The Austin-Healey 3000 is a British sports car built from 1959 to 1967. It is the best known of the "big Healey" models. The car's bodywork was made by Jensen Motors and the vehicles were assembled at BMC's MG Works in Abingdon, alongside the corporation's MG models.

During its production life, the car transitioned from an open sports car, albeit with a child-transporting 2+2 option, to a sports convertible.

In 1963, 91.5 per cent of all Austin-Healey 3000 cars were exported; mostly to North America.

The 3-litre 3000 was a highly successful car, which won its class in many European rallies in its heyday and is still raced in classic car competitions by enthusiasts today.

British Motor Corporation ended manufacture in 1967, intending its place to be filled by a car with a new, though similar, engine in a more recently designed monocoque MGB variant named MGC.

History
 

BN7, BT7 roadsters
Mark I

1959 Mark I BN7 open two-seater

1960 Mark I BT7 open 2+2
The Austin-Healey 3000 was announced on 1 July 1959 with a 3-litre BMC C-Series engine to replace the smaller 2.6-litre engine of the 100-6 and disc brakes for its front wheels. The manufacturers claimed it would reach 60 mph in 11 seconds and 100 mph in 31 seconds.

Other changes were minor compared to those between the original 100 and the 100-6. The wheelbase and body were unchanged as were the body-styles, a 2+2 or BT7 and a two-seater BN7.

Weather protection remained minimal, a folding plastic roof on a light demountable frame and above the doors detachable side screens holding sliding perspex panels. Wire wheels, overdrive gearbox, laminated windscreen, heater, adjustable steering column, detachable hard top for the 2+2, and two-tone paint were available as options.

13,650 Mark Is were built: 2,825 BN7 open two-seaters, and 10,825 BT7 2+2s
Road test

2+2
A BT7 3000 with hardtop and overdrive tested by The Motor magazine in 1960 had a top speed of 115 mph (185 km/h) and could accelerate from 0–60 mph (97 km/h) in 11.7 seconds. A fuel consumption of 21.6 miles per imperial gallon (13.1 L/100 km; 18.0 mpg‑US) was recorded. The test car cost £1326 including taxes.
BN7, BT7 roadsters
Mark II

1962 Mark II BT7 open 2+2 showing sidescreens and fitted with optional wire wheels and hardtop
Engines fitted with three SU HS4 carburettors (total area 5.3 sq. inches) and an improved camshaft were announced at the end of May 1961.[4] Other changes included a vertical barred front grille. Optional extras were similar to the Mark I. From August 1961 a brake servo was also available as an optional extra, which greatly improved braking performance.

Road test
A 3000 Mark II BT7 (699DON) with hardtop and overdrive tested by the British magazine The Motor in 1961 had a top speed of 112.9 mph (181.7 km/h) and could accelerate from 0–60 mph (97 km/h) in 10.9 seconds. A fuel consumption of 23.5 miles per imperial gallon (12.0 L/100 km; 19.6 mpg‑US) was recorded. The test car cost £1362 including taxes.

Last true roadsters
The BN7 Mark II was discontinued in March 1962, and the BT7 Mark II in June 1962

BJ7 sports convertible
Mark II

1962 Mark II BJ7 sports convertible
The 3000 sports convertible Mark II was launched at the end of August 1962. It was a true convertible with almost saloon car comfort, a new wrap-around windscreen, wind-up side windows, swiveling quarter lights and a quick-action folding roof. Twin SU HS6 carburettors replaced the triple SUs (total area 5.3 sq. inches, a 9.25% reduction). Austin-Healey claimed it could exceed 115 mph.

91.5 per cent of all 1963 Austin Healey 3000 cars were exported mostly to North America.

11,564 Mark IIs were made: 355 BN7 open two-seaters, 5,096 BT7 2+2s, and 6,113 BJ7 2+2 sports convertibles
BJ8 sports convertible
Mark III

1966 Mark III BJ8 sports convertible (North America)

The 3000 sports convertible Mark III was announced in February 1964 with power increased from 136 bhp to 150 bhp by a new higher lift camshaft. SU HD8 carburettors replaced HS6 units increasing the choke size from 1.75 to 2 inches, or total area 6.3 sq. inches, increasing by 30.6%). Power-assisted braking became standard instead of optional. The new car's fascia displayed its speedometer and tachometer directly in front of the driver. Upholstery was now in Ambla vinyl.

The Mark III BJ8 remained in production until the end of 1967 when manufacture of the Austin-Healey 3000 ceased.

In May 1964 the Phase II version of the Mark III was released, which gained ground clearance through a modified rear chassis. In March 1965 the car received separate indicator lights.

The MGB is a two-door sports car manufactured and marketed from 1962 until 1980 by the British Motor Corporation (BMC), later the Austin-Morris division of British Leyland, as a four-cylinder, soft-top sports car. It was announced and its details first published on 19 September 1962.[3] Variants include the MGB GT three-door 2+2 coupé (1965–1980), the six-cylinder sports car and coupé MGC (1967–69), and the eight-cylinder 2+2 coupé, the MGB GT V8 (1973–76).

Replacing the MGA in 1962, production of the MGB and its variants continued until 1980. Sales for the MGB, MGC and MGB GT V8 combined totaled 523,836 cars. After a 12-year hiatus, the MGB re-entered production as the heavily modified MG RV8 with a limited run of 2,000 cars before finally being replaced in 1995 by the MG F.

History
Development of the MGB started at least as early as 1958 with the prototype known by its Abingdon codename; MG EX205.[4] In structure the car was an innovative, modern design in 1962, utilizing a unitary structure, instead of the traditional body-on-frame construction used on both the MGA and MG T-types and the MGB's rival, the Triumph TR series.[5] However, components such as brakes and suspension were developments of the earlier 1955 MGA, with the B-Series engine having its origins in 1947. The lightweight design reduced manufacturing costs while adding to overall vehicle strength. Wind-up windows were standard, and a comfortable driver's compartment offered plenty of legroom. A parcel shelf was fitted behind the seats.

The MGB achieved a 0–60 mph (97 km/h) time of just over 11 seconds. The three-bearing 1,798 cc B-Series engine produced 95 hp (71 kW) at 5,400 rpm – upgraded in October 1964 to a five-bearing crankshaft. From 1975, US-market MGB engines were de-tuned to meet emission standards, ride height was increased by an inch (25 mm), and distinctive rubber bumpers were fitted to meet bumper standards.

The MGB was one of the first cars to feature controlled crumple zones designed to protect the driver and passenger in a 30 mph (48 km/h) impact with an immovable barrier (200 ton).[6][7] Nevertheless, the British AA motoring association has described the car, like many other classic models, as much less safe than modern cars. The issue received public attention following a 2013 case in which a driver in a hired 1963 MGB was killed in a collision with a taxi.[8]

A limited production of 2,000 units of the RV8 was produced by Rover in the 1990s. Despite the similarity in appearance to the roadster, the RV8 had less than 5% parts interchangeability with the original car.

Drivetrain

A sectioned MGB showing engine and gearbox configuration
All MGBs (except the V8 version) used the BMC B-Series engine. This engine was essentially an enlarged version of that used in the MGA with displacement being increased from 1,622 to 1,798 cc. The earlier cars used a three-main-bearing crankshaft, 18G-series. In February 1964 positive crank-case breathing was introduced and the engine prefix changed to 18GA, until October 1964, when a five-bearing crankshaft design was introduced, the engine prefix became 18GB. Horsepower was rated at 95 net bhp on both five-main-bearing and earlier three-bearing cars with peak power coming at 5,400 rpm with a 6,000 rpm redline. Torque output on the MGB had a peak of 110 lb⋅ft (150 N⋅m) and fuel consumption was around 25 mpg.[9] US specification cars saw power fall in 1968 with the introduction of emission standards and the use of air or smog pumps. In 1971 UK spec cars still had 95 bhp (71 kW) at 5,500 rpm, with 105 lb⋅ft (142 N⋅m) torque at 2,500 rpm. Engine prefixes became 18V and the SU carburettor needles were changed for reasons of the latest emission regulations, under ECE15. By 1973 it was 94 bhp (70 kW); by 1974 it was 87, with 103 lb⋅ft (140 N⋅m) torque; by 1975 it was 85 with 100 lb⋅ft (140 N⋅m). Some California specification cars produced only around 70 hp (52 kW) by the late 1970s. The compression ratio was also reduced from 9:1 to 8:1 on US spec cars in 1972.

All MGBs from 1963 to 1974 used twin 1.5-inch (38 mm) SU carburettors. US spec cars from 1975 used a single Stromberg 1.75-inch (44 mm) carburettor mounted on a combination intake–exhaust manifold. This greatly reduced power as well as created longevity problems as the (adjacent) catalytic converter tended to crack the intake–exhaust manifold. All MGBs used an SU-built electric fuel pump.

All MGBs from 1962 to 1967 used a four-speed manual gearbox with a non-synchromesh, straight-cut first gear. Optional overdrive[10] was available. This gearbox was based on that used in the MGA with some minor upgrades to cope with the additional output of the larger MGB engine. In 1968 the early gearbox was replaced by a full synchromesh unit based on the MGC gearbox. This unit was designed to handle the 150net bhp of the three-litre engine of the MGC and was thus over-engineered when mated with the standard MGB B-Series engine. The same transmission was used in the 3.5-litre V8 version of the MGB-GT-V8. An automatic three-speed transmission was also offered as a factory option, but was unpopular.

Electrically engaged overdrive gearboxes were an available option on all MGBs. The overdrive unit was operational in third and fourth gears (until 1977, when overdrive was only operational in fourth)[11] but the overall ratio in third gear overdrive was roughly the same as fourth gear direct. The overdrive unit was engaged by a toggle switch on the dashboard. The switch was moved to the top of the gearshift knob in 1977.[11] Overdrives were fitted to less than 20% of all MGBs.

There were three different types of overdrive transmissions fitted to the MGB.

1962–64, 1965–67

Laycock Type D OD (note external solenoid)
A hole in the bell housing where the starter nose poked through
"Shield" shaped access cover
1020 TPM for OD and 1040 TPM for non-OD
The gearbox input shaft, flywheel and engine backing plate were changed with the advent of the five-main-bearing engine in 1965. Therefore, the transmission for a three-main-bearing engine (1962–1964) differed from its later counterpart.

1968 to 1974.5

Laycock Type LH OD
Rectangular shaped access cover
Oval clutch fork boot
Dipstick (for checking oil)
Black label on the OD solenoid cover stamped "22/61972"
1280 TPM for OD and non-OD
Speedometer drive gear (on the mainshaft) was blue
Speedometer driven gear (on removable drive housing) was white with 21 teeth

1974.5 to 1980

Laycock Type LH OD
Rectangular shaped access cover
Square clutch fork boot
Side fill plug (no dipstick)
Blue label on the OD solenoid cover stamped "22/62005"
1000 TPM for OD and non-OD
Speedometer drive gear (on the mainshaft) was red
Speedometer driven gear (on removable drive housing) was red with 20 teeth
Overdrive operated in fourth gear only in units made from February 1977 onward.[11]


A sectioned MGB showing the rear axle and differential
Early MGBs used the "banjo" type differential carried over from the MGA with the rear axle ratio reduced from the MGA's 4.1 (or 4.3) to 3.9 to 1. (Compensating for the reduction from 15 inch to 14-inch (360 mm) wheels). MGB GTs first began using a tube-type rear axle in 1967. This unit was substantially stronger, being, like the later gearbox, designed for the three-litre MGC. All MGBs used the tube-type axle from 1968.

All MGBs were fitted with 11-inch (280 mm) solid (non-ventilated) disc brakes on the front with drum brakes on the rear. The front brake calipers were manufactured by Lockheed and used two pistons per caliper. The brake system on the MGB GT was the same as the roadster with the exception of slightly larger rear brake cylinders. A single-circuit hydraulic system was used before 1968 when dual-circuit (separate front and rear systems) were installed on all MGBs to comply with US regulations. Servo assistance (power brakes) was not standard until 1975. Many modern and contemporary testers have commented on the very heavy brake pedal pressure needed to stop the non-servo-assisted cars.[citation needed]

The MGB initially had an extremely simple electrical system. Dash-mounted toggle switches controlled the lights, ventilation fan, and wipers with only the direction indicators being mounted on a stalk on the steering column. The ignition switch was also mounted on the dash. Like the MGA, the MGB utilized two 6-volt batteries wired in series to give a 12-volt positive earth configuration. The batteries were placed under a scuttle panel behind the seats making access difficult; the location gave excellent weight distribution and thus improved handling. The charging system used a Lucas dynamo. Later MGBs had considerable changes to the electrical system including the use of a single 12-volt battery, a change from positive to negative earth, safety-type toggle (rocker) switches, alternator in lieu of dynamo, additional warning lights and buzzers, and most common functions moved to steering column stalks.

From 1972 there were two different Pirelli Cinturato radial tyre sizes factory-fitted to new cars, depending on whether the car was a roadster,(155/80x14) or a GT,(165/80x14).The original tyres for the majority of MG B’s were 165HR14 Pirelli Cinturato.[12] With the 1974.5 arrival of the rubber bumper cars the factory-fitted tyre size was simplified to 165/80x14 for all cars, irrespective of whether the car was a roadster or a GT, and also irrespective of the wheel type (wire or RoStyle). Later on during the rubber bumper production period, alloy wheels were introduced on several different limited edition models - with the final 1,000 LE models being the last cars to leave the factory with alloy wheels. The factory built V8s were fitted with full profile 175HR14 tyres.

The Ferrari 250 GTO is a sports car manufactured by Ferrari between 1962-1964 specifically for the race in 3 of the FIA Grand Touring Group car category.

The numerical part of the name indicates the displacement in cubic centimeters of each engine cylinder, while GTO stands for "Gran Turismo Omologata", Italian for "Grand Touring Homologado.

Even in 1962, sales of the model in the United States were complex, buyers had to be personally approved by Enzo Ferrari together with the North American representative, Luigi Chinetti.

36 cars were made in the '62 / '63 years. In 1964, Series II was introduced, which had a slightly different appearance.

Three cars were made, and four older ones, Series I was given a "Series II" body. He brought a total of GTOs produced to 39.

In 2004, Sports Car International placed the 250th GTO eighth on the list of Top Sports Cars of the 1960s, and named it the Sports car of all time.

Likewise, the Motor Trend Classic magazine placed the 250 GTO at the top of the "Greatest Ferraris of All-Time" list.

For the model to be able to participate in the FIA GT races, it had to have at least 100 normal units produced.

But even though Ferrari failed to reach 100 units, the model participated in the race.

In 2012 the model 250 GTO Scaglietti Berlinetta 1962 was sold for US $ 35 million (outweighing the 1936 Bugatti Type 57SC Atlantic, sold in 2010 for € 25 million), becoming, until then, the most expensive car in the world .
In 2014, the 1962 250 GTO became the most expensive car sold at an auction.

The car was auctioned for $ 38 million at the Bonhams auction in England, held over the festive week of the Pebble Beach, California meeting.

The Volvo P1800 is one, and two-passenger, front engine, rear-wheel drive two-door touring car (instead of a real sports car) manufactured and marketed by Volvo Cars as a coupe (1961-1973) and brake-shot (1972- 1973).

Widely known as the car driven by Roger Moore on the television series The Saint (1962-1969), the P1800 featured styling by Pietro Frua and mechanicals derived from the Amazon / 122 Volvo series.

In 1998, a P1800 was certified as the largest private mileage vehicle driven by the original owner in non-commercial service - having exceeded three million miles as of 2013.

The project was originally started in 1957 because Volvo wanted a sports car to compete in the North American and European markets, despite the fact that its previous attempt, the P1900, failed to take off with only 68 cars sold. The man behind the project was an engineering consultant for Volvo, Helmer Petterson, who in 1940 was responsible for the Volvo PV444. The design work was done by the son of Pelle Petterson Helmer, who worked at Pietro Frua at that time. Volvo insisted that it was an Italian design by Frua and only officially recognized that Pelle Petterson designed it in 2009. The Italian company Carrozzeria Pietro Frua project (then a newly acquired subsidiary of Ghia) built the first three prototypes between September 1957 and early 1958 , later designated by Volvo in September 1958: P958-X1, X2 and P958-P958-X3 (P: Project, 9: September, 58: Year 1958 = P958, X: experimental.).

In December 1957 Helmer Petterson drove X1, (the first hand-built P1800 prototype) to Osnabrück, West Germany, Karmann's headquarters. Petterson hoped that Karmann would be able to take over the tooling and construction of the P1800. Karmann engineers had previously been preparing work drawings of the wooden styling buck at Frua. Petterson and Volvo chief engineer Thor Berthelius met there, tested the car and discussed the construction with Karmann. They were ready to build it and that meant that the first cars could hit the market as early as December 1958. But in February, Karmann's most important customer, Volkswagen VAG, forbade Karmann to take on the task.

They feared that the P1800 would compete with sales of their own cars, and threatened to cancel all of their contracts with Karmann if they took over this car. This setback almost caused the project to be abandoned.
Other German companies, NSU, Drautz and Hanomag, were contacted, but none were chosen because Volvo does not believe that they met Volvo's quality control manufacturing standards.

It started to look like Volvo might never produce the P1800. This motivated Helmer Petterson to obtain financial support from two financial companies with the intention of buying the components directly from Volvo and marketing the car itself. At this point Volvo had made no mention of the P1800 and the factory declined to comment. Then, a press release surfaced with a photo of the car, putting Volvo in a position where they had to acknowledge its existence. These events influenced the company to renew its efforts: the car was first presented to the public at the Brussels Motor Show in January 1960 and Volvo turned to Jensen Motors, whose production lines were underutilized, and they agreed to a contract for 10,000 cars.

The Linwood, Scotland, vegetable manufacturer's pressed steel body was in turn subcontracted by Jensen to create the unibody shells, which were then taken by rail to be assembled at Jensen in West Bromwich, England. In September 1960, the first production P1800 (for the 1961 model year) left Jensen for an anxious audience.
P1800

The engine was the B18 (B for the Swedish word for gasoline: Bensin; 18 for 1,800 cc displacement) with double SU carburetors, producing 100 hp (75 kW). This variant (named B18B) had a higher compression ratio than the slightly less powerful twin-carb B18D used in the contemporary Amazon 122S, as well as a different camshaft. The 'new' B18 was actually developed from the existing B36 V8 engine used on Volvo trucks at the time.

This reduced production costs, as well as providing the P1800 with a strong engine boasting five main crankshaft bearings.

The B18 was combined with the new and more robust M40 manual gearbox through 1963. From 1963-1972 the electrically driven M41 overdrive gearbox was a popular option.

Two types of overtaking were used, the D-Type until 1969, and the J type to 1973. The J type had a slightly shorter ratio of 0.777: 1, as opposed to 0.756: 1 for the D type.

Overtaking effectively gave the 1800 series a fifth gear, to improve fuel efficiency and less drivetrain wear.

Cars without overdrive had a numerically lower differential ratio, which had the interesting effect of giving them a slightly higher maximum speed (just under 120 mph (193 km / h)) than the most popular overdrive models.

This was because non-overtaking cars could reach the engine's redline at the highest gear, while overtaking-equipped cars could not, giving them a top speed of around 110 mph (177 km / h).

 

The Cadillac Eldorado is a luxury car manufactured and marketed by Cadillac from 1952 to 2002 over twelve generations.

The Eldorado was at or near the top of the Cadillac line. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 had distinct bodyshells[1] and were the most expensive models that Cadillac offered those years. The Eldorado was never less than second in price after the Cadillac Series 75 limousine until 1966.

Starting in 1967 the Eldorado retained its premium position in the Cadillac price structure, but was built in high volumes on a unique two door personal luxury car platform.

The Eldorado carried the Fleetwood designation from 1965 through 1972, and was a modern revival of the pre-war Cadillac V-12 and Cadillac V16 roadsters and convertibles.

Second generation (1954–1956)

In 1954, Eldorado lost its unique sheet metal and shared its basic body shell with standard Cadillacs. Distinguished now mainly by trim pieces, this allowed GM to lower the price and see a substantial increase in sales. The Eldorados had golden identifying crests centered directly behind the air-slot fenderbreaks and wide fluted beauty panels to decorate the lower rear bodysides. These panels were made of extruded aluminum and also appeared on a unique one of a kind Eldorado coupé built for the Reynolds Aluminum Corporation. Also included in the production Eldorado convertible were monogram plates on the doors, wire wheels, and custom interior trimmings with the Cadillac crest embossed on the seat bolsters. Two thousand one hundred and fifty Eldorados were sold, nearly four times as many as in 1953.

For 1955, the Eldorado's body gained its own rear end styling with high, slender, pointed tailfins. These contrasted with the rather thick, bulbous fins which were common at the time and were an example of the Eldorado once again pointing the way forward. The Eldorado sport convertible featured extras such as wide chrome body belt moldings and twin round taillights halfway up the fenders. Sales nearly doubled to 3,950.

For 1956, a two-door hardtop coupé version appeared, called the Eldorado Seville at which point the convertible was named the "Eldorado Biarritz". An Eldorado script finally appeared with fender crest on the car which was further distinguished by twin hood ornaments. An extra feature on the Eldorado convertible was a ribbed chrome saddle molding extending from the windshield to the rear window pillar along the beltline. With the addition of the Seville, sales rose yet again to 6,050 of which 2,150 were Sevilles. Eldorados accounted for nearly 4% of all Cadillacs sold.

The Type 35 was the most successful of the Bugatti race models. Its version of the Bugatti arc-shaped radiator, which evolved from the more architectural Bugatti Type 13 Brescia, would become what the brand is best known for, although even in the ranks of the various 35s there were variations. the theme.

The Type 35 had phenomenal success, winning over 1,000 races in its time. The Grand Prix World Championship was played in 1926 after winning 351 races and setting 47 records in the previous two years. At its peak, the Type 35s averaged 14 wins a week. Bugatti beat Targa Florio for five consecutive years from 1925 to 1929 with the Type 35.

The Mercedes-Benz C111 was a series of experimental automobiles produced by Mercedes-Benz in the 1960s and 1970s. The company was experimenting with new engine technologies, including Wankel engines, diesel engines and turbochargers, and used the basic C111 platform as a platform of test. Other experimental features included multi-link rear suspension, gull-wing doors and a luxurious leather-trimmed interior and air conditioning.

The first version of the C111 was completed in 1969. The car used a fiberglass body and a three-rotor direct injection Wankel engine with intermediate assembly (code name M950F). The next C111 appeared in 1970. It used a four-rotor engine producing 257 kW (350 hp). The car would have reached a speed of 300 km / h (186 mph).

The company decided not to adopt the Wankel engine and turned to Diesel experiments for the second and third C111. The C111-IID produced 140 kW (188 hp) and was based on the OMD16 240D 3.0 W115 engine.

The C111-III was equipped with a 4.5 kW (228 hp) and 4,500 rpm OM617 turbocharged engine, which broke nine diesel and gasoline speed records. With a more aerodynamic body that gave it an aerodynamic coefficient of 0.161, the C111 eventually reached 320 km / h on the Nardò Ring in 1978, and an average of 16.0 liters / 100 km at 316 km / h (14.7 mpg at 195, 4 mph) over a 12-hour cruise.

The latest 37 K kW V8 version with a 372 kW (500 hp) turbocharger set another record, with an average lap speed of 403.78 km / h (250,958 mph). This was achieved by Hans Leibold in 1 minute, 56.67 seconds on May 5, 1979. The total production was 16 cars: 13 first and second generation Wankel engine cars, 2 used third generation diesel cars Attempting to record Nardo, and a single V8 with fourth generation engine.

 

The Jaguar C-Type (also called Jaguar XK120-C) is a racing sports car built by Jaguar and sold from 1951 to 1953. The "C" stands for "competition".

The car used the XK 120 of the XK120, a lightweight tubular frame designed by William Heynes and an aerodynamic aluminum body jointly developed by Heynes, RJ (Bob) Knight and later Malcolm Sayer. A total of 53 C types were built, 43 of which were sold to private owners

Specification

The XK120's 6-liter straight-cylinder two-cylinder engine, which runs on the road, produces between 160 and 180 hp (134 kW).

The C-Type version was originally set at around 205 bhp (153 kW). The first C-Types were equipped with SU carburetors and drum brakes. Later C-Types (mid 1953) are more powerful, using triple double choke Weber carburetors and high lift camshafts.

They are also lighter, and from mid-1953 onwards, braking performance was improved by four-wheel disc brakes.

The lightweight, multipubular and triangular frame was designed by William Heynes. Heynes, Knight and Sayer together developed the aerodynamic body.

Made of aluminum in the barchetta style, it is devoid of items such as carpets, weather equipment and external door handles. According to the Jaguar Heritage Registry, the cars were produced between May 1952, starting with XKC001 and ending in August 1953 with XK054. The body of the original alloy was marked with the prefix K (for example, K1037).

Announced in May 1957 the XK150 had a familiar resemblance to the XK120 and XK140, but has been radically revised. Visibly, a one-piece windshield replaced the split screen, and the wing line was higher and more aerodynamic on the doors. The extended hood opened to the wings and, in the coupés, the windshield structure was moved forward, 102 mm, to facilitate the access of passengers. The car was available on several occasions in red, pearl gray, white, indigo blue, claret, Cotswold blue, black, fog gray, Sherwood green, Carmen red, British Racing Green, Cornish Gray and Imperial Maroon.

The XK140's walnut panel has been replaced with a leather trim. In the first tilting coupés, the central aluminum panel, which was discontinued after June 1958, had an X-patterned engraving similar to the beginning of the E-Type 3.8. Thinner doors gave more interior space. A small red light reminded the driver that the front parking lights, located on top of the wings (fenders), were on.

The suspension and chassis were very similar to the XK140, with rack and pinion steering only manual. The 3.4-liter DOHC straight-6 XK engine was similar to that of the XK140, but a new type "B" head increased power to 180 SAE bhp at 5750 rpm.

XK150 S 3.4L XK engine with orange paint used on S models with "straight door" heads equipped with three carburetors

The first closed and convertible XK150s were slower than their predecessors. After a twelve-month delay caused by the factory fire in February 1957, this deficit was corrected in the spring of 1958 with the launch in March of special equipment models equipped with disc brakes and a more powerful SE engine. Two 1.75 ”SU HD6 carburetors (44 mm) and a modified type B cylinder head with larger exhaust valves improved performance to 210 hp at 5500 rpm. While most export cars were SE models, a third option for the open two-seater car included an "S" engine with three 2-inch (51 mm) SU HD8 carburetors and a straight-door cylinder head that drove 250 SAE bhp.

In 1960, the 3.8-liter, 220 hp (223 hp; 223 hp) engine, installed in the luxurious Mark IX salon, since October 1958, became available. [6] It was tuned to produce 265 hp (198 kW; 269 PS) and propel an XK150 at 135 mph (217 km / h) and from 0 to 60 mph in about 7.0 seconds. Fuel economy was 18mpg. [4] Dunlop 12-inch (305 mm) four-wheel disc brakes first appeared as an option. Factory specifications 6.00 × 16 inch Dunlop Road Speed tires or optional 185VR16 Pirelli Cinturato CA67 radials could be mounted on 16 × 5K½ solid wheels or optional 16 × 5K wire wheels.

The Mercedes-Benz "Ponton" series is a range of car models from Daimler-Benz, launched in July 1953, dominated by salons / salons and nicknamed "Ponton", the German word for "pontoon", referring to at the side plate, three-box, general shape of the cars - a change from post-war car design, also commonly known as ponton designation.

In addition to the obvious visual innovation, the design of the Benz 'Ponton' car introduced changes in construction that significantly improved automotive safety for passengers through better protection against collisions. Pontons constituted 80% of Mercedes-Benz's car production between 1953 and 1959.

The 1953 Mercedes-Benz W120, marketed as four-cylinder sedans, was the first entirely new series of Mercedes passenger cars since World War II and replaced the pre-war Type 170 and Type 170 S.

Visibly contrasting with the traditional distinctive bumpers on that body-to-body model and the previous ones, the "Pontons" were the first monocordic models of body production.

Mercedes expanded the Ponton base model to a diversified line, developing several series, based on the 180 model, introducing more engines and stretching the body. Six-cylinder models received a longer nose, and the 'S' models also have a longer passenger compartment, offering more legroom.

A six-cylinder coupe and convertible were derived, and a reduced floor of the four-cylinder sedan was also modified to serve as the framework for the Mercedes-Benz 190 SL roadster.

The "Ponton" salons were the main production models of the automaker until 1959 (although some models lasted until 1962), and were replaced by the "Heckflosse" or "Fintail" models.

The Mercedes-Benz W111 was a chassis code given to a range of Mercedes-Benz vehicles produced between 1959 and 1971, including four-door sedans (1959-1968) and two-door coupés and cabriolets (1961 to 1971). Their bodywork featured distinctive American-style tailfins that gave the models their Heckflosse nickname — German for "fintail".

Introduced with a 2.2-litre inline 6-cylinder engine, the W111 spawned a pair of variant lines which bracketed it in 1961: downscale entry-level inline 4-cylinder engined vehicles sharing the W111 chassis and bodies, designated the W110; and the W112, a high-end luxury sedan built on the W111 chassis with its body but exclusive features, elaborate appointments, and the Mercedes-Benz 300d Adenauer's fuel-injected 3-litre M189 six-cylinder engine – at the time the company's largest.

Somewhat confusingly, both the W111 and W112 lines included vehicles with different Paul Bracq-designed bodywork, the 2-door coupe and cabriolet.

Design
Mercedes-Benz emerged from World War II as an automaker in the early 1950s with the expensive 300 Adenauers and exclusive 300 S grand tourers that gained it fame, but it was the simple unibody Pontons which comprised the bulk of the company's revenues.

Work on replacing the Pontons began in 1956 with a design focused on passenger comfort and safety. The basic Ponton cabin was widened and squared off, with a large glass greenhouse improving driver visibility. A milestone in car design were front and rear crumple zones for absorbing kinetic energy on impact. The automaker also patented retractable seatbelts.

The body was modern and featured characteristic American-style tailfins that gave the models their Heckflosse nickname — German for "fintail".

Production history
Sedan

Mercedes-Benz 220b
Series production of the 4-door sedan began in August 1959, which made its debut at the Frankfurt Auto Show in autumn. Initially the series consisted of the 220b, 220Sb, and 220SEb. These replaced the (W105) 219, the (W180) 220S and the (W128) 220SE Ponton sedans respectively. The 220b was an entry-level version with little chrome trim, simple hubcaps, and basic interior trim that lacked pockets on doors. Prices were DM16,750, 18,500 and 20,500, with a rough sales ratio of 1:2:1.

All models shared the 2195 cc M127 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 220Sb featured twin carburettors and produced 110 hp (82 kW) at 5000 rpm, raising top speed to 165 km/h (103 mph) (160 km/h (99 mph)) and improving 0–100 km/h (62 mph) 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 a top speed of 172 km/h (107 mph) (168 km/h (104 mph) for auto) and a 0–100 km/h (62 mph) time of 14 seconds.

Mercedes-Benz 220S
In 1961, the W111 chassis and body were shared with the even more basic 4-cylinder W110 and a luxury W112 version built on the W111 chassis with its body and the Type 300 series' 3-litre M189 big block 6-cylinder engine, many standard power features, and a high level of interior and exterior trim. The body of the W110 featured a shorter hood, compared to the W111.


Mercedes-Benz 220Sb
In May 1965, the 220Sb and 220SEb were replaced by the new 230S. It was visually identical to the 220S,[citation needed] with a modernised 2306 cm3 M180 engine with twin Zenith carburettors producing 120 hp (89 kW) at 5400 rpm. Top speed is 176 km/h (109 mph) (174 km/h (108 mph) on auto), acceleration from 0-100 km/h (62 mph) is 13 seconds (15 with automatic transmission). As a successor to the 220b, Mercedes-Benz also introduced the 230, with the 2306 cm3 engine fitted into the W110 series car. A total of 41,107 230S models were built through January 1968, when the last of 4-door fintails left the production line.

During its ten-year run between 1959 and 1968 a total of 337,803 W111s were built.

Coupé and cabriolet

The fintails were almost gone on two-door versions
Design of a replacement for the two-door Pontons began in 1957. Since most of the chassis and drivetrain were to be unified with the sedan, the scope was focused on the exterior styling. Mercedes chose the work of engineer Paul Bracq, which featured a more squarish, subtle rear-end treatment, more evocative of the later squarish styling of the subsequent W108/W109 than the sharp-edged tailfins of the sedan.



Production began in late 1960, with the coupe making its debut at the 75th anniversary of the opening of Mercedes-Benz Museum in Stuttgart in February of the next year. The convertible followed at the Frankfurt Auto Show a few months later. Almost identical to the coupe, its soft-top roof folded into a recess behind the rear seat and was covered by a tightly fitting leather "boot" in the same color as the seats. Unlike the previous generation of two-door ponton series, the 220SE designation was used for both the coupe and convertible; both received the same version of the 2195 cc M127 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.


Mercedes-Benz 280SE Coupe (US)

Mercedes-Benz 280SE Coupe
In March 1962, Mercedes-Benz released the exclusive two-door M189-powered 300SE. Like the 300 sedan, it was based on the W111 chasis but shared both Daimler's top-range 2996 cm3 fuel-injected engine and the unique W112 chassis designation, efforts on Mercedes' part to distance it from the maker's modest W110 and W111 lineups and link it to the prestigious W188 300S two-door luxury sports tourer. It was distinguished by a chrome strip, and featured air suspension and a higher level of interior trim and finish. Prices were 45,000 and 48,500 for the hard and soft roofs respectively.

In summer of 1965 Mercedes-Benz launched replacements for both W111 and W112 sedans, the W108 and W109 respectively. With the tailfin fashion well eroded by the mid 1960s, the new design was based on the restrained W111 coupe, widened and squared off. Work on a future new chassis that would fully replace the Ponton-derived W111/W112 and W108/W109 was well under way. With a concept car of the first S-Class was shown in 1967,[citation needed] Daimler declined to develop a two-door W108/W109 vehicle, instead continuing production of the aging W111/W112 with modest changes. The 220SE was superseded in early autumn 1965 by the 250SE, which featured the new 2496 cm3 M129 engine. Producing 150 hp (112 kW) at 5500 rpm, it gave the vehicle a significant improvement in top speed, 193 km/h (120 mph) (188 km/h (117 mph) with automatic transmission), and 0–100 km/h (62 mph) acceleration time of 12 seconds (14 with automatic transmission). Visible changes include new 14-inch rims, which came with new hub cabs and beauty rings accommodating the larger disk brakes and new rear axle from the W108 family.

Since the W108 and W109 were only available as 4-door models, 2-door W111 and W112 coupés and cabriolets like this 1969 280SE are frequently mistaken for them

In November 1967 the 250 SE was superseded by the 280 SE. It was powered by the new 2778 cc M130 engine, which produced 160 hp (119 kW) at 5500 rpm. Top speed was hardly affected, but acceleration from 0-100 km/h (62 mph) improved to 10.5 seconds (13 with automatic transmission). 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 wheelcover, and the exterior mirror was changed.

Despite its smaller engine, the 280 SE could outperform the early 1950s M189 powered 300 SE, resulting in the more expensive model's retirement.

The 280 SE 3.5

Mercedes-Benz upgraded the W111 280SE to include an optional 3.5 litre V8 engine
A final model was added in August 1969, the 280 SE 3.5, the first Mercedes post-War coupe with more than 3 litres. The car was fitted with the brand-new M116 3499 cc V8. It produced 200 hp (150 kW) at 5800 rpm, and a top speed of 210 km/h (130 mph) (205 km/h (127 mph) with automatic transmission) and a 0-100 km/h (62 mph) at 9.5 seconds (11.5 for the automatic transmission). As one of several changes to modernize the aging design a lower, wider grille was incorporated and the facelifted model is often by the Germans referred to as the "flachkühler". The new grill was not a side-effect of enlarging the engine compartment to accommodate the V8 despite popular belief. Front and rear bumpers were also modified with the addition of rubber rub strips; the rear lenses changed to a flatter cleaner design. This change was carried across the standard 280 SE. As the top of its range, the 280 SE 3.5 is seen as an ideological successor to the W112 300 SE, though it lacked the W112's air suspension.

There were plans to place the larger M117 V8 engine in the W111 (the model would have been called 280 SE 4.5).[citation needed]

The last 280 SE was produced in January 1971, with the 280 SE 3.5 ending in July. The total production over the decade was: 220 SEb - 16,902, 250 SE - 6,213, 280 SE - 5,187, and 280 SE 3.5 - 4,502 units. Not including 3,127 W112 300 SE models, the grand total of 2-door W111 models was 32,804 of which 7,456 were convertibles.

The indirect replacement for the Coupé was the C107 SLC, which was an SL Coupé, it therefore had no link with the S Class range. The true successor of the W111/12 Coupe was the C126 Coupe of 1981. As the R107 SL grew bigger and more luxury oriented, it assumed the position of the top of the range Convertible, which meant the four-seater convertible would disappear from Mercedes-Benz's lineup for nearly two-decades, until the A124 in 1992.

MG began offering the MGB GT V8 in 1973 powered by the aluminium block 3,528 cc Rover V8 engine, first fitted to the Rover P5B. This engine had been used in the unibody GM 1961–1963 A-body platform Buick Special/Skylark and Oldsmobile F-85 and 1961–1962 Pontiac Tempest and was the lightest mass-production V8 in the world.

The Buick version had a dry, undressed weight of 318 lb (144 kg) and the 1963 Skylark with optional four-barrel Rochester carburettor and 10:1 compression ratio produced 200 hp (150 kW) at 5,000 rpm. By the time Rover had made webbing modifications to strengthen the block, the engine was considerably heavier (over 170 kg). Some changes were made by MG-Rover and the engine found a long-lived niche in the British motor industry.

These cars were similar to those already being produced in significant volume by tuner Ken Costello. MG even contracted Costello to build them a prototype MGB GT V8. However, the powerful 180 bhp (134 kW) engine used by Costello for his conversions was replaced for production by MG with a more modestly tuned version producing only 137 bhp (102 kW) at 5,000 rpm. Nonetheless, 193 lb⋅ft (262 N⋅m) of torque helped it hit 60 mph (97 km/h) in 7.7 seconds and go on to a 125 mph (201 km/h) top speed. Fuel consumption was just under 20 mpg.

By virtue of its aluminium cylinder block and heads, the Rover V8 engine weighed approximately 40 pounds less than MG's iron four-cylinder. Unlike the MGC, the V8 that provided the MGB GT V8's increased power and torque did not require significant chassis changes nor sacrifice handling.

Both chrome and rubber-bumpered GT versions of the V8-powered MGB were produced by the factory with production ending in 1976.

MG never attempted to export the MGB GT V8 to the United States. It chose not to develop a left-hand-drive version of the MGB GT V8 although the Rover V8 engine was offered in US-bound Rover models. The P6 3500 was withdrawn after 1971 from the US and the Rover 3500 SD1 only introduced in 1980 (its engine equipped with power-sapping emissions equipment) so that during the lifetime of the MGB GT V8 the engine was not being built in a federal version. Abingdon built seven LHD models, sent them to America to achieve certification, and brought them back to the UK to be sold to mainland European countries.

These high-end cars were fitted with the 3.0 litre fuel-injected M189 big-block six-cylinder engine, at the time of the model's introduction the company's largest. They were finished with a higher level of wood and leather trim than the W111, and had standard luxury features such as power steering, automatic transmission, and pneumatic self-levelling suspension, an enhancement of the Mercedes-Benz 300d Adenauer's dashboard activated mechanical torsion bar based system.

The sedan was based on the Mercedes-Benz W111 Fintail sedan chassis and coachwork. The 300SE coupe/convertible was introduced in February 1962, and - somewhat confusingly - shared its more restrained and elegant Paul Bracq designed bodywork with the Mercedes-Benz W111 220SE coupe/convertible.

The sedan-based stretched wheelbase 300SE "Lang") appeared in March 1963, redesignated the 300SEL in 1964.

Background

The previous generation of Mercedes models featured three types of chassis: those mass produced on a unibody Ponton chassis, which included the entry-level 4-cylinder 180/190 series, mid-range 220 series of sedan, coupe, and convertible, and 190SL sports coupe and roadster; a luxury range of coachwork-built 300 series sedan, coupe, convertible, and roadster, hand-crafted on a pre-war X-frame chassis; and the exotic 300SL coupe/roadster, built on a unique tubular frame.

In the late 1950s, Daimler-Benz AG began plans to unify its entire model range on one platform in order to take advantage of economies of scale. Assembly of all 2-door 300S W187s ended in 1955, and in 1958, the fuel-injected W128 220SE "Ponton" was introduced. The new generation of 220/220S/200SE W111 "Fintail" sedans was introduced in 1959. These were joined in 1961 by the 220SE W111 coupe and convertible, as well as the four-cylinder W110 190 and 190D. Since a replacement for the big 300d Adenauer limousine was still being developed, its fuel-injected 3-litre six-cylinder M189 engine was installed in the W111 and supplemented with luxury features and detailing to create the W112.

Coupe and Cabriolet

With no equal or superior in the Mercedes line, the coupe and cabriolet W112s enjoyed a somewhat elevated status through their model runs. Their more modern and elegant Paul Bracq designed W111 220SE coupe/convertible-based bodywork lacked the dating pointed, upwardly-raked fintails of the sedan, and aged better. The 2-door coupe and cabriolet W112s arrived in 1962, only a year later after the première of the 2-door W111s. The cabriolet was offered as a single 220SE model, and sold in a 5:1 ratio to the 2-door 300SE. Two-door W111/W112 production continued after 1965 with the coming of the new generation W108/W109 sedans.

However, in November 1967, the aging M186-based M189 engine was replaced by a 2.8 litre straight-6 used in the 280SE. At least one 300SE Convertible, with M189 engine, was produced for the Frankfurt Auto show with updated equipment and styling for the 1968 standards but the line was discontinued before the new year for all 2 door W112 autos