Mercedes-Benz W108

Mercedes-Benz W108

The Mercedes-Benz W108 and W109 were luxury cars built by Mercedes-Benz from 1965 through 1972. The line was an update of the predecessor W111  and W112 fintail sedans. The cars were successful in West Germany and in export markets including North America and Southeast Asia. During the seven-year production run, a total of 383,361 units were assembled

Car evolution

The car's predecessor, the Mercedes-Benz W111 (produced 1959-1971) helped Daimler develop greater sales and achieve economy of scale production. Whereas in the 1950s, Mercedes-Benz was producing hand-assembled 300s and 300SLs along with conveyor assembled Pontons (190, 190SL and 220) etc., the fintail (German: Heckflosse) family united the entire Mercedes-Benz range of vehicles onto one automobile platform, reducing production time and costs. However, the design fashion of the early 1960s changed. For example, the tail fins, originally intended to improve aerodynamic stability, died out within a few years as a fashion accessory. By the time the 2-door coupe and cabriolet W111s were launched, the fins lost their chrome trim and sharp appearance, the arrival of the W113 Pagoda in 1963 saw them further buried into the trunk's contour, and finally disappeared on the W100 600 in 1964.
The upgrade of the W111 began under the leadership of designer Paul Bracq. Although the fins' departure was the most visible change, the W108 compared to the W111 had a lower body waist line that increased the window area, (the windscreen was 17 percent larger than W111). The cars had a lower ride (a decrease by 60 mm) and wider doors (+15 mm). The result was a visibly new car with a more sleek appearance and an open and spacious interior.
The suspension system featured a reinforced rear axle with hydro-pneumatic compensating spring. The car sat on larger wheels (14”) and had disc brakes on front and rear. The W109 was identical to the W108, but featured an extended wheelbase of 115 mm (4.5 in) and self-levelling air suspension. This was seen as a successor to the W112 300SEL that was originally intended as an interim car between the 300 Adenauer(W189) and the 600 (W100) limousines. However, its success as "premium flagship" convinced Daimler to add a LWB car to the model range. From that moment on, all future S-Class models would feature a LWB line.
Although the W108 succeeded the W111 as a premium range full-size car, it did not replace it. Production of the W111 continued, however the 230S was now downgraded to the mid-range series, the Mercedes-Benz W110, and marketed as a flagship of that family until their production ceased in 1968. The W108 is popular with collectors and the most desirable models to collect are the early floor shift models with the classic round gear knob and the 300 SEL's.

The initial range

The car was premièred at the Frankfurt Auto Show in 1965. The initial model lineup consisted of three W108s: 250S, 250SE, and 300SE, as well as a sole W109, the 300SEL. Engines for the new car were carried over from the previous generation, but enlarged and refined.
The 250S was the entry-level vehicle fitted with a 2496 cm³ Straight-six M108 engine, with two dual downdraft carburettors, delivering 130 bhp (97 kW) at 5400 rpm which accelerated the car to 100 km/h (62 mph) in 13 seconds (14 on automatic transmission) and gave a top speed of 182 km/h (177 on auto).
The 250SE featured an identical straight-six, but with a six-plunger fuel injection (designated M129) with performance improved to 150 bhp (110 kW) at 5500 rpm, which decreased 0-100 acceleration by one second and increased top speed by 11 km/h (7 mph) for both manual and automatic versions.
Both the 300SE and 300SEL came with the M189 2996 cm³ engine, originally developed for the Adenauers. It had a modern six-plunger pump that adjusted automatically to accelerator pedal pressure, engine speed, atmospheric pressure, and cooling water temperature, to deliver the proper mixture depending on driving conditions. Producing 170 bhp (130 kW) at 5,400 rpm the cars could accelerate to 200 km/h (195 km/h with automatic transmission) and reach 100 km/h (62 mph) in 12 seconds. The cylinder capacity of the three litre Mercedes engine was unchanged since 1951. From 1965 to 1967, fewer than 3,000 W109s were produced. However, approximately 130,000 of the less powerful 250 S/SE models were built during the first two years of the W108/109's existence. By 1967 the fuel consumption of the 3 litre unit in this application was becoming increasingly uncompetitive.
The new generation

During the winter of 1967/1968 Daimler launched its new generation family of vehicles, called Stroke eight for the model year. The headline was the new W114 and W115 family, built on a new chassis, but the existing models were given an upgrade with a single engine, the 2778 cc M130.
The W108 now included 280S and 280SE, with production starting in November 1967. These replaced the 250S, 250SE and 300SE, however production of export-designated 250S would continue until March 1969. For the W109, the 300SEL finally retired the M189 engine, and received the identical 2.8 M130. In January 1968, the model line was joined by yet another car, the 280SEL. The car had the longer wheelbase of the W109, but lacked the pneumatic suspension and other features of the 300SEL. Hence the chassis code remained W108.
Performance on the cars improved. On the 280S the two downdraft carburettors produced 170 hp (130 kW) at 5200 rpm and could push the car to 185 km/h (180 on auto), whilst 0-100 was done in 12.5 seconds. The fuel-injected delivered 160 hp (120 kW) at 5500 rpm, and featured a new pump which was not affected by temperature or altitude. Thanks to the air oil filter and better arrangement of cylinders, cooling and hence economy improved. Performance of the 280SE, 280SEL and 300SEL was all but identical, a top speed of 190 km/h (185 on auto) and a 0-100 acceleration in 10.5 seconds for the W108s, the W109 due to its larger weight, took slightly longer, 12.2 seconds.

The 6.3

Back in 1964, Mercedes-Benz launched its top-range W100 limousine which featured a SOHC 6.3 litre V8 engine. However the limited hand-assembly of the limousine and its very high price limited the sale of the car, whilst the size and weight affected performance. In 1966 company engineer Erich Waxenberger transplanted the big V8 into a standard W109, creating the world's first Q-car.
Despite the large size of the W109, the automaker claimed 0-62 mph (0–100 km/h) time of 6.3 seconds. Full-scale production began in December 1967. Claimed as the fastest production sedan (top speed of 229 km/h), the 300SEL 6.3, held this title for many years. West Germany's stringently applied trade description laws and figures resulted in these figures being under quoted. The 6.3 also introduced a new numbering scheme, whereby the model name described the parent model and the engine displacement was separate. This nomenclature was used by Mercedes-Benz until the introduction of the class system in 1993.
Later models

The 300SEL 6.3 was a special model and production of the fuel-thirsty M100 engines was limited. As new models were being developed the export markets had to be considered, and the United States in particular. The American car production by the late 1960s has largely switched to Big-block V8 powered cars, and Mercedes-Benz had to produce its own eight-cylinder engine to stay competitive.
The new engines arrived in late 1969, and the first was the 3499 cc M116 V8 with Bosch electronic fuel injection, producing 200 h.p, was fitted to the W109, and shown on the Frankfurt Auto Show. The car was christened as the 300SEL 3.5. Its performance included a top speed of 200 km/h (124 mph) and 0–100 km/h in 10 seconds. During summer of 1970, the M116 was added to the W108 lineup on both regular and LWB, the 280SE 3.5 and the 280SEL 3.5 respectively.
The next year saw further retirements of the Pontons, the 2-door W111s and the W113 pagoda roadsters were phased out of production. This left the W108 and W109 as the sole survivors of the ageing family. However the arrival of the big-block 4520 cc 225 hp (168 kW) M117 engine allowed for a final set of vehicles to be launched in the spring of 1971, the W108 280SE 4.5 and 280SEL 4.5 and the W109 300SEL 4.5. This, was destined solely for the US market. Performance improved, top speed - 205 km/h, 0-100 - 9.5 seconds.
However as the mainstream V8 models were being introduced, production was already drawing to a close, the straight-six 300SEL was finished in January 1970, and in April 1971 the 280SEL followed. The 280SE 3.5 and 280SEL W108s were retired in summer of 1972. In September the last 300SEL 3.5 and the 6.3 rolled off the conveyors. A month later, the final 300SEL 4.5 ended the W109's output, and in November saw the final models of the W108 280SE and 280SEL 4.5s end a seven-year history.

 

Mercedes-Benz W111

Mercedes-Benz W111

The Mercedes-Benz W111 was a chassis code given to its top-range vehicles, including 4-door sedans, produced from 1959 to 1968, and 2-door coupes and cabriolets from 1961 to 1971. The W111, was initially attributed only to 6-cylinder cars with 2.2-litre engines. The luxury version with big-block 3-litre engines were given the chassis code W112. The entry-level vehicles with 4-cylinder engines were called W110. All three versions W110, W111, and W112, in both 2- and 4-door bodies, were built on an identical chassis.

Design History

Mercedes-Benz emerged from World War II as an automaker in the early 1950s with the expensive 300 Adenauers and the 300SL roadsters that gained it fame, but it was the simple unibody Pontons that were the volume models.
Work on replacing these cars began in 1956, and the design focused on passenger comfort and safety. The basic Ponton cabin was widened and squared off, with larger glass area improving driver visibility. A milestone in car design were front and rear crumple zones that would absorb kinetic energy from impact. The automaker also patented retractable seatbelts.
The exterior was designed for the European and North American markets. The body was modern and featured characteristic tailfins that gave the models their nickname

Production history

The sedan

Series production of the 4-door sedan began in August 1959, and the car was premiered at the Frankfurt Auto Show in autumn. Initially the series consisted of three models the 220b, 220Sb, and the 220SEb. These replaced the 219 W105, the 220S W180 and the 220SE W128 Ponton sedans respectively. The 220b was seen as a budget version lacking the extra chrome trims on the exterior, and having more simple wheel hub caps, interior trim and even pockets on doors. The prices for the three cars was 16,750, 18,500 and 20,500 in Deutsche Mark respectively. Production ratio was roughly at a rate of 1:2:1.
Powering the three cars was an identical 2195 cc straight-six engine, carried over from the previous generation, producing 95 hp (71 kW) at 4800 rpm, and capable of accelerating the heavy car to 160 km/h (155 if fitted with optional automatic gearbox). The engine of the 220Sb with twin carburettors, produced 110 hp (82 kW) at 5000 rpm and raised the top speed to 165 km/h (103 mph) (160 km/h (99 mph)) and improved the 0–100 km/h acceleration to 15 seconds (16 on the 220b). The top range 220SEb featured Bosch fuel injection producing 120 hp (89 kW) at 4800 rpm, with top speed of 172 km/h (107 mph) (168 km/h (104 mph) for auto) and a 0–100 km/h in 14 seconds.

220Sb Mercedes-Benz

In 1961, the fintail range was filled with three new models, a simplified 4-cylinder W110, an identical, but fitted with a big-block 3-litre engine W112, and a 2-door coupe/cabriolet of the W111/W112 (see below). Though never attributed as part of the fintail family, the Mercedes-Benz W113 Pagoda roadster was designed as an identical modernisation of the 190SL Ponton, and came about in 1963.

220Sb Mercedes-Benz

In summer 1965, production was terminated in launch of the new Mercedes-Benz W108 sedan. A total production of each was: 220b - 69,691, 220Sb - 161,119, and 220SEb - 65,886. Earlier in May, Mercedes-Benz gave its budget-range W110 cars a major facelift and in doing so opted to continue producing the W111 as a new model 230S. Previously the W110 was separate in terms of marketing and was classed as a 4 instead of 6-cylinder, 1965 turned that around. Despite their visual differences the cars were practically identical in terms of chassis and drivetrain. In 1965 the W110 was equipped with a six-cylinder engine, creating the model 230. The 230S, became a flagship model of the Mercedes mid-range cars (predecessors to today's E-class).
The 230S was visually identical to the 220S, with a modernised 2306 cm³ M180 engine with twin Zenith carburettors producing 120 horsepower (89 kW) at 5400 rpm. Top speed 176 km/h (109 mph) (174 km/h (108 mph) on auto), acceleration 13 seconds (15 on auto). In this final configuration a total of 41,107 cars were built through January 1968, when the last of 4-door fintails left the production line. Between 1959 and 1968 a total of 337,803 W111s were built.

The two-door

Mercedes-Benz 280SE coupe (US)

The fintails were almost gone on two-door versions

Design of a replacement for the two-door Pontons began in 1957, as most of the chassis and drivetrain were to be unified with the sedan, the scope was focused on the exterior styling. Some of the mockups and prototypes show that Mercedes-Benz attempted to give the two-door car a front styling almost identical to what would be realised in the Pagoda roadster, but ultimately favoured the work of engineer Paul Bracq. The rear bodywork however, persisted, and thus, though officially still called a fintail the rear end design had no chrome fin highlights.
Production began in late 1960, and in February of the next year the coupe was premiered in Stuttgart for the 75th anniversary of the opening of Mercedes-Benz Museum. The convertible followed at the Frankfurt Auto Show a few months later; the car was almost identical to the coupe, with the soft-top roof folded into a recess behind the rear seat and covered by a tightly fitting bag. Unlike the previous generation of two-door ponton series, there was only one model for the 2-door vehicle, the 220SE on both versions, with the identical M127 2195 cc engine. Prices in 1962 were 32,500 for the coupe and 36,000 NLG for the cabriolet. Options included a sliding sunroof for the coupe, automatic transmission, power steering, and individual rear seats.

220SE Mercedes-Benz

In March 1962, Mercedes-Benz released the almost identical two-door 300SE. However, due to marketing reasons, this car, like its sedan stablemate, was kept apart from the 220SE, and had its own chassis number W112, which envisioned it as a successor to the W187 300S two-door series, rather than the Ponton range. The car was featured with a chrome strip, air suspension and Daimler's top-range 2996 cm³ M189 engine. For prices of 45,000 and 48,500 for the hard and soft roofs respectively, this vehicle remained split from the rest of the W111 family.
In summer of 1965 Mercedes-Benz launched its new replacements for both W111 and W112 sedans, the W108 and W109 respectively. In a bizarre twist of fate, this car's design was based on the W111 coupe, but widened and squared off, as the fintail fashion was quickly eroding by the mid 1960s. Design work on a future new chassis that would fully replace the Ponton-derivatives which both W111/W112 and W108/W109 were, was well under way (the concept car of the first S-Class was shown in 1967). Given these two facts, Daimler did not develop a W108/W109 two-door vehicle at all and continued production of the W111/W112. However both models were modernised; the 220SE was superseded in early autumn by the 250SE which featured the new 2496 cm³ M129 engine, producing 150 horsepower (110 kW) at 5500 rpm, which gave it a significant improvement in top speed, 193 km/h (120 mph) (188 km/h (117 mph) on auto), and 0–100 km/h acceleration 12 seconds (14 on auto). Visibly the changes only affected the new 14-inch rims with new hub cabs and beauty rings; this was to accommodate the larger disk brakes and the new rear axle from the W108 family.
In November 1967, the 250SE was superseded by the new 280SE. The new M130 engine had 2778 cubic centimetres volume, and output 160 hp (120 kW) at 5500 rpm. Top speed was hardly affected, the acceleration though improved to 10.5 seconds (13 on auto). Inside the car received a wood veneer option on the dashboard and other minor changes including door lock buttons and different heater levers. The hubcaps were changed yet again to a new one piece design and the design of the exterior mirror changed. The 300SE, based on early 1950s M189, was also retired. The modern 280SE could outperform the 300SE despite the smaller engine.

Mercedes-Benz upgraded the W111, some feature a V8 engine

The coupe and cabriolet was back to a single model until its replacement, the new-generation chassis in 1968.
A final model was added in August 1969 the 280SE 3.5. The car was fitted with the brand-new M116 3499 cc V8 engine with 200 hp (150 kW) at 5800 rpm, a top speed of 210 km/h (130 mph) (205 km/h (127 mph) on auto) and a 0-100 at 9,5 seconds (11,5 on auto). To accommodate the large engine, the car's front grille was widened and front and rear bumpers were modified with the addition of rubber strips. The rear lenses changed to a flatter cleaner design. This change was carried across the standard 280SE. Some view this car as an ideological successor to the W112 300SE, though it lacked the air suspension.

280SE Mercedes-Benz

There were plans to place the larger M117 V8 engine on the W111 (the model would have been called 280SE 4.5).
The last 280SE was produced in January 1971, with the 280SE 3.5 ending in July. The total production over the decade was: 220SEb - 16,902, 250SE - 6,213, 280SE - 5,187, and 280SE 3.5 - 4,502 units. Not including 3,127 W112 300SE models, the grand total of 2-door W111 models was 32,804 of which 7,456 were convertibles.
The replacement for the 2-doors models was the C107 SLC, focusing on compact sportiness. Moreover for nearly two-decades the convertible would disappear from Mercedes-Benz's lineup altogether (only in 1992 will Daimler launch the A124).

Mercedes-Benz W110

Mercedes-Benz W110

The W110 "Fintail" (German: Heckflosse) was Mercedes-Benz's line of midsize four-cylinder automobiles in the mid-1960s. The line was introduced with the 190c and 190Dc sedan in April, 1961,replacing the W120 180c/180Dc and W121 190b/190Db. The W110 line was refreshed in July, 1965 to become the 200 and Diesel 200D (model year 1966 for North America); at the same time, a six-cylinder 230 (successor to the Mercedes 220) became part of the W110 line. Production lasted just three more years, with the W115 220 and 220D introduced in 1968. The W110 and the 6 cylinder W111 were the first series of Mercedes cars to be extensively crash tested for occupant safety.

First Series (1961-1965)

The 190c and 190Dc replaced the W120 180c/180Dc  and W121 190b/190Db as Mercedes-Benz's line of less-expensive four-cylinder sedans. The "D" denoted a Diesel engine, a technology pioneered by Mercedes-Benz and championed despite widespread derision in the motoring press. The body was derived from the W111 series but with a 145mm shorter nose and rounded headlights (which gave a similar front-end appearance to the W120/121 ponton models). The rear end was identical to the W111 220b (the 220b was the base model of the W111 series). The interior layout and dimensions were also identical to the W111 220b, but with fewer options such as fixed-back seats and bakelite trim on the dashboard (as opposed to timber in the W111 models). Because the 190c and 190Dc models were basically a W111 220b with a shorter front, they offered the same interior and luggage space as the W111 series but with smaller and more fuel efficient engines. This made them extremely popular with taxi drivers.Production of the 190Dc exceeded that of the petrol engined 190c by nearly 100,000 units.

Second Series (1965-1968)

The second series of 4-cylinder cars lasted just a few years. Production of the new 200, 200D and 230 models commenced in July, 1965,at the Sindelfingen plant. The 200 and 200D replaced the 190c and 190Dc models respectively. The engine in the 200 had the bore increased from 85 to 87mm giving a 1988 cc displacement and was fitted with twin carburetors (the 190c had a single carburetor). The OM621 diesel engine in the 200D was essentially identical to that of the 190Dc (which was actually a 1988 c.c. unit despite the car being labelled as a '190') but was improved by using a five main bearing crankshaft instead of the original three. Visually, the second series models had the front indicators relocated from the top of the front fenders to below the headlights. At the rear, the tail lights were enlarged and squared off and the chrome trim was revised (including the removal of the chrome trim from the trailing edge of the tailfins). All models now featured air outlets with chrome trim on the C-pillars (identical to the W111 models). Inside, there were very few changes except all models now featured reclining front seats (previously an option on the 190c and 190Dc) and the 230 had a central armrest in the back seat as standard. In the later half of 1967 the interior door handles and dashboard switchgear were upgraded to match that of the W108/114/115 series cars.All three of the W110 second series cars ended production in January 1968 with the introduction of the W115 220 and 220D.

Mercedes-Benz 190SL

Mercedes-Benz 190SL
The Mercedes-Benz 190SL is a two-door grand touring convertible with an optional removable hardtop that was produced by Mercedes-Benz between May 1955 and February 1963. A prototype was first shown at the 1954 New York Auto Show.
The 190SL was sold alongside the faster, more expensive Mercedes-Benz 300SL, which it closely resembled both in its styling, engineering, detailing and fully independent suspension, both cars having double wishbone suspensions at the front and swing axles at the rear. However, the 190SL did not use the 300SL's purpose-built tubular spaceframe W198 platform, but was built on a shortened and monocoque R121 platform that modified from the W121 small saloon.
The 190SL was powered by a new, slightly oversquare 1.9 L straight-four SOHC engine (Type M121 BII), that developed 105 PS (77 kW; 104 hp) (or 120 gross hp) that earned itself a reputation for not running that smoothl mostly due to the difficulty in properly synchronising the twin-choke dual Solex carburetors, and that, in detuned form, was later also used in the W120 180 and W121 190 models. The four-cylinder engine block of the 190SL was based on the six-cylinder engine of the 300 SL.^[4] The 85 mm bore was transferred unchanged from the larger engine to the smaller, although the stroke for the 190 SL was reduced from 88.0 mm to 83.6 m The car was available either as a soft-top convertible (initially priced at DM 16,500/US$ 3,998) or with removable hardtop (DM 17,650/$ 4,295). Optional was a third-passenger transverse seat that could even fit an adult. During its first years the 190SL was available as a sports-racing model with small perspex windscreen and spartan one-piece leather covered bucket seats and aluminum doors, although any competition aspirations were modest. In 1959, the hardtop's rear window was enlarged.
Both the 190SL and the 300SL were replaced by the Mercedes-Benz 230SL in 1963.

 

Mercedes-Benz 300SL

Mercedes-Benz 300SL

The Mercedes-Benz 300SL was the first iteration of the SL-Class grand tourer convertibles and fastest production car of its day. Internally numbered W198, it was introduced in 1954 as a two-seat sports car with distinctive gull-wing doors and later offered as an open roadster.
Built by Daimler-Benz AG, the fuel-injected production model was based on the company's highly successful yet somewhat less powerful carbureted 1952 race car, the Mercedes-Benz 300SL (W194).
The idea of a toned-down W194 tailored to affluent performance enthusiasts in the booming post-war American market was suggested by Max Hoffman. As such, it was introduced at the 1954 New York Auto Show rather than the Frankfurt or Geneva shows at which other Mercedes models made their debuts. The "300" in its name referred to its three litre engine displacement, and "SL" stood for "Sport Leicht" (Sport Light).
The 300SL was best known for its distinctive gull wing doors, first-ever consumer fuel-injection, and world's fastest top speed. The gull wing version was available from March 1955 to 1957, the roadster from 1957 to 1963. It was followed in the Mercedes line by the 230SL

A race car for the street

New York Mercedes distributor Max Hoffman, Daimler-Benz's official importer in the USA, suggested to Daimler-Benz AG management in Stuttgart that a street version of the 300SL would be a commercial success, especially in America.
The racing W194 300SL was built around a tubular chassis to offset its relatively underpowered carbureted engine. Designed by Daimler-Benz's chief developing engineer, Rudolf Uhlenhaut, the metal skeleton saved weight while still providing a high level of strength. Its unique architecture gave birth to the model's distinctive gull-wing doors, as part of the chassis passed through what would be the lower half of a standard door. Even with the upward opening doors, the 300SL had an unusually high sill, making entry and exit from the car's cockpit problematic. A steering wheel with a tilt-away column was added to improve driver access.
The 300SL's body was mainly steel, except for the aluminum hood, doors and trunk lid. It could also be ordered with an all-aluminum outer skin at tremendous added cost, saving 80 kg (176 lb).
More than 80% of the vehicle's total production of approximately 1400 units were sold in the US, making the Gullwing the first Mercedes-Benz which sold in considerable numbers outside its home market and confirming the validity of Hoffman's suggestion. The 300SL is credited for changing the company's image in America from a manufacturer of solid, but staid, automobiles to that of a producer of sporty cars.

First direct injection


The 300SL's engine, canted at a forty-five-degree angle to the left to allow for a lower hoodline, was the same 3.0 litre straight-6 as the regular four-door 300 tourer. Fitted with a Bosch mechanical Gasoline direct injection system it had almost double the power of the original 86 kW (115 hp) carbureted version.
While not the first fuel-injected car - Mercedes engineers who had developed the principle for the DB 601 fighter aircraft engine had used fuel injection in the tiny 2-stroke Gutbrod they had designed after the War - it was the first to inject fuel directly into the cylinders. This innovation allowed a top speed of up to 260 km/h (161 mph) depending on gear ratio and drag, making the 300SL the fastest production car of its time.
The engine's maintenance requirements were high. Unlike the current electrically powered fuel injection systems, the mechanical fuel pump would continue to inject gasoline into the engine during the interval between shutting off the ignition and the engine's coming to a stop; this gasoline was of course not burned, and washed the oil from the cylinder walls and ended up diluting the engine's lubricating oil, particularly if the engine was not driven hard enough nor long enough to reach a temperature high enough to evaporate it out of the oil.
Exacerbating the problem were the large oil cooler as well as the large volume of oil (10 liters), both oriented more to racing than to street driving, which virtually guaranteed that the oil would not reach a high enough temperature. In practice, many street drivers would block off airflow through the oil cooler, and the recommended oil change interval was 1,000 miles (1,600 km). Operation of the clutch was initially very heavy, later roadsters having an improved clutch arm helper spring which reduced the pedal force. From March 1963 to the end of production, a light alloy crankcase was used on a total of 209 vehicles.
Aerodynamics played an important role in the car's speed, Mercedes-Benz engineers even placing horizontal "eyebrows" over the wheel openings to reduce drag. Unlike many cars of the 1950s, the steering was relatively precise and the four-wheel independent suspension allowed for a reasonably comfortable ride and markedly better overall handling. However, the rear swing axle, jointed only at the differential, not at the wheels themselves, could be treacherous at high speeds or on imperfect roads due to extreme changes in camber. The enormous fuel tank capacity caused a considerable difference in handling depending on the quantity of fuel on board

Racing history

In 1952, the original 300SL (model Mercedes-Benz W194)scored overall wins at the 24 Hours of Le Mans, in Bern-Bremgarten, in the sportscar race of the Eifelrennen at the Nürburgring, and in Mexico's Carrera Panamericana. It also managed second and fourth places at its first outing, the Mille Miglia in 1952.
These successes, especially those on the high speed open road races, were rather surprising as the engine then was fitted only with carburetors, producing 175 hp (130 kW), which was not only less than the competing cars by Ferrari and Jaguar, but also less than the road car of 1954. Low weight and low aerodynamic drag made the 300SL fast enough to be competitive in endurance races.
 

The Mercedes-Benz 300 SLR (W196S)

The Mercedes-Benz 300 SLR (W196S)

Technical highlights

Despite the misleading name, the Mercedes-Benz 300 SLR was based neither on the famous 1954 300SL (W198) Gullwing road car, nor the earlier 1952 (W194) race car, although it bears a strong resemblance to both (including, in the coupe version, the distinctive 'gullwing doors'). Instead, it was based on the 1954–1955 Formula 1 Mercedes-Benz W196 race car; it was Mercedes' marketing department, considering 'W196S' an uninspiring name, who ordered the name '300 SLR'. It is generally accepted that this name references the car's lightweight construction as 'Sport Leicht Rennen'.
The car was designed by longtime Mercedes designer Rudolf Uhlenhaut. It was a front-mid-engined design (where the engine block is squarely behind the front axles), in order to give a more neutral front/rear weight distribution. It used a spaceframe chassis and magnesium-alloy (Elektron) bodywork, which has a specific gravity of just 1.8 (for reference, the S.G. of iron is 7.8), both of which contributed to a dry weight of just 880 kg (1,940 lb). The preceding Formula 1 car's 8-cylinder in-line engine was used, increased in capacity from 2,496.87 cc (76.0 x 68.8 mm) to 2,981.70 cc (78.0 x 78.0 mm). This boosted output from 290 bhp (220 kW) at 8,500 rpm to about 310 horsepower (230 kW) at 7,400 rpm, depending on the intake manifold; maximum torque of 318 N·m (235 lb·ft) at 5,950 rpm (193.9 psi (1,337 kPa) BMEP). The engine was longitudinally mounted and canted at a 33-degree angle to lower its profile for aerodynamic reasons, resulting in the distinctive bonnet bulge on the passenger side of the car. The engine was also unusual in having desmodromic valve actuation instead of springs. Its war-time derived fuel injection was still a novelty then. The engine protruded some way back into cockpit, forcing drivers of the monoposto to straddle the driveshaft and clutch bellhousing with his feet to reach the pedals. To reduce crank flexing, power takeoff from the engine was at the center of the engine, via a gear, rather than at the end of the crankshaft. This was not the only oddity of the drivetrain - the car was fitted with vast inboard drum brakes which dwarfed the car's 16"-wheels; the unusual shaft-linked brakes were originally to have been part of a planned four-wheel-drive system which never came to fruition. The rear independent suspension used a low-roll centre swing axle system, where a beam attached to each hub was mounted on the opposite side of the chassis. Thus, the beams were aligned slightly differently and crossed over in the centre line. Cornering forces did not jack the car up, as occurs with short swing axles.
The car's fuel itself was also unusual - a high-octane fuel mixture of 65 percent low-lead gasoline and 35 percent benzene; in some races, alcohol was also used to further increase performance. As a rule, the car left the starting line with 44 gallons of fuel and more than nine gallons of oil on board, although Moss and Jenkinson began their assault on the 1955 Mille Miglia with as much as 70 gallons of fuel in the tank.
At Le Mans in 1955, the 300 SLRs were also equipped with "air brakes" similar in principle to those used on aircraft - this was a large hood that hinged up behind the occupants in order to slow down the cars at the end of the fast straights. The idea for this "wind brake" came from director of motorsports Alfred Neubauer, who was looking to develop a system to reduce the wear on the huge drum brakes and tires during long-distance races such as Le Mans and Reims. Neubauer foresaw that wind resistance would slow the car especially at Le Mans, as the French track's layout forced drivers to use the brakes hard and often to bring the car down from its maximum speed - around 180 mph (290 km/h) - to as little as 25 mph.In tests the 0.7m² (7.5 ft²) light-alloy spoiler slowed the car dramatically and improved cornering. In addition, this innovation was required as the car's traditional drum brakes were inferior to the new disc brakes of main rival Jaguar.
The SLR also had two seats, as required for sports racing cars of the day. In some racing events a co-driver, mechanic or navigator was given a ride. In the 300 SLR's short career, this was only during the Mille Miglia, as the 1955 Carrera Panamericana was cancelled due to the Le Mans accident. On short circuits (this includes the Targa Florio) passengers were not helpful, thus the passenger seat was covered and the passenger windshield removed to improve aerodynamics.
Nine of the W196S chassis were built.

Triumph and tragedy

Stirling Moss won the 1955 Mille Miglia in a 300 SLR with an average speed of 157.65 km/h (97.96 mph) over 1,600 km (990 mi). He was assisted by his co-driver Denis Jenkinson, a British motor-racing journalist, who informed him with previously taken notes, ancestors to the pacenotes used in modern rallying. Juan Manuel Fangio was second in a sister car.
The 300 SLRs later scored additional world championship victories in the Tourist Trophy at Dundrod and at the Targa Florio in Sicily (both again 1-2 victories), which resulted in Mercedes winning the 1955 World Sportscar Championship. Further non-championship victories were also scored at the Nurburging in Germany and Kristianstad in Sweden.
However, these impressive victories were overshadowed when the 300 SLRs, leading the 1955 24 Hours of Le Mans, were withdrawn after the horrific accident involving the car driven by Pierre Levegh. 82 spectators, and one competitor - Levegh - lost their lives in what remains the highest-fatality accident in the history of motorsport. Aspects of the accident were directly related to the SLR's unusual design - even with the innovative air-brake, the drum brakes were not effective enough to stop Levegh ploughing into the back of an Austin-Healey, causing the car to become airborne. Worse, the ultra-lightweight Elektron bodywork's high magnesium content caused it to ignite in the ensuing fuel fire, causing significant injury and loss of life amongst spectators; the magnesium fire was exacerbated by the race fire crew's unpreparedness for it, as they initially tried to extinguish it with water (which only made it burn hotter.) Following this tragedy, Mercedes withdrew from competitive motorsport until the mid-1980s.
Moss looked back at the 300 SLR, and he referred to it as the "greatest sportscar ever built- really an unbelievable machine

Mercedes-Benz 300 SLR Uhlenhaut Coupé

Of the nine W196s chassis built, one was destroyed in the Le Mans disaster. Prior to the accident Mercedes motorsport chief Rudolf Uhlenhaut had already ordered two to be set aside for modification into a sort of hybrid between the SLR and the SL, featuring a slightly widened version of the SLR's chassis with enclosed bodywork. The high sill beams of the spaceframe required the fitment of the same famous 'gull-wing' top-hinged doors of the other two types. For testing, and in preparation for a possible Mercedes participation in the 1956 race season, two road-legal SLRs were built. Due to Mercedes' planned withdrawal from competitive motorsport at the end of 1955, the programme was abandoned, leaving Uhlenhaut to use one of the cars as a company car. This prolonged road use required the fitting of an extra suitcase-sized muffler to the near-unsilenced exhaust pipes to avoid arrest for breach of the peace.
This Uhlenhaut Coupé was regarded as the world's fastest car in the 1950s, and it is rumoured that, running late for a meeting, Uhlenhaut exploited the unlimited autobahns to make today's two-and-a-half-hour journey from Munich to Stuttgart (approximately 137 miles/220 km) in just over an hour. The Uhlenhaut Coupe was road tested by the US magazine Motor Trend and by two English journalists from Automobile Revue at four o'clock in the morning on a closed section of motorway outside Munich. The latter wrote; "We are driving a car which barely takes a second to overtake the rest of the traffic and for which 120 mph on a quiet motorway is little more than walking pace. With its unflappable handling through corners, it treats the laws of centrifugal force with apparent disdain," after a total of more than 2,000 miles (3,200 km). His only regret was that this was a sports car "which we will never be able to buy and which the average driver would never buy anyway

 

Mercedes-Benz W180

Mercedes-Benz W180

The Mercedes-Benz W180 is a 6-cylinder sedan, coupé, and convertible made from 1954 to 1959. The models associated with the W180 chassis code were the 220a and 220S. The latter has often been identified as the first E-Class, though Mercedes-Benz did not officially adopt the E-Class nameplate for its midsize line until 1984.
The W180 was one in a series of Mercedes-Benz models to informally receive the "Ponton" nickname. This was in reference to the unibody-type, pontoon-shaped exterior styling which was also featured on the later W128 line.

 

Mercedes-Benz W196

Mercedes-Benz W196

The Mercedes-Benz W196 was the Mercedes-Benz Formula One entry in the 1954 and 1955 Formula One seasons, winning 9 of 12 races entered in the hands of Juan Manuel Fangio and Stirling Moss.
Firsts included the use of desmodromic valves and fuel injection developed by Mercedes engineers through experience gained on the DB 600 series of engines used on the Messerschmitt Bf 109 fighter and others during World War II.
The 300SLR was derived from the W196 for the 1955 World Sportscar Championship season

 Engine

The new 1954 Formula One rules allowed engines of 2.5 litres naturally aspirated or, alternatively, 0.75 litres supercharged. The expected target range for competitive engines was 250 to 300 bhp (190 to 220 kW).
Mercedes' 1939 2-stage supercharged 1.5 litre 64.0×58.0 mm V8 (1,493 cc or 91.1 cu in) gave 278 bhp (207 kW) at 8,250 rpm with about 2.7 atm (270 kPa) pressure. Halving this would have only produced 139 bhp (104 kW).
Studies by Mercedes showed that 290 bhp (220 kW) at 10,000 rpm could be achieved from 0.75 litres with a supercharger pressure of 4.4 atm (450 kPa). 390 shp (290 kW) would have been developed with 100 hp (75 kW) being required to drive the supercharger. Fuel consumption would have been 2.3 times higher than a naturally aspirated engine developing the same power. Since 115 bhp/l (86 kW/l) at 9,000 rpm was being developed by naturally aspirated motorcycle racing engines, it was decided that a 2.5 litre engine was the correct choice. This was a significant change of philosophy, since all previous Mercedes-Benz Grand Prix engines since the 1920s had been supercharged.
The 2,496.87 cc (152.368 cu in) straight 8 (76.0×68.8 mm) gave 257 bhp (192 kW) at the 1954 French GP which was its first race. During 1955, this had increased to 290 bhp (220 kW) at 8,500 rpm. The 2,981.70 cc (181.954 cu in) sports car (78.0×78.0 mm) gave 310 bhp (230 kW) at 7,500 rpm and was a bored and stroked version of the F1 engine complete with desmodromic valves and fuel injection. Variable length inlet tracts were experimented with and four wheel drive considered. An eventual 340 bhp (250 kW) at 10,000 rpm was targeted for the 2.5 litre F1 motor.

Mercedes-Benz W120

Mercedes-Benz W120

The Mercedes-Benz W120 and W121 "Ponton" cars were produced from 1953 through 1962. They were sold under the "'180" and "190" model names.
The four-cylinder 180 and 190 were the mainstay of Mercedes' lineup during this period. Together with the more luxurious and somewhat larger 220 they constituted 80% of Mercedes-Benz' production between 1953 and 1959.Until 1957, the 180 used the old M136 1.8 litre engine from the Mercedes-Benz 170 Sb with 52 PS (38 kW; 51 hp). Later 180s received a downtuned version of the larger M121 engine of the 190.
The six-cylinder Ponton models were the somewhat longer W128 /W180 220s-220S-220SE. The 180-190 and 220-220S 'Ponton' models looked very similar in appearance from the windshield back. From behind, one could not easily identify even the top of the line 220SE (E for Einspritzung, or fuel injection) from a 180, but the longer hood (and wheelbase) and chrome touches identified it as an upscale, six-cylinder model.
The 300 used a much larger frame and body, however, and was an entirely different automobile.
The 180-190 four-cylinders were widely used as German taxicabs. Only these shorter Pontons featured low-wattage parking clearance lights at front fender top rear. A simple left-right toggle above and to the left of the driver's knee selected which side would illuminate, so as not to needlessly run down the battery in winter, no small concern when restarting diesels. Heater air intakes were on both sides of the radiator grille only on the 120/121.
The form and body of the car changed little during its production run. However, in 1957, a year after the introduction of the 190 sedan, the Mercedes star atop the faux external radiator cap was made detachable: reports at the time indicated that this was either to pander to the requirements of certain export markets, notably Switzerland, or to reduce the risk of pedestrian injury in the event of an accident.By 1959, the star was spring-retained on a ball base.
A roadster variant, the R121, better known as the 190SL, was produced from 1955 to 1963.
At the 1959 Frankfurt Motor Show, in time for the 1960 US model year, a slightly wider grille and slimmer taillights were introduced.^[4] The same wider grill was carried forward to the car's in other respects more flamboyantly styled successors, when the Pontons were replaced by the W110 "Fintail" models during 1961.

 

Mercedes-Benz W125

Mercedes-Benz W125

The Mercedes-Benz W125 was a Grand Prix racing car designed by Rudolf Uhlenhaut to race during the 1937 Grand Prix season. The car was used by Rudolf Caracciola to win the 1937 European Championship and W125 drivers also finished in the second, third and fourth positions in the championship.
The supercharged engine, with 8 cylinders in line (94.0 x 102.mm) and 5,662.85 cc (345.56 CID), attained an output of up to 595 horse power (444 kW) in race trim. The highest test bed power measured was 637 BHP (646 PS) at 5,800 rpm. It gave 245 BHP (248 PS) at a mere 2,000 rpm. In 1938, the engine capacity of supercharged Grand Prix cars was limited to 3000cc, and the W125 was replaced by the Mercedes-Benz W154.
The W125 was considered the most powerful race car ever for about 3 decades, until large capacity US-built V8 engines in CanAm sportcars reached similar power in the mid 1960s. In Formula One racing itself, the figure was not exceeded until the early 1980s, with the appearance of turbo-charged engines in Formula One.
The W125 reached race speeds of well over 300 km/h (190 mph) in 1937, especially on the AVUS in Berlin, equipped with a streamlined body.
In land speed record runs, a Mercedes-Benz W125 Rekordwagen was clocked at 432.7 km/h (268.9 mph) over a mile and a kilometer. This car was fitted with a DAB V12 engine (82.0 x 88 mm) of 5,576.75 cc (340.31 CID) with a power of 726 BHP (736 PS) at 5,800 rpm. The weight of this engine caused the car to weigh over the 750 kg maximum limit, so it never appeared in Grand Prix.

 

Mercedes-Benz 260 D

The Mercedes-Benz 260 D was one of the first two diesel engined series produced passenger cars. The other was the diesel version of the Hanomag Rekord. Both were introduced at the Berlin Motor Show in February 1936. The 260 D was named in reference to its engine's cubic capacity. Nearly 2,000 vehicles were assembled until 1940, after which the Daimler-Benz group had to devote itself almost entirely to military manufacture.
The 2545 cc overhead valve, 4-cylinder engine employed the Bosch diesel injection system and produced 45 bhp (34 kW) at 3000 rpm. The car weighed approximately 1,530 kg (3,373 lb) and could attain a top speed of 95 km/h (59 mph).
The chassis was based on contemporary Mercedes technology and had transverse leaf spring independent front suspension and swing axles at the rear. The brakes were hydraulic. A range of body types were made including saloons, landaulettes and cabriolets.
Two series were manufactured, 170 pullman-landaulets used only as taxis based on the W21 chassis, called the Nullserie from 1936 to 1937, with a three-speed plus overdrive transmission, without syncromesh on the first gear, and, from 1937 on, the regular production 260D based on the W143 chassis, with a four-speed fully synchronized transmission.
A surviving example of the car is displayed at the Mercedes-Benz museum in Germany.
Also another model is owned by Mr. Hormusji Cama, Owner of Bombay Samachar newspaper.

 

Mercedes-Benz 500K

Mercedes-Benz 500K

The Mercedes 500K (type W29) is a grand touring car built by Mercedes-Benz between 1934 and 1936. First exhibited at the 1934 Berlin Motor Show it carried the factory designation W29.Distinguished from the 500 sedan by the "K" for Kompressor (German for supercharger) only fitted to these performance cars, it succeeded the Mercedes-Benz 380 introduced just the previous year. It offered both a larger, more powerful engine and more opulent coachwork to meet customers' demands for greater luxury and performance.

 

 

 

Specifications

The 500K used the same independent suspension as had been introduced on the 380, with a double wishbone front axle, double-joint swing axle at the rear, and separate wheel location, coil springs and damping, a world first.Consequently it was a more comfortable and better handling car than Mercedes' previous S/SS/SSK generation of roadsters from the 1920s, and offered greater appeal to buyers, particularly the growing number of well-heeled female drivers of the time.
Pressing the throttle pedal fully engaged the Roots supercharger, inducing the five litre straight-eight engine to produce up to 160 horsepower (120 kW) and making the car capable of over 160 kilometres per hour(100 mph), while consuming fuel at the rate of up to 30 l/100 km (9.4 mpg_-imp; 7.8 mpg_-US) as it did so.
Three different chassis and eight bodies were available for customers;the two longer "B" and "C" four-seat cabriolet versions rode on a wheelbase of 3,290 mm (129.5 in), and would later be used on other sedan and touring car models.The short "A" chassis, with a 2,980 mm (117.3 in) wheelbase, underpinned the two-seater models: the Motorway Courier, and the 1936 Special Roadster which offered the highest performance.All models featured such advanced equipment as safety glass, hydraulic brakes, and a 12-volt electrical system sufficient to bear the load of the electric windscreen wipers, door locks, and indicators.

Mercedes-Benz 770

Mercedes-Benz 770

The Mercedes-Benz 770, also known as the Großer Mercedes (large Mercedes) was a luxury car built by Mercedes-Benz from 1930 to 1943. It is probably best known from archival footage of high-ranking Nazi officials before and during World War II, including Adolf Hitler and Hermann Göring.

The 770 was introduced with the internal code W07 in 1930.These cars were mainly used by governments as state vehicles.
The W07 version of the 770 was powered by an inline eight-cylinder engine of 7,655 cc (467.1 cu in) capacity with overhead valves and aluminium pistons.This engine produced 150 brake horsepower (110 kW) at 2800 rpm without supercharging. An optional Roots type supercharger, which was engaged at full throttle, would raise the output to 200 brake horsepower (150 kW) at 2800 rpm, which could propel the car to 160 km/h (99 mph). The transmission had four forward ratios, of which third was direct and fourth was an overdrive.
The W07 had a contemporary boxed chassis suspended by semi-elliptic leaf springs onto beam axles front and rear.Dimensions would vary with coachwork, but the chassis had a wheelbase of 3,750 mm (147.6 in) and a front track equal to the rear track of 1,500 mm (59.1 in).
117 W07-series cars were built.

Series II - W150 (1938–1943)

The 770 was substantially revised in 1938, resulting in the new internal designation of W150.^[5] The all-new chassis was made with oval section tubes and was suspended from coil springs all around, with independent suspension at front and a de Dion axle at the rear.
The engine had the same basic architecture as that of the W07, but it had been tuned to produce 155 brake horsepower (116 kW) at 3000 rpm without supercharging and 230 brake horsepower (170 kW) at 3200 rpm with.The transmission now had five forward ratios with a direct fourth gear and an overdrive fifth.
In 1938 the Mercedes 770 is thought to have been the most expensive German passenger car for sale up to that time, though it appeared on no price list: the price was published merely as "auf Anfrage" ([available] by request).
88 W150-series cars were built before chassis production ended in 1943. The last cars were bodied and delivered in March 1944

Mercedes-Benz W136

Mercedes-Benz W136

The Mercedes-Benz W136 was Mercedes-Benz's line of four-cylinder automobiles from the mid-1930s into the 1950s. The car was first presented in public in February 1936, although by that time production had already been under way for a couple of months. Between 1936 and 1939, and again between 1947 and 1953 it was the manufacturer's top selling automobile.
After the Second World War the W136 became the foundation on which the company rebuilt, because enough of the tooling had survived allied bombing or could be recreated.
1949 saw the arrival of the Mercedes-Benz 170S version of the W136. This model is in retrospect sometimes celebrated as the first S-Class Mercedes-Benz. It was a more luxurious, costlier and, when launched, slightly larger version of the mainstream model and the manufacturer made an effort to maximize the differentiation between the two. The Mercedes-Benz 170 Sb and 170 DS were even given a different works number in 1952, being internally designated between 1952 and 1953 as the Mercedes-Benz W191.
1955 was the car's last year of production. Its replacement, the W120 had already been on sale since July 1953, after which the older model was repositioned in the market as a lower priced alternative to the new one.
The Mercedes-Benz 170 SV and 170 SD were also built briefly in Argentina from 1952-1955 in sedan, taxi, station wagon, pick-up and van versions.

 

 

 

 

 

Mercedes-Benz 170V

Mercedes-Benz W136 is the name, using the manufacturer's works number, under which the car is frequently known in retrospect, but the car introduced early in 1936 was known as the Mercedes-Benz 170V. It replaced the six cylinder Mercedes-Benz W15, which at the time had also been known as the Mercedes-Benz 170. Despite having a similar engine capacity of 1.7 litres, the new car's four cylinder unit was more powerful. Technically and stylistically it was far more modern and could be sold at a lower price. Between 1936 over 75,000 were built making it by far the most popular Mercedes-Benz model up till that point.
The "V" in the 170V's name was short for "Vorn" (front) and differentiated the car from the contemporary Mercedes-Benz 170H (where "H" was short for "Heck" or rear) which used the same four cylinder 1697cc engine, but positioned at the back of the car.
Claimed maximum power output was 28 kW (38 PS) at 3,400, using a compression ratio (during the car's early years) of 6:1.The side-valve four cylinder engine consumed fuel at the rate of less than 10 litres per 100 kilometres (28 mpg_-imp; 24 mpg_-US). The motor was attached using just two mountings and ran with a smoothness hitherto unknown in a four cylinder unit.
Power was delivered to the rear wheels via a four speed manual transmission which initially came with synchromesh only on the top two ratios. However, in 1940 the transmission was upgraded after which synchromesh was incorporated for all four forward ratios


 

Mercedes-Benz W31

The Mercedes-Benz W31 typ G4 was a German three-axle off-road vehicle first produced by Mercedes-Benz as a staff/command car for the Wehrmacht in 1934. The cars were designed as a seven-seat touring car or closed saloon, and were mainly used by upper echelons of the Nazi regime in parades and inspections as they were deemed too expensive for general Army use.

History
The G4 was a development of the G1, launched in 1926. All had an 8-cylinder inline engine, in the first three years of 5018 cc displacement delivering 100 PS (74 kW). An unsynchronized four-speed transmission transferred the power to all four rear wheels, or optionally to all six wheels. The rear wheels were attached to two rigid axles 950 mm apart, which were suspended in joint semi-elliptic leaf springs. The front axle was rigid with semi-elliptic springs. All six wheels had hydraulic brakes with servo assistance. The top speed was only 67 km/h (42 mph), limited by the type of all-terrain tyres. Only 11 of these vehicles were delivered to the Wehrmacht. The car used an elongated box-section frame that allowed for generous interior room. Comfortable seating for up to seven was provided by benches (front and rear) and one middle row of two with separate arm rests.
The vehicles were first delivered to the SS for use by Hitler and his adjutants painted with gloss gray bodies over gloss black fenders and running boards but, by the end of the war, they had all received anti-reflective matte and/or camouflage finishes if accordance with their military purpose. Many G4 vehicles belonging to the highest-ranking party members also featured rear-facing spotlights to be used to temporarily blind unauthorized drivers who followed too closely.
From 1937 a more powerful engine of 5252 cc and 115 PS (85 kW) was used. The performance remained the same. Between 1937 and 1938 16 cars were built.
From 1938 a larger motor of 5401 cc and 110 PS (81 kW) was used. Vehicles of this model were used by Adolf Hitler and his staff in parades marking the occupation of Austria and the annexation of the Czech Republic. Thirty cars of this model were built, ending in 1939

Today

Of the 57 cars produced at least 3 exist in original form. A car used during the annexation of Czechoslovakia and Austria in the early stages of the war is preserved at the Sinsheim Auto & Technik Museum. After World War II, this vehicle was first converted to a fire engine, before finally being restored and donated to the museum.Another G4, originally a gift from Hitler to General Franco, is in the car collection of the Spanish royal family. It was restored by the the Mercedes-Benz Classic Center in Germany on behalf of Mercedes-Benz España as a gift to the royal family. This car featured an illuminated Virgin Mary medallion set within the dash board. A third is in Hollywood. It appears in the credits and some scenes of the TV series "Hogan's Heroes". It has also appeared in other Hollywood films, mainly war movies.
In 2009 a classic car collector offered three W31s for sale in the U.S. for $9 million. With unproven ties to Adolf Hitler, they included a blue convertible and a grey Wehrmacht W 31 with closed cab. A special feature of the convertible was that the front passenger seat could be folded up, making it possible to stand upright in the car.^[3] In the end the sale was unsuccessful and the trio of automobiles were proven to be modern recreations using American-built Diesel engines and did not feature the Mercedes-Benz logos anywhere on the cars. 

Rear-engine Mercedes-Benz

Rear-engine Mercedes-Benz

From 1931 to 1939, Daimler-Benz AG produced three cars (Mercedes-Benz 130, 150 and 170 H) with rear engine  as well as a few prototypes. The production numbers remained quite low for each of these models, especially compared to the production of classical front-engine Mercedes cars.

Mercedes-Benz 130 (W23)

The Mercedes-Benz 130H was a low-production automobile built in Germany in the 1930s.It was presented in February 1934 at the Berlin Car Show.
Conceived by Hans Nibel , chief engineer of Mercedes Benz  the 130H was inspired by Edmund Rumpler 's Tropfen-Auto. It followed on the Rumpler-chassis Tropfenwagen racers, which ran between 1923 and 1926.
Created in 1931 by Nibel, it had the 1.3 liter sidevalve four-cylinder engine mounted at the back, hence the "H", from German heck (rear),With the fan between the rear coil springs,it drove a transmission with three forward speeds, plus a semi-automatic overdrive which did not require the use of a clutch.(A similar idea was adopted by Cord for the abortive 810 in 1935.)The backbone chassis owed something to Hans Ledwinka,and suspension was independent at all four corners.Daimler-Benz put the 130H in production in 1934.Due to its suspension,handling proved poor,although perfectly adequate on German roads at the time,while its ride quality was superior to anything in Germany.
The motor had a power of 26 PS (19 kW) and was able to propel the small two-door sedan at a speed of 92 km/h. The synchronised four-speed gearbox (which would be called later 3 + E by VW) is accommodated in front of the rear axle, the balance being provided by coil springs. The front axle was equipped with two transverse leaf springs.
The car was sold as a sedan, an open-top sedan or a convertible (with and without cabrio cover and without side windows), each being fitted with two doors. Due to its extreme unbalance (⅔ of the mass on the rear axle), the car had very awkward handling. Because of the low sales volume, the model was discontinued in 1936.
Nibel followed the 130H with a more powerful 150H, with chassis designed by Daimler's Max Wagner

Mercedes-Benz 150 (W30)

The Mercedes-Benz 150H was a prototype sports racing automobile built in Germany in the 1930s.It was derived in 1935 from the 130 with only two seats and a more powerful engine, with 1498 cc and a power of 55 PS (40 kW). The top speed of the car was 125 km/h.
Conceived by Hans Nibel, chief engineer of Mercedes-Benz,the 150H was inspired by Edmund Rumpler's Tropfen-Auto. It followed on the Rumpler-chassis Tropfenwagen racers, which ran between 1923 and 1926,and was based on the backbone chassis of earlier 130H.
Created in 1934 by Nibel and chassis engineer Max Wagner.the 150H was a two-seat sports roadster.It featured transverse leaf spring front and coil-sprung swing axle rear suspension. A water-cooled 1,498 cc(91.4 cu in) OHC four-cylinder engine, producing 55 hp (41 kW), was mounted in back, hence the "H", from German heck (rear).The radiator was behind that, above the transaxle, with a squirrel-cage blower (reminiscent of the VW Type 1) feeding both radiator and carburetor. The roadster featured disc wheels, DuVal-style windshield, side-mounted spare (fastened with straps), and three headlights, the third mounted at the lip of the hood above the bumper.
The car was only offered as a Sport Roadster. The gas tank, which in the case of the Mercedes-Benz 130 was installed over the engine, was transferred to the front compartment, and therefore there was no room for luggage there. The practicality of the 150 was therefore very limited, and the price of the car was quite high at 6600 RM ; as a comparison the Mercedes-Benz 170 V had a price of 5500 RM. The car was discontinued in 1936 due to poor sales.
Six 150Hs were built as coupes,"with low-drag lines that eerily presaged the VW Beetle".They were raced in several rallys, demonstrating much better handling than the 130H, before Nibel and Wagner turned to Grand Prix cars. Only twenty were produced before the 150H was abandoned in 1936.
The last remaining 150 Sport Roadster has been fully restored mechanically by the Mercedes-Benz Classic Center USA in Irvine, California in 2010
Mercedes-Benz 170 H (W28)

In 1936, in parallel to the classical front-engine Mercedes-Benz 170 V, Daimler-Benz AG introduced the Mercedes-Benz 170 H which had the same engine as the 170 V, with an architecture derived from the one of the 130, its predecessor. The 170 H was powered by a four-cylinder 1697 cc engine with a power of 38 PS (28 kW).
The car was significantly more expensive than the 170 V (two-door sedan 170 V - 3750 RM, 170 H - 4350 RM) but offered much less room in the trunk, a much louder engine and poor handling (though it handled better than the 130). It was however more comfortably equipped and was therefore considered as a "finer" car, but sold less well than the 170 V. Apart from the sedan, there was still a convertible sedan. Production stopped in 1939 due to the War and the low demand.
Forty years later a company spokesman suggested that the car's relative lack of commercial success was caused by the rear mounting of the engine and the resulting absence of the "characteristic Mercedes-Benz tall radiator".The same spokesman was at pains to highlight the similarity of the car's overall architecture and some of its detailing to that of the later highly successful Volkswagen Beetle: it was pointed out that Dr Porsche, creator of the Volkswagen, had been chief engineer at Daimler-Benz between 1923 and 1932 when the little rear-engined Mercedes-Benz sedans were under development.
Because these cars, unlike front-engined sister models, were not widely used, and also not suitable for conversion to wood gas generator, they were not confiscated by the Wehrmacht. Therefore an above-average number of models survived in private hands without damage due to the war, but most were used to exhaustion in the early post-war years. Today, these cars remain among the rarest and most sought-after Mercedes-Benz models

 

Mercedes Benz 1930's

Mercedes-Benz W10

The Mercedes-Benz Mannheim 350 replaced the W03/Typ 350 models in 1929. The structure originated by Ferdinand Porsche was modified by Hans Nibel.

Type Mannheim 350 (1929 - 1930)

In contemporary records the car was also frequently identified according to the widely used period German generic naming conventions as the “Mercedes-Benz 14/70 PS”, reflecting its “fiscal” and “actual” horsepower respectively.
In essence the car followed the construction of the Mercedes-Benz W03. However, the wheelbase was reduced by 230 mm (9 inches), and the vehicle even in standard form was a little lighter. In addition to the “Tourer” (two-door four-seater cabriolet) body, the car was available as a four-door saloon and a “Pullman Limousine”
The straight-six 3444 cc engine was carried over from the W03, delivering 70 PS (51 kW) to the rear wheels through a three-speed gear box controlled via a centrally mounted lever. Both axles were rigid, suspended on semi-elliptical leaf springs. Cable-operated brakes provided stopping power to all four wheels. The stated maximum speed was 95 km/h (59 mph).

Mercedes-Benz SSK

Mercedes-Benz SSK

The Mercedes-Benz SSK is a roadster built by German automobile manufacturer Mercedes-Benz between 1928 and 1932. Its name is an abbreviation of Super Sport Kurz, German for "Super Sport Short", as it was a short wheelbase development of the earlier Mercedes-Benz S. The SSK's extreme performance and numerous competitive successes made it one of the most highly regarded sports cars of its era.

 

Design and achievements

The SSK was the last car designed for Mercedes-Benz by the engineer Ferdinand Porsche before he left to found his own company.The SSK was based on the earlier Mercedes-Benz S, but with the chassis shortened by 19 inches (480 mm) to make the car lighter and more agile for racing especially short races and hillclimbs.
Fitted with a supercharged  single overhead camshaft 7-litre engine producing 200–300 metrichorsepower  (150–220 kW) and over 500 lb·ft (680 N·m) of torque (depending on the state of tune) the SSK had a top speed of up to 120 miles per hour (190 km/h), making it the fastest car of its day.The supercharger on the SSK's engine was operated by a clutch that was engaged by fully depressing the throttle pedal and then giving the pedal an extra push. Backing off the throttle pedal disengaged the supercharger clutch.
The SSK was driven to victory in numerous races, including in 1929 the 500 Miles of Argentina, the 1929 and 1930 Cordoba Grands Prix, the 1931 Argentine Grand Prix, and, in the hands of legendary Grand Prix racing driver Rudolf Caracciola, the 1929 British Tourist Trophy race, the 1930 Irish Grand Prix, the 1931 German Grand Prix, and the 1931 Mille Miglia
The S/SS/SSK line was one of the nominees in the penultimate round of voting for the Car of the Century award in 1999, as chosen by a panel of 132 motoring journalists and a public internet vote

Authenticity and value

Fewer than 40 SSKs were built during its production span, of which about half were sold as Rennwagen (racing cars).Many were crashed while racing and subsequently cannibalised for parts, and as a result there are now almost 100 replicas using components donated from original vehicles. Only four or five entirely original models remain, and their scarcity and rich heritage make them among the most sought after cars in the world; a 1929 model was auctioned at Bonhams in Chichester in September 2004 for £4.17 million (US$7.4 million), making it the second most expensive automobile ever sold at that time. Another SSK, a streamlined "Count Trossi"-bodied version owned and restored by fashion designer Ralph Lauren has won best of show at both the 1993 Pebble Beac Concours d'Elegance and the 2007 Concorso D’Eleganza Villa d’Este