One of automobiledom’s longest running models, the Mercedes-Benz SL has seen generations of cultural change while remaining remarkably consistent in ethos. Although the SL moniker allegedly once stood for Sport Leicht (“sport light”), no SL has ever been particularly light, nor have any had truly focused sporting intent since the demise of the original 300SL in 1963. The subsequent cars wearing SL badges since have used a remarkably similar recipe: world-class engineering in a stylish two-door convertible package that incorporates safety, luxury, and genuine usability, especially for the mission of all-weather touring.
The cars sold well despite favoring comfort, safety, roadholding over speed and excitement, and they remain sought after today for many of the same reasons. During the second half of the 1950s and into the early 60s, the exotic 300SL was available alongside the much less expensive 190SL, which looked like a million bucks and was well made but pokey. In 1963, this gave way to the new Pagoda generation SL, which gained a fuel injected inline-6 in place of the 190SL’s carbureted 4-cylinder. The 6-cylinder engine and the car’s new chassis, Mercedes’ first designed around the radial tire, offered a combination of exceptional roadholding and adequate pace that easily outshone the 190SL, although even in period, a handful of enterprising individuals fit Mercedes V8s to the Pagoda, whose well-designed chassis was more than up to the task of handling the increased power. The 200hp 3.5 liter M116 V8 was the obvious choice, while the unhinged types selected the gargantuan 6.3 liter V8 used in the 600 limousine and 300 SEL 6.3.
Today, Mercedes’ more contemporary V8s make even more sense, particularly the M113 unit which appeared in the late 1990s. This is an engine which is extremely durable, reliable, and remarkably simple, especially for a Mercedes-Benz powerplant. It was used in a variety of models and AMG produced tuned 4.3 liter and 5.4 liter versions that offered more power and a livelier character. Also of note is that factory Mercedes 6-speed manual transmissions bolt directly up to the M113, allowing the conversion of many cars which were not available with manuals from the factory to be converted.
With this knowledge in mind, Matt Kwiek, founder of Kwiek Classics, set about performing such a swap on this Pagoda SL. Before building this car he had swapped M113s into a wide variety of Mercedes cars ranging from the W108 generation S-Class to the W123 and W124 E-Classes, as well as the W201 190E and its replacement, the W202 C-Class. In the course of doing these builds, he developed a substantial working knowledge of the various Mercedes components and how to adapt them from one car to another. He understands the biggest Mercedes brake that will fit under a 15” wheel and where to look to find the most sporty but widely available steering box ratio for his builds. He carefully recombines these ingredients into cars that provide an extremely compelling combination of OEM mechanical components with a level of performance and athleticism that is both unhinged and composed at the same time.
This particular car is the first and so far only Pagoda SL built by Kwiek Classics and was built in 2024-2025. It is powered by a naturally-aspirated 5.4 liter M113 AMG V8 from a 2002 S55, which is backed by a Mercedes 716 manual transmission. Prior to being installed, the engine was freshened with a valve job, new bearings, and new seals. The engine was originally rated at 349hp and has been upgraded with a tuned ECU and custom exhaust system so it likely delivers well in excess of that figure today. Installed in a much smaller and lighter car than an S-Class and paired with a 6-speed manual transmission, the engine delivers burnouts on command in first and second gears, as well as tremendous pace in any gear and at any RPM.
The Pagoda originally used a swing axle rear suspension design, which provided untimely and unintended positive camber and other geometry changes that made the cars somewhat frightening at the absolute handling limit for the driver not expecting oversteer. The solution in this car is perhaps its most impressive technical characteristic. A set of quick measurements confirmed that the rear track of the Pagoda is nearly identical to that of a Mercedes C209 CLK from the early 2000s, so the mounts to retrofit the entire rear subframe from a CLK were fabricated on the Pagoda’s chassis. The rear suspension design of the CLK is thoroughly modern 5-link design first pioneered by Mercedes on the 190E in the 1980s and still represents a state of the car suspension design today. Fitting it to this car required a great deal of engineering and fabrication but the result is a car that is transformed in its sure-footedness and ability to put down power, which is extremely welcome in this car given its powertrain. A limited slip Quaife differential with 2.82 final drive ratio was fitted as well.
The original front suspension design of the Pagoda is more contemporary and was freshened and rebuilt, including the steering box. In an iterative process to dial the car’s handling, at least four combinations of shocks and springs were tried in order to dial the car’s handling balance and provide a coherent feel to both front and rear suspension. These changes and refinements occurred over the course of nearly 8,000 miles since the car’s completion. The front brakes are W126 560SEL components, which required fabricating custom billet front hubs, while the rears are from the CLK. Power brake boost is provided by a BMW hydroboost unit due to its compact dimensions.
Beyond the 5.4 liter AMG M113 and 6-speed Mercedes manual gearbox, the powertrain was rounded out with a lightweight flywheel, organic clutch which is progressive in its operation and reasonable in its weighting. A custom driveshaft joins transmission with differential. The exhaust system is comprised of custom tubular headers backed by a full custom fabricated stainless steel exhaust system which ends discreetly with a pair of exhaust tips in the same location and in approximately the same size as the original exhaust tips. This is in keeping with the car’s philosophy of appearing as stock as possible, which extends to the car’s interior where the original instruments have been retained, as has the original delicate factory shift lever. The goal, according to Kwiek, was that the car should not visually betray what lies beneath its skin and it does an admirable job of that. The wheels are powdercoated European market 15” steel wheels, just an inch larger than the car’s original wheels.
The early production 230SL was purchased as a non-running project and did not receive any cosmetic restoration during its conversion and thus has a charming slightly scruffy character. The car wears an older respray that shows aging and wear in plenty of places, although it has reasonable shine and the overall patina of the car is quite charming. The body is structurally excellent. In the course of the car’s build, only two areas of corrosion were noted, a small area in the floor, which was patched with new metal, and one of the bumper mounts, which was also corrected with new metal. The chrome and brightwork are in good shape with some light pitting in some areas but is straight and free of any corrosion worth noting. A pair of European headlamps was added, as was a removable decal set which pays homage to the factory entered 230SL that won the grueling 5,500 kilometer 92 hour Spa-Sofia-Liege rally in 1963. Of 129 cars entered, just 20 finished, and it was the factory entered early production red 230SL that won. The black steel wheels are also an homage to this significant rally car.
The interior of the car features Cobra bucket seats mounted on custom brackets. The instruments are in good shape, while the brightwork has some light to moderate pitting. The wood shows some aging while the upholstery on the door panels and dashboard are in good shape. The carpets are in similar condition. The wood trim inside the hardtop shows plenty of aging and is ready to be restored or replaced. The soft top was replaced with a new black canvas one and is in excellent order.
The driving experience of the car is an absolute revelation. When new, these were among the highest quality cars available, which is great news because with this level of power, a structurally deficient or otherwise marginal car would be more terrifying than enjoyable. This car is terrifying but only in good ways which are the result of its power to weight ratio. The car feels coherent, sorted, controllable, and not overpowered, despite being able to lay rubber at will. While it does lay rubber, it does so in a controllable, amusing way that gives the driver the confidence to play with the car as a willing and competent partner rather than a death trap. In that sense, the car feels quite modern, an impression that is enhanced by the fuss free operation of the powertrain thanks to its modern fuel inject. Most of the rest of the car is charmingly vintage in all the right ways, offering a very compelling combination of all the parts of vintage cars that make them enjoyable, with a level of modernity that actually makes the car an ideal daily driver.
The car’s duality and usability make it extremely compelling. It offers the charm and sense of occasion of an old car coupled with face melting pace, and a sure-footedness and reliability that is quite contemporary. The car still looks and feels fundamentally vintage unlike many older cars which have been modified, and its cosmetic patina only serves to reinforce this impression.
