A New Pagoda, Sir?
IT COULD BE THE PERFECT USABLE CLASSIC - ESPECIALLY IF IT'S BEEN RESTORED LIKE NEW
Journalist: Glen Waddington, Octane Magazine Photography: Shawn Eastman, Hemmels
TOUGH. BRISK. USABLE in modern traffic. Yet so much more stylish than anything on sale new. Is a Pagoda the perfect classic for modern-day use? Could be. Of course, you'd be brave to rely daily on something that, at its youngest, is approaching 50 years old. If only the clock could be turned back, somehow.
Glen Waddington (blue shirt) getting the VIP tour from Hemmels Head of Operations, Iain Wood.
Restoration is nothing novel, we know that. But sometimes it goes further, so it's an improvement on new. That's the philosophy at Mercedes-Benz specialist Hemmels, based in Cardiff and established in 2016.
There is a workforce of 52, all busy on a range of cars, each of which, by completion, will have been through a 52-week programme that starts with a strip-down, with each part catalogued before (where necessary) being replaced. And all replacement parts come direct from Mercedes-Benz itself.
“Even new brightwork is rechromed”
As a matter of course, those replacements include body panels, floorpans, brakes, brake lines, fuel lines, all glass, springs, dampers, a specially designed and sourced stainless steel exhaust, all rubber seals, bushings and so on. Even new brightwork is rechromed. Engine and transmission rebuilds are carried out in-house, as are trim and paint.
As an example, Hemmels has developed its own leather-wrapped sunvisors, which are far more visually appealing than the moulded foam ones of the standard car.
“There’s an improvement to the engine”
The parts shop's computers are connected directly to Mercedes-Benz's own warehouse database, to guarantee supply, and each car is built to client specification, which could be as factory-original or with a choice of non-standard colours and trim options, to more radical changes such as moving the seat back to accommodate a taller client.
Improved drainage channels and metal coating make for superior corrosion protection than was available in 1960s Stuttgart, and Hemmels has designed and developed its own oil seals for the engine.
The cars don't differ radically in spec from standard, though. After trying different suspension settings and brake upgrades, it was found that original is actually best — so long as everything is set-up exactly right. But there is an improvement available for the engine.
The HEC engine upgrade brings additional horsepower with electronic fuel injection and ignition. It's sympathetically added, so the aesthetics of the engine are maintained as the electronic fuel injection is discreetly housed within the original mechanical unit, while the electronic ignition is located inside the distributor cap. For accuracy, timing is taken from the crankshaft pulley. The aim is not wild performance, but stronger mid-range urge and cleaner running.
The company specialises only in the 190SL, 280SL and 300S1.4 Gullwing, though the majority of its throughput is Pagodas — 32 will have left Hemmels during the 12 months up to the end of 2019. The price is fixed at the beginning according to options and bespoke work, and averages £300,000 for a reborn 280SL. Not cheap, but Hemmels sees its rivals as Brabus, Kienle and Mercedes-Benz itself.
From the workshop I'm shown into a 1969 280SL, back for its shakedown service and warranty check after a summer spent being driven 5000 miles around Europe. It's resplendent in still-flawless china blue, the chrome deep and lustrous, shutlines still tight, the doors clicking shut just right, switch actions crisp. It starts on the button and settles to an assertive idle.
“...it feels taut and easy...”
Manoeuvring and pulling away, I notice how the gearshift wand lines up exactly with the positional letters, and that the straight-six just wants to rev. Sure, it feels period, with that buoyant ride, light, low-geared steering, and the swishing soundtrack, but it feels taut and easy too. No vagueness. No rattles. No wandering. Acceptable roll, especially given the comfort of the ride. Brakes that feel progressive and pull you up in lurch-free fashion, easily able to haul you back from a brisk cruise. As you'd imagine a 280SL would have kit as you drove it from the showroom 50 years ago.
Newborn, indeed.
(c) Glen Waddington, Octane Magazine , 2018
