daimler-Benz realised that its cars had the necessary durability for rallies and that with more power they could achieve further success. While other manufacturers were rallying small to medium sized cars, Daimler-Benz decided that following their experiences with the 280E, the coupe version of their 107 series was the car to use. The "SL" in SLC was supposed to stand for "sports-light" but this was not an accurate description of the long and heavy SLC coupe, at the time the flagship of the Mercedes-Benz range aimed at the upper end of the luxury market. With V8 engines it was however a fast tourer. The fixed roof of the SLC added to the body rigidity of the SL and the superb handling, together with the comfort of the long wheelbase coupe, meant that crews would suffer the minimum of fatigue over long rallies. The 107 series had been released in 1971 with the 200 horsepower (147 kW) 3.5-litre M116 V8 initially as the 350SL 2-seat roadster and then as the 350SLC 5-seat coupe. Subsequently the 225 hp (165 kW) 4.5-litre M117 V8 was added to the range in the 450SL and 450SLC with the 185 hp (136 kW) 2.8-litre twin-cam M110 six-cylinder from the 280E added later still. In 1978 a new all-alloy 240 horsepower (177 kW) V8 engine of 5,025 cc was developed specifically for the rally version of the SLC. Previously all 107 models used engines with alloy cylinder heads on cast iron cylinder blocks. Together with a lightweight aluminium bonnet and boot lid, the new engine also assisted in reducing the substantial weight of the big coupe and the resulting car became known as the 450SLC-5.0. Despite the light alloy block, the 5-litre engine retained the M117 designation and the remainder of the rally version of the 450SLC-5.0 differed little from the standard 450SLC, including the 3-speed torque converter automatic transmission. The month-long 30,000 km 1978 Vuelta America del Sud (Tour of South America) was chosen as the debut event for the SLC rally car. A 450SLC-5.0 crewed by Andrew Cowan and Colin Malkin won the rally with second place going to Zasada and Zembruski also in an SLC, third to Fowkes and Kaiser in a 280E and fourth to Makinen in the remaining SLC. Only about one third of all the entered cars survived the gruelling rally, however all four SLC and three of the four 280E Mercedes entered completed the event. For 1979 the 450SLC-5.0 was homologated as a Group 4 rally car with power being increased to around 300 hp (220 kW) and further weight reductions resulted from stripped-out interiors. Three-speed automatic transmission was retained as it was considered the only Daimler-Benz unit capable of withstanding the torque of the V8. Massive factory support under the leadership of Eric Waxenberger backed the effort behind several entries in the 1979 World Rally Championship. Three each 450SLCs and 280Es were entered in the African Safari Rally and SLCs driven by Bjorn Waldegard and Hannu Mikkola led for much of the event. Mikkola and Hertz finished a close second with Cowan and Syer in a 280E in fourth and Waldegard sixth. Greater success was achieved with a clean sweep of the 5,500 km Bandama (Ivory Coast) Rally with four 450SLC-5.0s driven by Mikkola, Waldegard, Cowan and Preston taking positions 1, 2, 3 and 4 respectively. Following the 1978 and 1979 successes, an even greater effort went into the 1980 season. The Portugal Rally resulted in a best of only fourth place for Waldegard and Thorszelius and it was becoming obvious the big SLC was not so suited to the shorter and tighter European rallies. In the 5,300 km Safari Rally where success was expected, rear suspension failures saw a best of third place to Vic Preston Junior in a 450SLC-5.0 using the newly introduced four-speed automatic transmission. In the Acropolis Rally the power of the 5 litre SLCs resulted in shredded tyres on the rocky roads with the highest placing again going to Preston this time down in fourteenth place. For the Rally of Argentina engine output increased to 340 hp (250 kW) despite a slight reduction in displacement to 4,975 cc. The cars became known as a 500SLC and were now homologated as Group 2. Mikkola and Hertz managed second place however two other 500SLCs suffered broken drive shafts. In the Rally of New Zealand Mikkola finished third and Waldegard fifth. In the same event Cowan suffered rear brake problems. Following a call over the radio, a helicopter was soon seen flying with an entire replacement rear axle assembly slung underneath, such was the level of factory support. The final event contested for 1980 was the Ivory Coast Rally better suited to the big fast SLC. The rate of attrition across all entrants was huge including Cowan who crashed. A total of just eleven cars finished with first to Bjorn Waldegard, second to Jorge Recalde and fifth to Vic Preston, all in 500SLCs. Not entering every event for the 1980 season resulted in Mercedes finishing fourth overall in the championship. Mercedes recruited winning driver Walter Rohrl who had been driving for Fiat in preparation for the following year. With the realisation that the SLC was just too big for the European rallies, plans were to use the similar but shorter 500SL for 1981. This was never to eventuate and the 1980 champion was left without a drive for 1981. Daimler-Benz again had a break from motor sport for a few years until the introduction of the W201 series 190E 2.3-16 destined for circuit racing, but that is another story. The 350 and 450SLC (like the 350 and 450SL) had been discontinued in 1980 with the introduction of the 380 and 500SLC. The 280, 380 and 500SLC were discontinued in 1981 with the introduction of the 126 series 380 and 500SEC coupes. A total of 62,888 SLCs had been manufactured over a ten year period of which just 1,636 were the 450SLC-5.0 and 1,133 were the 500SLC. Both these models are sought by collectors today. The SLC remains the only fixed roof Mercedes-Benz coupe based on a roadster rather than a sedan. Even today, an SLC in good mechanical condition still gives a mix of good performance, superb handling, comfort and safety, making it is easy to realise why they were a successful rally car. Following the discontinuation of the SLC, the 107 series continued initially as the 280, 380 and 500SL and then finally as the 300, 420, 500 and 560SL until 1989. This eighteen-year run makes the 107 series the longest running series produced by Daimler-Benz. Click to expand...

Slapping in another pile of links that might be duplicates. SLC Mercedes’ rally race links. Rally SLC - When Merc Took an Auto to the WRC. And Won! - MBWorld Second place to a Datsun in 1979: Kevin Kemper’s page: Mercedes 450slc 5.0 Rallye Project Mercedes-Benz SLC Wins The World Rally Championship | Mercedes-Benz Worldwide Mercedes-Benz Classic Goes Rallying in 500 SLC - MBWorld  

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1979 Mercedes-Benz 450 SLC 5.0 'Rallyewagen' | Monaco | RM Sotheby's

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• Ex-Mercedes-Benz Works rally car; one of seven built
• The car that earned Swedish rally ace Björn Waldegård the 1979 World Rally Championship for Drivers’ title
• Podium finishes at the 1979 Rallye Bandama Côte D’Ivoire and 1980 Marlboro Safari Rally; boasts more podium finishes than any other 450 SLC 5.0 built
• Competed in the 1982 and 1983 24 Hours of Spa, finishing 9th overall in the former
• Highly eligible for historic rallying and endurance racing events
• Retained by the consigning owner, a renowned collector, for more than three decades
• Featured in the April 2024 edition of Tazio Magazine

Mercedes-Benz surprised the rally world in 1977 with the announcement of the 450 SLC. Built to homologate the 450 SL for the 1978 World Rally Championship, the car was powered by a new all-aluminium 5.0-litre V-8. The special body featured weight-saving alloy bonnet and boot panels, with the rally car developed by the renowned engineer, Dr Erich Waxenberger. The doors remained steel, but it was thinner than that used on the production cars. Mercedes-Benz built 19 examples exclusively for use in international rallying, with only seven badged as a 450 SLC 5.0, each equipped with a specially developed automatic transmission.

Completed on 26 September 1979, chassis 836 was registered with the license plate “S-DV 9032”. It was fitted with a special development all-aluminium V-8 engine (40 kilograms lighter than the iron variant), supplementary cooling systems for oil and coolant, and a clever radiator that served as a grille to protect the power steering system from debris.

The car made its competition debut at the 1979 Bandama Rally Côte D’Ivoire as part of a four-car Works entry. Numbered 4, the 450 SLC 5.0 was driven by rally ace Björn Waldegård and Hans Thorszelius, who battled throughout the five-day event to place 2nd in a historic Mercedes-Benz 1-2-3-4 finish. The manufacturer became the first to win a WRC rally with V-8 power, and the first to do so with an automatic transmission. Despite finishing 2nd behind Hannau Mikkola, Waldegård beat him by a single point to become the 1979 World Rally Drivers’ Champion—the only time he would achieve such a feat.

The car’s next outing was the 1980 Marlboro Safari Rally in Kenya. Piloted by Vic Preston Jr and John Lyall, a storming performance had the pair finish 3rd in the jungle. The Rallyewagen served as a training car in Argentina later that year. In 1982, this 450 SLC 5.0 was sold by Mercedes-Benz to the Belgian race team owner Serge Beankens—commonly known as Serge Power.

Under the “Power” team, chassis 836 was modified to race at the 1982 24 Hours of Spa. The aluminium engine block was replaced with a more reliable steel variant, a twin-filler, 120-litre fuel tank was fitted, but the three-speed automatic gearbox remained. Sponsored by telecoms company Alcatel and Tuborg beer, the car wore race number 22 and a combination of Claude Bourgoignie, John Cooper, and Alain Lierneux achieved 9th overall and 8th in class at the Belgian race.

One year on, chassis 836 was fielded by Michel de Deyne’s race team in the 1983 24 Hours of Spa. Piloted by de Deyne, Marc Duez, and Hervé Regout, the car sported red and white livery sponsored by Cutty Sark Scotch Whiskey and wore the race number 12. Running as high as 4th place, unfortunately, rear axle trouble forced a retirement in the 22nd hour, but this Mercedes-Benz 450 SLC 5.0 went on to compete in some rounds of the 1983 European Touring Car Championship, notably at Zolder, where it finished 12th overall.

Serge Power sold chassis 836 in 1984—having reinstated the aluminium V-8 engine—to Dr Peter Lorenz in Koblenz, who restored the car and returned it to the period-correct 1979 Bandama Rally livery. By 1990 it was co-owned by two private individuals who sold it to the consigning private collector in the February of that year.

A copy of a German title on file notes that Mercedes-Benz Stuttgart first registered the car on 26 September 1979. Furthermore, this 450 SLC 5.0 is accompanied by a Mercedes-Benz-headed letter, dated October 1986, that verifies its period race results. The history of chassis 836 has been well recorded in many books devoted to the Mercedes-Benz brand, and the car was prominently featured in the April 2024 edition of Tazio Magazine .

With two podium finishes to its name, a Rally Drivers’ Championship title, as well both international rallying and endurance racing in its repertoire, this 450 SLC 5.0 presents what is an unrepeatable opportunity to acquire an ex-Mercedes-Benz Works rally car from excellent provenance. It would make a fine addition to any collection of serious competition cars—and a tempting proposition for those wanting to compete in historic rallying or historic endurance racing events.

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A Mercedes 450 SLC Rally Car Is About To Become Someone’s Million-Dollar Pride And Joy

As one of the 4 cars that dominated WRC's 1979 Bandama Rally Cote D’Ivoire race, this Merc is expected to be sold for up to $1.1 million

by Sebastien Bell

• The Mercedes 450 SLC 5.0 was the first rally car to win a WRC event with a V8 engine or an automatic transmission.
• This one, number 4, came in second at the rally car’s inaugural race, assisting Bjorn Waldegard win the 1979 WRC title.
• Offered for sale at RM Sotheby’s Monaco auction, it’s expected to sell for as much as $1.1 million.

Although we consider Group B the golden age of rallying, the era that preceded it was pretty good, too. This 1979 Mercedes-Benz 450 SLC 5.0 is a testament to that time’s spirit of experimentation.

As one of the four cars fielded by the automaker for the 1979 Bandama Rally Cote d’Ivoire, this particular 450 SLC, number 4, finished the race in second place, with Bjorn Waldegard and Hans Thorszelius in the cockpit. Although it is not the car that earned the important first victory, it did end up winning Waldegard that year’s world rally championship driver’s title by a single point.

Read: Six-Wheel Tyrrell P34, The Zaniest F1 Car Ever, Could Sell For As Much As $700k

The winning car, driven by Hannu Mikkola, became the first rally car to ever win a WRC race with a V8 under the hood, or an automatic transmission handling the gears.

The V8 under the hood was new then, made of aluminum for a significantly lighter weight. A specially developed automatic transmission, in addition to an alloy hood and trunk, as well as thinner steel doors, turned the 450 SLC into a serious competitor.

As one of just 19 cars built for international rallying and one of just seven officially badged as a 450 SLC 5.0, this particular example is an exceedingly special rally car. After its momentous first season of racing, it was sent straight back into the thick of it.

In 1980, it went to the Marlboro Safari Rally in Kenya , finishing third, and later that year was used as a training car in Argentina. By 1982, it was sold to Serge Beankens (aka Serge Power), who decided to remove the aluminum engine, replace it with a more reliable steel version, and take it to endurance racing.

The car ran the 1982 24 Hours of Spa driven by Claude Bourgoingnie, Alain Lierneux, and someone whose name you might recognize from another high-performance product, John Cooper , finishing eighth.

By 1984, Serge Beankens decided to put the aluminum engine back in and sell it to Dr. Peter Lorenz, who chose to restore it back to 1979 spec. Today, it sports the same livery it wore at the 1979 Bandama Rally Cote d’Ivoire.

A unique piece of Mercedes history, the car is now being auctioned off and will be sold with a wide array of documentation. Set to cross the block at RM Sotheby’s Monaco Auction, which runs from May 10 to 11, this 1979 Mercedes 450 SLC 5.0 “Rallyewagen” is expected to go for between $850,000 and $1.1 million.

Credit: RM Sotheby’s

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Capsule Review: 1980 Mercedes 450 SLC 5.0

The Mercedes-Benz 450 SLC 5.0 isn’t a dream car, because it’s obscurity and touring car blueprint is a relative buzzkill. But this Bauhaus-worthy super coupe is a homologated racer much like it’s 300 SL forefather . I’ll skip the basics to focus on unit a grey market import from a USAF officer stationed in Germany. The current owner, Leif Skare, let me drive this meticulously kept, nearly stock (period correct 15” wheels and AMG front spoiler aside) SLC 5.0 before it heads back to Europe. Perhaps the SLC 5.0 is a dream car, when viewed in the right light. In the right place.

I absorbed the scene, like a moment stolen from another decade, a different generation…

The SLC takes flight against the Menil Museum, a landmark of Houston’s thriving art scene. The prodigious C-pillar louvers match the Menil’s roof, providing visual distraction from the bulk of a freakishly long body. So long that the A-pillar rests disturbingly close to the chassis’ centerline. Which is stunning, even if the trim dimensions, pillarless hardtop, non-Federalized bumpers/headlights and charcoal gray ribbed lower trim fly under the radar. Add the 5.0 badging and durable rubber decklid spoiler and the package is right, but few onlookers fall for this coupe’s siren song.

TTAC’s Yankee readership may never see an SLC 5.0, but they already have: Ford ripped off the SLC’s rooftop louvers for their entry-level sports coupe. Which puts this car in context: an average guy in a Mustang 5.0 coupe, meeting someone far less attainable in an SLC 5.0.

It was 1980. I was a wanna-be artist exiting my Mustang, walking to the Menil. I saw her once again, a hot-to-trot socialite, with a vehicle only seen in magazines: how did she get an SLC 5.0 in America? That made her more interesting than other women in this crowd. But I sat alone, on one of the few benches in the museum, admiring the art through a crowd of nameless, faceless people. Then she walks up, looked me square in the eyes and coarsely said, “Scoot over.”

I did. Unique car aside, she’s far from an average socialite. I had to strike a conversation, albeit labored and awkward. Mercifully, she let the discussion veer to her car. Shockingly, she took me for a spin.

All the “car guy” chatter expected at this point was repackaged in a self-aware, stunningly beautiful creature: she knew the SLC 5.0’s weight reduction happens via aluminum hood, doors and engine. More surprising, she claims the lighter portals shut with a solidity found in a normal S-class, Cadillac or Jaguar. Judging from the haute couture draped over her body, she’d know better than I.

We hit the freeway discussing travel, as I admired the useless roof-mounted grab handles. As I enjoyed the German leather’s distinct fragrance and rich carpeting (even on the parcel shelf), she spoke of a restaurant in LA’s Little Tokyo district: sampling a new creation called the California Roll. Avocados in rice are a delicacy I can overlook, but the SLC 5.0’s abundant wood trim and “silver-lining” chrome accents have mass appeal. Yet her high-brow talk isn’t bragging, it’s enrichment: the same way the SLC 5.0’s interior feels more purposeful, less frivolous than the same bits in a fashionista’s SL roadster.

We spoke of music, Donna Summer and Saturday Night Fever 8-tracks resting in my 5.0 Mustang. Her Becker “Monza” compact-cassette deck retorted with esoteric Giorgio Moroder and Manu Dibango. So she mystified me, much like the SLC’s exotic seat heaters paired with power front and crank rear windows. Then we stopped. She nonchalantly told me to switch places.

I slipped behind the oversize tiller. The steering has more heft than anything I’ve driven (this is 1980!) with power steering, with more cornering poise and flexibility: swing axles and stabilizer bars keeping the rear planted and easy to rotate with a heavy right foot. While the 3-speed automatic was no sweetheart, the 5.0 had tremendous torque, a flat powerband and revved hard past 5000 rpm: unheard of in the Age of Disco. This ain’t an E-type Jag, so the SLC 5.0 is a barge in the Yank Tank tradition. I left the driver’s seat pining for an “SLC” version of my 5.0 Mustang. That arrived in 1988 via Lincoln’s Mark VII “LSC” and its 225hp 5.0-liter V8: derivative name aside, the parallels are still disturbing. Take my word for it…or not.

But please believe that dreams never last: my time with the lady and her SLC 5.0 ended as quickly as it began. I didn’t see a wedding ring, yet I’d never have her. She’s a self-made, fiercely independent bombshell that fights off men’s advances with a proverbial stick. I’ll never take a shot at her like that, even if she wanted more from our encounter. We parted in the parking lot; I followed her in my be-louvered 5.0 Mustang. No matter how I tried, her SLC 5.0 was one step ahead: I lacked the grip, thrust and brakes to match her pace. Thank goodness for dreaming of pretty women in pretty Mercedes coupes…

Big thanks to Lief Skare for the test drive, Dan Wallach for the photos and you-know-who-you-are for your time

More by Sajeev Mehta

Join the conversation

A neighbor has a very similar 450 SL. Decided it was WAY too slow (180-ish HP doesn't go far with this kind of weight to lug around). Dropped in a "built" GM 350, complete with side pipes. Slow no more, and easy(-er) to fix, to boot!

This is why the US sold W107s are not worth keeping or collecting. The standard 450SL in Europe was 220HP/280lbf torque and the all aluminum 5.0 is 240HP and 300lbf of torque. Topping out at 140mph.

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Mercedes 450 SLC 5.0 Safari Rallyewagen, the adventure of those from Stuttgart in rallies

That of taking a luxury coupe and transforming it into a rally car is something that many of us associate with the Porsche 911 Safari, but those from Stuttgart were not the only ones who played to combine these aspects. We have the proof in Mercedes 450 SLC 5.0 Rallyewagen from 1979 who achieved podiums in the Bandama Côte d’Ivoire Rally or the Kenya Safari Rally. The Mercedes 450 SLC 5.0 was developed specifically to compete in international rallies, something quite unusual for the German manuf

That of taking a luxury coupe and transforming it into a rally car is something that many of us associate with the Porsche 911 Safari, but those from Stuttgart were not the only ones who played to combine these aspects. We have the proof in Mercedes 450 SLC 5.0 Rallyewagen from 1979 who achieved podiums in the Bandama Côte d’Ivoire Rally or the Kenya Safari Rally.

The Mercedes 450 SLC 5.0 was developed specifically to compete in international rallies, something quite unusual for the German manufacturer… if we take into account that we are talking about a luxury coupe. It was powered by the 5.0-liter V8 engine , with an aluminum block and cylinder heads to save weight, among other trinkets.

A total of 19 units were built, but only seven of them were badged 450 SLC 5.0, each equipped with a three- speed automatic transmission, specially designed to withstand the rigors of rally competition.

When Mercedes launched the R107 and C107 series launched in 1971, they acquired the nickname of panzerwagen . This nickname was reminiscent of the Panzer IV tank used by the Germans in World War II, since the new model weighed its own due to its solid construction: 1,635 kg marked on the scale.

R107 was the internal designation for the convertible, while C107 was reserved for the hardtop coupé which had a slightly longer wheelbase and proper rear seats. Both had been built on a steel monocoque with front-mounted engines sending power to the rear wheels, with independent front and rear suspension.

Given the weight and design of the R107 and C107 it seems unlikely that Mercedes originally intended to race them. These were luxury vehicles and soon became commonplace in country club parking lots in the United States and Europe.

Weight was a detail that went against the cars in almost all car competitions except one: the long distance endurance rallies . These events used to reward vehicles that could take a beating day after day while covering hundreds (sometimes thousands) of miles over rough terrain.

Mercedes engineer Dr. Erich Waxenberger would spearhead the project to create the Mercedes-Benz 450 SLC 5.0, the car that would become known as the Rallyewagen. It took a standard C107 and added aluminum opening panels to help reduce weight without compromising the strength of the steel bodywork.

In addition, a new 5.0-liter V8 all-aluminium, codenamed the M117, lighter than the iron V8 block on which it was based. It was mated to a modified version of the 3-speed automatic gearbox. Safari rally versions of the car featured a modified suspension, stronger than standard and increasing ground clearance. Spotlights in the front, harnesses or a roll cage were other additions to be used in rallies.

With that 240bhp V8 and its overall robustness, the 450 SLC 5.0 scored a remarkable number of wins and podium finishes for Mercedes, including at the 3,000km Vuelta a La América del Sud, where it took top five places. In 1979 at the Ivory Coast Rally they took the top four, helped by a large support team sent from Europe. World Rally Championship (WRC) event with an automatic transmission, and the first to win with a V8 engine.

From being seen as an unfit car, to destroying. Still, the homologation, road-legal version of the 450 SLC 5.0 race (including the later 500 SLC) sold poorly, barely 2,769 units were produced. Hence, they are now the most collectible of the R107/C107 family.

If, in addition, that unit was driven by the Swedish rally legend Björn Waldegård (third in the Ivory Coast Rally in 1979 and identical position in the Kenya Safari Rally in 1980), the value is multiplied. With chassis number 836, the factory team sold it to a private individual and restored it in the 1990s. It is now up for auction and they expect to fetch between €800,000 and €1,100,000 for it.

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Property from the collection of a Gentleman Driver 1974 Mercedes-Benz 450 SLC Safari 'Paris-Peking' replica Chassis no. 10702412008413

Property from the collection of a Gentleman Driver 1974 Mercedes-Benz 450 SLC Safari 'Paris-Peking' replica Chassis no. 10702412008413

Mercedes 450 SLC Safari 'Paris-Pekin' (réplica) – 1974 Châssis n° 10702412008413 Présentés en 1971/72, les luxueux cabriolet 450 SL et coupé 450 SLC étaient extérieurement identiques à leurs frères 350 de 3,5 litres, mais leur V8 de 4,5 litres, plus puissant, leur assurait des performances supérieures. Le coupé, d'un empattement plus important, offrait deux sièges arrière et un coffre plus grand que celui du cabriolet. Leur intérieur reflétait clairement l'implication croissante de Mercedes dans la sécurité ; il se caractérisait par une planche de bord matelassée, des interrupteurs encastrés ou escamotables et un volant rembourré monté sur une colonne de direction rétractable. L'injection Bosch K-Jetronic fut généralisée en 1975, de même que l'allumage électronique et les poussoirs hydrauliques. Ce coupé de haut de gamme superbement équipé atteignait une vitesse d'environ 215 km/h. En 1977 apparut une version 5,0 litres animée par un nouveau V8 tout aluminium de 4 990 cm3, à la fois plus léger et plus puissant que le 4,5 litres existant. L'utilisation de l'aluminium se retrouvait également sur le capot, le couvercle de coffre et les roues, ce qui faisait gagner au total plus de 100 kg par rapport à l'"ancien" 450 SLC. Du fait de son moindre Cx dû à des spoilers avant et arrière, la 5.0 était plus aérodynamique que sa devancière, ce qui contribuait aussi à réduire sa consommation, un paramètre alors de plus en plus important, même pour les voitures de sport. En plus de ses nombreux succès sur piste, la Mercedes 450 SLC se montra bien adaptée aux exigences des rallyes d'endurance, si différentes. En 1978, l'usine prépara deux exemplaires pour l'édition unique de la Vuelta a la América del Sur, une manifestation d'une durée d'un mois qui emmenait ses participants sur une boucle de 7 000 km au départ de Buenos Aires, passant par Rio, Manaus, Caracas, Bogota, Lima, La Paz, Santiago et Ushuaia. Les deux Mercedes se comportèrent parfaitement, et celle d'Andrew Cowan et Colin Malkin gagna avec vingt minutes d'avance sur celle de Sobiesław Zasada et Andrzej Zembrzuski. Et ce résultat n'était pas dû au hasard, ainsi que le prouva en 1979 la victoire de la 450 SLC 5,0 litres de Hannu Mikkola au Rallye du Bandama couru en Côte d'Ivoire et lors duquel les autres Mercedes terminèrent 2ème, 3ème et 4ème. La même année, l'usine avait engagé la 450 SLC 5.0 dans le Safary Rally, mais la victoire lui échappa de peu à cause d'une rupture de suspension. La voiture pilotée par Hannu Mikkola termina toutefois 2ème. Les résultats de 1980 furent moins bons, et l'équipe d'usine fut dissoute à la fin de la saison. Cette Mercedes 450 SLC a été construite vers 2016 par les spécialistes slovaques de SLC Racing à partir d'une voiture de tourisme, en respectant intégralement la définition rallye. La voiture de base était restée immatriculée en Belgique jusqu'en 2008/2009 et avait été rachetée par SLC Racing qui voulait la transformer en la toute dernière 450 SLC 'Safari', en reprenant à la lettre la définition des voitures d'usine, y compris l'appréciable et très coûteuse suspension Reiger ; elle serait ainsi parfaite pour courir de longues épreuves telles que le Paris-Pékin. C'est dans cette optique que le moteur a été rendu compatible avec de l'essence à faible indice d'octane (RON 88). Le coût total de cette entreprise a été d'environ 160 000 €. La voiture, prête à courir toute épreuve dans le désert, est munie de ses documents d'immatriculation slovaques, de ses anciens documents d'immatriculation belges (antérieurs à sa transformation), d'un certificat de conformité délivré en 1990 par le constructeur, lui aussi antérieur à la transformation, et d'un ancien certificat de contrôle technique. 1974 Mercedes-Benz 450 SLC Safari 'Paris-Peking' replica Chassis no. 10702412008413 First introduced in 1971/72, the luxurious 450 SL roadster and 450 SLC coupé were outwardly identical to their '350' (3.5-litre) sister models, though endowed with superior performance courtesy of a more-powerful 4.5-litre V8 engine. Built on a longer wheelbase, the coupé accommodated two rear seat passengers and provided greater boot space than the roadster. Mercedes-Benz's increasing preoccupation with safety was evident in the design of the interior, which boasted a padded dash top, recessed or flexibly mounted switch gear, and padded steering wheel on a 'collapsible' column. Bosch K-Jetronic fuel injection was standardised for 1975, electronic ignition and self-adjusting hydraulic tappets being introduced at the same time. Maximum speed of this superbly equipped top-of-the-range coupé was around 215km/h. In 1977, a 5.0-litre model was introduced, powered by a new 4,990cc aluminium-alloy V8 engine that was both lighter and more powerful than the existing 4.5-litre unit. The use of aluminium extended to the bonnet, boot, and wheels, the result being a reduction in weight of over 100kg when compared to the 'old' 450 SLC. With a lower-drag bodyshell, courtesy of spoilers front and rear, the '5.0' was also more efficient aerodynamically than its predecessor, which further reduced fuel consumption, an increasingly important issue, even for sports cars. As well as numerous racetrack successes in period, the Mercedes-Benz 450 SLC proved equally suited to the contrasting demands of endurance rallying. In 1978 the factory prepared two examples for the one-off Vuelta a la América del Sur, a month-long event of some 7,000 kilometres in length that took the competitors from Buenos Aires and back via Rio, Manaus, Caracas, Bogota, Lima, La Paz, Santiago and Ushuaia. The two Mercedes performed perfectly, with the car driven by Andrew Cowan and Colin Malkin winning by 20 minutes from team-mates Sobiesław Zasada and Andrzej Zembrzuski. Proving that this amazing result was no fluke, in 1979 a 5.0-litre 450 SLC driven by Hannu Mikkola won the Bandama Rally in Côte d'Ivoire, with others finishing 2nd, 3rd and 4th. That same year the factory had used the 450 SLC '5.0' to contest the Safari Rally, only narrowly missing out on victory because of suspension breakages. Nevertheless, the car driven by Hannu Mikkola finished 2nd. Results in 1980 were less good, and the factory team was disbanded at the season's end. This Mercedes-Benz 450 SLC was built from a standard road car to full endurance rallying specification by specialists SLC Racing in Slovakia around 2016. The donor car had been registered in Belgium up to 2008/2009 and was bought by SLC Racing to transform into the ultimate 'Safari' 450 SLC with the exact same specification as the works cars, including the desirable - and very expensive - Reiger suspension, making it perfect for long-distance events such as the Paris-Peking Rally. With that in mind the engine has been built to take low-octane (88 RON) petrol. The total build cost was around €160,000. Ready for any desert challenge, the car comes with current Slovakian registration documents, its old Belgian registration documents (prior to rebuild); a manufacturer's Certificate of Conformity, prior to rebuild (1990); an old Contrôle Technique.

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Find Of The Day: A Mercedes 350 SL You Can Shift For Yourself

I f you’ve been to a classic car auction, odds are good that you’ve run across at least one of the nearly 240,000 roadsters Mercedes-Benz built between 1971 and 1989. Officially, the factory called this the R 107 platform, but Mercedes’ engineers nicknamed the cars “panzerwagens,” for their strength and the amount of steel used in their construction. Lots of SLs were sold as second — or even third — cars, and as such they tended to be babied. That, combined with abundant parts and repair support from the factory and the aftermarket, means that a good number have survived.

What’s so special about this one?

Photo: Hemmings Marketplace

Whether it’s the 350 SL, the 450 SL, the 380 SL, or the 560 SL, you can be assured that any U.S.-market car you find will have an automatic transmission, as that’s what the bosses in Stuttgart knew would sell to affluent Americans. In the home market, though, buyers could opt for a stick shift — as the original owner of this 1979 Mercedes-Benz 350 SL from the popular Make Offer section of the Hemmings Marketplace did.

There are more differences that set this car apart. The first of the R 107s sold in the U.S., the 350 SL, was actually powered by a 4.5-liter V-8. But in the rest of the world, the 350 SL had a 3.5-liter V-8, which made the same 230 hp as the larger engine, but delivered better gas mileage. Mercedes chose the 4.5-liter for the U.S. export version because it had already been certified as meeting the EPA’s emissions standards.

Imported through the ‘gray market’

Enthusiasts who wanted a three-pedal SL had to resort to the “gray market,” a reference to importation outside the official dealer network. German cars in the 1980s experienced a kind of gray market boom, as the strength of the U.S. dollar made the purchase of European goods cheaper, and some enthusiasts longed for models that were not sold here. As part of the deal, gray market cars had to be brought into compliance with federal emissions and safety requirements — sanctions that have since been relaxed.

This car appears to still have its European-market bumpers, but the headlamps are the round sealed-beams the DOT required, rather than the flush one-piece units found on cars sold over there, and turn signals have been added under the bumper. We also note the speedometer is calibrated in mph, possibly changed out by the gray-market importer, while the oil-pressure gauge is still marked “oel.”

More sporting touches

The standard wheel option would have been a 14-inch steel wheel with a painted chrome wheel cover, but this car has been upgraded with 15-inch Mahle-BBS mesh alloy wheels. The AMG four-spoke steering wheel is another period-correct upgrade. Both seem to emphasize this car’s sportier-than-you’d-expect nature.

An unusually sporty SL

It’s no exaggeration to say that the four-speed transforms the 350 SL from a relaxed grand tourer to something quite a bit more spicy. Even in the home market, stick-shift R 107s are rare, and converting a car from automatic to manual can be a wallet-slimming experience. All of that makes this Magnetite Blue Metallic roadster an appealing proposition.

You can find this 350 SL , and many other Mercedes-Benzes for sale , in the Hemmings Marketplace.

• Not Happy with the Death of the Manual Transmission? Swap One … ›
• The Manual Transmission Is (Almost) Dead, Long Live the Stick Shift … ›
• 1973-’81 Mercedes-Benz 350 SLC/450 SLC/380 SLC – Hemmings ›
• Classic Mercedes-Benz 350SL For Sale – Hemmings ›
• Classic Mercedes-Benz For Sale – Hemmings ›

The post Find Of The Day: A Mercedes 350 SL You Can Shift For Yourself appeared first on The Online Automotive Marketplace .

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Savvino-storozhevsky monastery and museum.

Zvenigorod's most famous sight is the Savvino-Storozhevsky Monastery, which was founded in 1398 by the monk Savva from the Troitse-Sergieva Lavra, at the invitation and with the support of Prince Yury Dmitrievich of Zvenigorod. Savva was later canonised as St Sabbas (Savva) of Storozhev. The monastery late flourished under the reign of Tsar Alexis, who chose the monastery as his family church and often went on pilgrimage there and made lots of donations to it. Most of the monastery’s buildings date from this time. The monastery is heavily fortified with thick walls and six towers, the most impressive of which is the Krasny Tower which also serves as the eastern entrance. The monastery was closed in 1918 and only reopened in 1995. In 1998 Patriarch Alexius II took part in a service to return the relics of St Sabbas to the monastery. Today the monastery has the status of a stauropegic monastery, which is second in status to a lavra. In addition to being a working monastery, it also holds the Zvenigorod Historical, Architectural and Art Museum.

Belfry and Neighbouring Churches

Located near the main entrance is the monastery's belfry which is perhaps the calling card of the monastery due to its uniqueness. It was built in the 1650s and the St Sergius of Radonezh’s Church was opened on the middle tier in the mid-17th century, although it was originally dedicated to the Trinity. The belfry's 35-tonne Great Bladgovestny Bell fell in 1941 and was only restored and returned in 2003. Attached to the belfry is a large refectory and the Transfiguration Church, both of which were built on the orders of Tsar Alexis in the 1650s.  

To the left of the belfry is another, smaller, refectory which is attached to the Trinity Gate-Church, which was also constructed in the 1650s on the orders of Tsar Alexis who made it his own family church. The church is elaborately decorated with colourful trims and underneath the archway is a beautiful 19th century fresco.

Nativity of Virgin Mary Cathedral

The Nativity of Virgin Mary Cathedral is the oldest building in the monastery and among the oldest buildings in the Moscow Region. It was built between 1404 and 1405 during the lifetime of St Sabbas and using the funds of Prince Yury of Zvenigorod. The white-stone cathedral is a standard four-pillar design with a single golden dome. After the death of St Sabbas he was interred in the cathedral and a new altar dedicated to him was added.

Under the reign of Tsar Alexis the cathedral was decorated with frescoes by Stepan Ryazanets, some of which remain today. Tsar Alexis also presented the cathedral with a five-tier iconostasis, the top row of icons have been preserved.

Tsaritsa's Chambers

The Nativity of Virgin Mary Cathedral is located between the Tsaritsa's Chambers of the left and the Palace of Tsar Alexis on the right. The Tsaritsa's Chambers were built in the mid-17th century for the wife of Tsar Alexey - Tsaritsa Maria Ilinichna Miloskavskaya. The design of the building is influenced by the ancient Russian architectural style. Is prettier than the Tsar's chambers opposite, being red in colour with elaborately decorated window frames and entrance.

At present the Tsaritsa's Chambers houses the Zvenigorod Historical, Architectural and Art Museum. Among its displays is an accurate recreation of the interior of a noble lady's chambers including furniture, decorations and a decorated tiled oven, and an exhibition on the history of Zvenigorod and the monastery.

Palace of Tsar Alexis

The Palace of Tsar Alexis was built in the 1650s and is now one of the best surviving examples of non-religious architecture of that era. It was built especially for Tsar Alexis who often visited the monastery on religious pilgrimages. Its most striking feature is its pretty row of nine chimney spouts which resemble towers.

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Mercedes-Benz 450 SLC

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