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 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 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).

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 manufacturer's name 'SS Cars' used from 1934 maintained a link to the previous owner, Swallow Sidecar, founded in 1922 by Walmsley and Lyons to build motorcycle sidecars. In March 1945 the S. S. Cars shareholders agreed to change the name to Jaguar Cars Limited.

In common with many products of the thirties the adoption of an animal name was deemed appropriate[citation needed] and the model name "Jaguar" was given to a new SS saloon car in 1935, and then to all new SS models.

The '100' was for the theoretical 100 mph maximum speed of the vehicle.

Construction
The chassis had a wheelbase of 8 feet 8 inches (2.64 m), and was essentially a shortened version of the one designed for the 2½-litre saloon, a car produced in much greater numbers, and first seen in the SS 90 of 1935. When leaving the factory it was originally fitted with 5.50 or 5.25 × 18 inch tyres on 18 inch wire wheels.

Suspension was on half-elliptical springs all round with rigid axles. The engine was a development of the old 2½-litre Standard pushrod unit converted from side valve to overhead valve with a new cylinder head designed by William Heynes and Harry Weslake. The power output was increased from 70 bhp (52 kW) to 100 bhp (70 kW). Twin SU carburettors were bolted directly to the cylinder head. In 1938 the engine was further enlarged to 3½ litres and the power increased to 125 bhp (93 kW). The four-speed gearbox had synchromesh on the top 3 ratios. Brakes were by Girling. The complete car weighed just over 23 cwt (2600 pounds, 1150 kg).

On test by the Autocar magazine in 1937 the 2½-litre (20 RAC hp rating) car was found, with the windscreen lowered, to have a maximum speed of 95 mph (153 km/h) and a 0–60 mph (97 km/h) time of 13.5 seconds. With the 3½-litre (25 RAC hp rating) the top speed reached the magic 100 mph (160 km/h) with a best of 101 mph (163 km/h) over the quarter mile and the 0–60 mph (97 km/h) coming down to 10.4 seconds.

In 1937 the 2½-litre car cost £395 and in 1938 the 3½-litre £445. The fixed head coupé, of which only one was made, was listed at £595. A few examples were supplied as chassis-only to external coachbuilders.

Legacy

Widely considered one of the most aesthetically pleasing sporting cars of the 1930s the SS100 is also very rare, with only 198 2½-litre and 116 3½-litre models made. While most stayed on the home market, 49 were exported. Cars in good condition will now regularly fetch in excess of £300,000. A near concours example was auctioned by Bonhams at the 2007 Goodwood Festival of Speed for £199,500. Due largely to its rarity, auction prices for the SS100 have since risen strongly.

More recently a beautifully restored former Pebble Beach concours winning 1937 S.S. Jaguar 100 3½ Litre Roadster - was sold by Gooding & Co. at their August 2010 Pebble Beach auction. It fetched a noteworthy £666,270 ($1,045,000).

It was on an SS100 that the famous Jaguar 'leaper', the marque's signature feline bonnet ornament, was first displayed. In mid 1936 the first version of the Jaguar mascot was reputedly described by Sir William Lyons, founder of the company, as "looking like a cat shot off a fence". A later publicity photograph of the new Model 100 "Jaguar" (registration mark CKV 250) parked outside the offices of SS Cars Ltd in early 1937 shows a revised Jaguar 'leaper' mounted on the radiator cap. It is this more stylised 'leaper' that became the trade mark for Jaguar Cars, Ltd., remaining in use to this day.

The unnamed owner of the Belgravia vintage car dealer in James Leasor's 'Aristo Autos' novels, 'They Don't Make Them Like That Any More', 'Never Had a Spanner on Her' and 'Host of Extras', drives an SS100, and the car features prominently in the books.

The late Alan Clark (1928-1999) MP owned an SS Jaguar 100, and during his time in Margaret Thatcher's government was often to be seen piloting his SS100 away from the House of Commons after late Parliamentary sittings.

 

The F 400 Carving follows the tracks of other vehicle studies, such as the 1996 F200 Imagination and the 1997 F300 Life-Jet, which showcased new steering and chassis concepts. “Drive-by-wire” and “active scroll control” were just two of the central concepts for these automotive research projects. Mercedes-Benz research engineers and scientists refined these ideas and presented them in 2001 at the Tokyo Motor Show at the Mercedes-Benz F400 Carving. The new concept reveals a completely new system that further improves active safety and dynamic handling and provides an even more stimulating driving experience.

20 DEGREES WHEEL CAMBER FOR SAFE AND RELIABLE EFFORT

The epithet "Carving" already suggests the capabilities of chassis technology in this research vehicle. Each time the car enters a curve or bend, two of its wheels tilt inward, riding on a tire tread that has been specially optimized for cornering and has a high friction coefficient for optimal directional stability and road grip. The dynamics are reminiscent of the movements made by alpine skiers using carving skis.

The computer-controlled system on the F 400 Carving varies the camber angle on the outer wheels between 0 and 20 degrees when the car is cornering. The internal wheels and the body of the vehicle remain in their normal positions. ”Active camber control” is the culmination of a research project that spans several years. It all started with computer simulations and bench testing. But now it's time for roadside research. The F 400 Carving is a kind of mobile research laboratory for automotive engineers based in Stuttgart. They intend to use the two-seater open-top to investigate the potential of new chassis systems and to break new ground in chassis technology for the passenger cars of the future. Initial tests and measurements have given extremely encouraging results.

Compared to a modern car chassis, the active curvature control on the Carving F 400 allows up to 30% more lateral stability and 15% more longitudinal forces. The numbers support these claims: while the maximum lateral force on the wheel is usually about 6200 Newtons when the curvature is zero degrees, that number rises to 6900 Newtons when there is a negative curvature of 10 degrees and as high as 7800 Newtons when the A negative curvature is 20 degrees. Thanks to the high level of lateral stability on the outer wheels during cornering, the lateral acceleration on the F 400 Carving is up to 28% higher than on sports cars that rely on conventional chassis technology. When the outer wheels of the Notch F 400 are tilted inwards 20 degrees during curves, the biposto reaches a maximum lateral acceleration of 1.28 g.

This impressive figure is not only an indication of high dynamics in curves and sporting agility, but also signals a substantial improvement in active safety, particularly in emergency situations, such as speeding (excessive) curves or sudden avoidance maneuvers. The research car remains more directionally stable than a car equipped with conventional chassis technology. In addition, it does this for longer and with greater speed.

RUBBER MIXTURE: TIRES TIRE WITH DIFFERENT FRICTION ZONES

The rubber mixture used for the F 400 tires plays an equally important role, as the softer inner tread zones allow for even greater transmission of forces - that is, better grip on the road - when cornering. These “high friction compounds” are generally not suitable for car tires, as the soft rubber mixture is more susceptible to wear than the conventional rubber compounds used. Therefore, the new tire would not normally achieve the mileage that today's tires are capable of.

The camber control active in the F 400 sculpture compensates for this short time: thanks to this innovative technology, the softer interior of the tires only comes into contact with the track when the car is cornering and therefore does not use it so fast. In contrast, the rubber compound that experts have developed for the outside of the tire is much more difficult, having been optimized for longevity, straight-line stability and road roar. In other words, thanks to its asymmetrical contour and special rubber mixture, the newly developed tire provides the answer to an unresolved conflict of objectives: maximum safety in curves and superlative driving dynamics on the one hand; high mileage and excellent stability straight from each other. For the first time, therefore, two different concepts are realized in a single tire, thanks to the active camber control.

HIGHLY PROMISING RESEARCH

Active computer-controlled camber adjustment and asymmetrical tires have brought DaimlerChrysler engineers an important step towards achieving one of their main objectives: to improve already exemplary levels of active safety and driving dynamics for the benefit of future models. But this is just the beginning of what promises to be an extremely fruitful research project: alongside greater lateral acceleration and exemplary cornering stability, this innovative technology offers a number of other benefits on the road:

If there is a risk of skidding due to excessive steering or steering, the system briefly tilts one or more of the wheels in a precisely calculated amount, thus increasing lateral forces and stabilizing the car. This means that active camber control has the potential to increase the effect of ESP®. Together with the electronically controlled steering, which allows for automatic steering correction, this can greatly reduce the risk of skidding.

In the case of emergency braking, all four wheels of the research car tilt at the speed of light, leaving only the inside of the tires - with compound tread friction optimized rubber - in contact with the road. This reduces the stopping distance to 100 km / h by a good five meters.
If there is a risk of aquaplaning, the system is able to optimize the tire contact system in an appropriate amount. A camber of just five degrees is sufficient to achieve the desired effect: a substantial reduction in the risk of aquaplaning. A new generation of sensor systems, currently under development at DaimlerChrysler, detects the water layer on the road surface and sends the measured values ​​to the ECU in the center of the active camber control, allowing the system to automatically adjust the inclination of the wheels to suit to road conditions.

Asymmetric tires would also be beneficial in winter, as the special rubber blend and tread pattern combine to provide extremely high traction, as well as short stopping distances and superlative directional stability. To ensure safe driving on snow or ice, the driver can tilt the wheels at the press of a button, thus allowing the car to work only inside the tires, for better grip on the road.

 

HYDRAULIC CYLINDERS

Active adjustment of the computer-controlled camber is possible thanks to two-piece hub carriers and a powerful hydraulic system. Each hub support consists of a tilt section and a rigid section: the wheel locating components of a dual-spindle suspension system are attached to the rigid inner sections while the wheel bearings and brake caliper joints are located on the tilting external sections. During bends, piston rods on double hydraulic cylinders press against the inclined sections of the hub holder on the outer wheels, causing them to tilt outwards at the bottom. This way, the wheel can change between 0 and 20 degrees, depending on the road situation. The rear axle driven on the F 400 Carving is designed in the same way as the front axle, with variable length axles being the only big difference.

At the heart of the hydraulic system is an axial piston pump with a working pressure of up to 200 bar. Servovalves on the twin cylinders of the wheels regulate the oil flow to control the degree of retraction and extension of the cylinder. If the driver adopts a dynamic driving style, rapid cylinder movement is required, in which case the pump is assisted by a hydraulic pressure reservoir. A limp-home function is also provided: special shut-off valves interrupt the flow of oil to the hydraulic cylinders and use the pressure available in the system to adjust the camber angle of the wheel to zero degrees.

Steer-by-wire and wire brake

Active camber control, as shown in the F 400 sculpture, represents a major step forward in the development of chassis for future car models. Even in its own right. But the engineers in Stuttgart are taking things a step further, combining this technology with a number of other equally pioneering systems. The key to all of this is drive-by-wire. The F 400 dispenses with mechanical connection components, such as the steering column, with all the axles and articulations that accompany it, and the articulation between the brake pedal and the brake servo. Instead, there are wires that transmit the driver's steering or braking inputs by purely electronic means.

Direction: The electronic steering wheel is equipped with two inductive angle sensors that capture each movement of the steering wheel, convert the measured angle into an electric pulse and transmit the signal to the research car's microcomputers via data line. Computers evaluate these and other current sensor signals, using the data to specify set points for the steering angle of the front axle. In critical situations, the drive-by-wire system can also replace the driver's steering inputs to keep the car safely in balance. Two electric motors, which are directly connected to the rack and pinion direction, move the wheels of the F 400 sculpture. That is why automotive researchers refer to an "electric rack" - a new feature that they developed together with experts towards Mercedes-Benz Lenkungen GmbH. Each electric motor generates half of the steering torque. In the event of a fault, only one of the engines can assume full responsibility for the steering functions. This is, therefore, a redundant system, designed to provide maximum functional reliability. Even the research car's power supply is based on a dual system concept: in addition to a standard 12-volt power supply, the F 400 Carving also has two 42-volt systems that are used primarily for electronic steering.

Brakes: Brake-by-wire is already a reality at Mercedes-Benz. The Sensotronic Brake Control (SBC) high pressure brake operates according to the following principle. When the brake pedal is pressed, an electrical signal is produced, which is routed to a microcomputer. A sophisticated sensor system ensures that the microcomputer receives a continuous feed of data on the driving dynamics of the car. The electronic system can therefore calculate and modulate the brake pressure for each wheel, according to the situation in question. The end result is significantly improved braking safety when cornering.
Together with the Sensotronic Brake Control, the F 400 sculpture braking system contains yet another technical highlight that really sets it apart: the brake discs (330 mm in diameter) are made of carbon fiber reinforced ceramic, a high-tech material . able to withstand extreme temperatures between 1400 and 1600 degrees Celsius. It is also about a third lighter than cast iron.

 

XENON LIGHT OF FIBER OPTICS

Equally new is the F 400 Carving headlight system. For the first time, DaimlerChrysler is using state-of-the-art fiber optic technology to transmit the light produced by xenon lamps. These optical fiber bundles, made up of thousands of individual fiberglass wires, allow for the physical separation of the light source and headlights - an advantage that mainly benefits the sports car design, as the headlights take up only a short distance. amount of space. This, therefore, allows for an extremely flat and low front.

The main and middle beam light is generated in two cylindrical housings below the engine hood. Each contains a xenon lamp and the light emitted by these lamps is concentrated by elliptical reflectors. The focal points of the reflector reflect the light in the fiber optic lines, which, in turn, guarantee the lossless transmission of light to the headlights. Special lens systems in the headlights diffuse the light to illuminate the road. In addition, the F 400 Carving has two side lights for curves. These fixed position halogen lamps light up when a certain steering angle is reached. They can also be activated by a button, for use as fog lights. A space-saving design is also the hallmark of the indicators: powerful LEDs generate light that is then dispersed through prismatic lenses.

VEHICLE BODY: LIGHT CARBON FIBER

The open two-seater body is made of carbon fiber reinforced plastic (CFRP). Already tried and tested in the world of Formula 1 car racing, its main properties are minimum weight and maximum strength. It weighs about 60% less than steel, making the research car body 100 kilos lighter. DaimlerChrysler engineers use a clever mix of three materials for the F 400 Carving chassis: steel, aluminum and carbon fiber (CFRP).



EXTERIOR: THE LANGUAGE OF DYNAMICS

Whatever the way you look, from any angle, the speedster's body is like that of a perfectly proportioned and superbly conditioned athlete. The profile is structured by wing-shaped sections that stretched powerfully on the wheels, harmoniously drawing them in the general concept of the body, but without restricting its freedom of movement. Small wing sections forwards and backwards from the wheels reinforce this effect, making the wheels the dominant focus of attention when viewed from the side.

The design team also skillfully used the distinctive wing sections to give the F 400 Carving a distinctive feature, making the headlights an integral part of the wings and using the light caps to form two “eyes”, while definitely increasing the seductive allure of the sports car. This stylistic detail is possible thanks to the lighting systems that incorporate state-of-the-art fiber optic technology, since conventional headlights are simply too big to be incorporated in the limited space available in the wing sections.

And, of course, the two-seater face would not be complete without the three-pointed star, centrally positioned in the renowned Mercedes sports tradition. It forms the focal point of another important design feature that extends centrally across the engine hood, evoking images of the unmistakable arrow-shaped nose of the McLaren-Mercedes team's Silver Arrows. This particular detail is on its way to becoming a classic sports feature of Mercedes-Benz, having already graced the studies of the Vision SLR and Vision SLA sports car.

Arguably the most striking feature of all, because they are so steeped in tradition, gullwing doors have come to symbolize the Mercedes-Benz brand. It is now exactly 50 years since the first Mercedes-Benz Gullwing created a sensation, marking the beginning of the SL legend. The F 400 designers took this feature and reinterpreted it in the spirit of contemporary design and technology, proving that the idea is as stylish and stimulating as it was so many years ago. The gullwing doors of the research car are not attached to the ceiling as they were in the original 300 SL. Instead, they rotate upwards 60 degrees thanks to special gaskets, supported by gas springs.

The muscular contour of the door leads to a sweeping and powerful profile that forms a prominent line that extends to the end of the sprinter's tail, where it functions as a fender for the rear wheels. The tail part of this section houses the rear lights, just as its counterpart at the front incorporates the headlights. The thin prism lenses allow the indicators, taillights and brake lights to blend effortlessly with the overall design concept and, in addition, shed extremely impressive light on things.

 

INTERIOR: HIGH TECHNOLOGY

A look inside the cockpit reveals another great design theme for the F 400 Carving: technology in its purest form. Technology that focuses on the essentials, on what was originally motorsport and, therefore, on everything that is absolutely central to this idea. Nothing more, nothing less.

Of course, this initially smells like purism, a totally stripped-down driving machine. But a closer look quickly reveals everything: the perfect finish, the best materials and a passion for detail. The designers at Mercedes' studios - in Como, northern Italy and Sindelfingen, southern Germany - dedicated themselves to the task at hand, giving the interior a characteristic appearance based on classic aspects of bodystyling and design. Nowhere is this more apparent than in the “wing” theme, the instrument panel being a perfect case: there is no firm visual link between the panel and the central tunnel. It seems to be “floating” in space like a majestic wing and thus it looks extremely light and almost delicate.

The idea of ​​technology in its purest form is most clearly exemplified by the transmission tunnel, which has the shape, color and texture of a cast aluminum transmission bell. As such, it echoes the racing car cockpits of the 1920s and 1930s, a time when drivers had to settle for pure metal and little else. The simple slider controls for the blower and heater, the metallic lever for the SEQUENTRONIC transmission and the oval ventilation outlet above the transmission tunnel reinforce these images of times gone by, but behind each of these classic-style features is the state -of-art. art technology.

Passengers of the F 400 sculpture are awaited by carbon seats where they immediately feel in tune with this evocative car and its technology: man and machine in perfect harmony. The seats provide superlative side support and can be individually adjusted, despite their one-piece design. The multi-layered fiber texture means that it is possible to vary the backrest inclination without the need for joints or hinges - just a small lever mechanism. Together with the spring and damper systems under the seat, the multi-piece upholstery ensures effective vibrational damping for good seat comfort.
 

The 1989 Mercedes SL base model was the 228 hp (170 kW) 3.0-liter inline 6 300 SL model in the USA. In Europe, the basic model was the 190 liter (140 kW) 3.0-liter in-line 6 300 SL with 12 valves, and the 228 hp (170 kW) 3.0-liter in-line with 24 valves is known like the 300 SL 24. But it was the 500 hp (240 kW) 500 SL (with a 5.0 L V8 engine) that made the most headlines. The specification was high, with electric windows, mirrors, seats and a roof.

The R129 model was the first convertible / roadster to offer automatic rollbar rollover. The driver can also manually raise and lower the scroll bar, if he chooses. This facilitates the clean appearance of the R129 without compromising occupant safety.

1994 saw a secondary facelift for the SL with changes to the rear headlights and white indicator lights in the front, and the 300 SL was replaced in Europe by the SL 280 and SL 320 (with 2.8 and 3.2-liter I6 engines). The SL 500 continued with the same powerful engine. A 6.09 liter, 389 hp (290 kW) V12 SL 600 exceeded the range. Introduced in 1993 as the 600 SL, the SL 600 was re-badged in 1994. It had the same engine as the original Pagani Zonda.

The SL 320 replaced the 300 SL in the United States in 1995, but the SL 280 was not offered. The six-cylinder SLs were removed from the US line in 1998, leaving only the V8 and V12. The SL 500 acquired a new 5.0 liter V8 of 302 hp (225 kW) for 1999.

 

The Mercedes-Benz R107 and C107 are automobiles that were produced by Mercedes-Benz from 1971 to 1989, being the second largest individual series ever produced by the automaker, after the G-Class. They were sold under the model names SL (R107) and SLC (C107) as the 280 SL, 280 SLC, 300 SL, 350 SL, 350 SL, 380SL, 420 SL, 450 SL, 450 SL, 500 SL and 560 SL .

The R107 / SL was a two-seater car with a detachable roof. It replaced the W113 SL-Class in 1971 and was replaced by the R129 SL-Class in 1989. It was the only Mercedes cabriolet throughout its production.

The C107 / SLC was a four-seater car with a fixed roof and an optional sliding steel sunroof. It replaced the W111 Coupé in 1971 and was replaced by the C126 S-class coupe in 1981.
The R107 and C107 took the chassis components of the mid-size Mercedes-Benz W114 model and initially combined them with the M116 and M117 V8 engines used in the W108, W109 and W111 series.

The SL variant was a 2-seater / roadster convertible with standard hood and optional hardtop and optional folding seats for the rear seat. The SLC derivative (C107) was a 2-door hardtop coupe with normal rear seats. The SLC is commonly referred to as an 'SL coupe', and this was the first time that Mercedes-Benz had based a coupe on an SL roadster platform instead of on a sedan, replacing the old 280/300 SE based coupe in sedan in Mercedes Line. The SLC was replaced before the SL, with the model running in 1981, with a much larger model, the 380 SEC and 500SEC based on the new S-class.

Volume production of the first R107 car, the 350 SL, began in April 1971 alongside the last of the W113 cars; the 350 SLC followed in October. The 350SL from early 1971 are very rare and were available with an optional automatic 4-speed fluid coupling gearbox. In addition, the rare 1971 cars were equipped with electronic fuel injection from Bosch. Sales in North America started in 1972, and the cars used the name 350 SL, but had a larger 4.5L V8 with 3 speeds (and 450 SL were renamed for the 1973 model year); the large V8 became available in other markets with the official introduction of the 450 SL / SLC in markets outside North America in March 1973. US cars sold from 1972 to 1975 used the Bosch D Jetronic fuel injection system , an old electronic engine management system.

As of July 1974, both SL and SLC could also be ordered with a fuel-injected 2.8-straight-6 like the 280 SL and SLC. The North American models sold from 1976 to 1979 used the Bosch K Jetronic system, a fully mechanical fuel injection system. All US models used the 4.5-liter engine and were called the 450 SL / SLC.

In September 1977, the 450 SLC 5.0 came on the line. This was a homologation version of the big coupe, with a new five-liter V8 all-aluminum, aluminum alloy hood and boot lid and a black rubber rear spoiler, along with a small front spoiler. The 450SLC 5.0 was produced to approve the SLC for the 1978 World Rally Championship.
 

 

The MG T series is a line of open two-seater sports cars with body structure and very little protection against the elements that were produced by MG from 1936 to 1955. The series included the MG TA, the MG TB, the MG TC, the MG TD, and MG MG Midget models. The last of these models, the TF, was replaced by the MGA.

The name TF was reinstated in 2002 in the mid-engined MG TF sports car.

The TF Midget, launched on October 15, 1953, was a faceted TD, equipped with the TD Mark II engine, headlights on the fenders, an inclined radiator grille concealing a separate radiator and a new pressurized cooling system along with a simulated external radiator cap. [1] The compression ratio of this XPAG engine has been increased to 8.1: 1 and extra-large valves with stronger valve springs and larger carburetors have increased production to 57.5 hp at 5,500 rpm.

In mid-1954, the engine's capacity was increased by 17% to 1466 cc and called XPEG. The diameter was increased to 72 mm (2.8 in) and the compression increased to 8.3: 1, giving 63 CV (47 kW) at 5,000 rpm and a 17% increase in torque. The car was designated TF1500, and externally distinguished by a cream-colored enamel nameplate on both sides of the hood, placed only on the rear of the front cover release buttons.

Production ended at chassis number TF10100 on April 4, 1955, after 9,602 TFs were manufactured, including two prototypes and 3,400 TF1500s. TF was replaced by MGA.

The 220S was produced in limited numbers, starting in the mid-1950s and continuing until October 1959. A total of 3,429 copies were produced, 2178 of which were convertible.

 

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).

Introduced as in-line 6-cylinder cars with 2.2-liter engines, the W111 spawned two lines of variants: entry-level vehicles sharing their chassis and body, but with four-cylinder engines they were designated as the W110. A luxury version built on the W111 chassis with its body and the six-cylinder M186 engine with six-cylinder fuel injection was designated the W112.

Mercedes-Benz emerged from World War II as an automaker in the early 1950s, with the expensive 300 Adenauers and the exclusive 300 S tourers that gained fame, but it was the simple monoblock that Pontons represented in most of the company's revenue.

Pontons replacement work began in 1956 with a design focused on passenger comfort and safety. Ponton's basic cab was enlarged and square, with a large glass greenhouse improving the driver's visibility. A milestone in the design of the car was the front and rear crumple zones to absorb kinetic energy on impact. The automaker also patented retractable seat belts.

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

 

Mercedes-Benz 280SE Coupe (USA)

 The boxes almost disappeared in the two-door versions

The design of a replacement for the two-door Pontons began in 1957. Since most of the chassis and powertrain would be unified with the sedan, the scope was focused on the external style. Some of the prototypes and prototypes show that Mercedes-Benz tried to give the two-door car a front style almost identical to what would be realized on the Pagoda roadster, but ultimately favored the work of engineer Paul Bracq. The rear featured small tailfins, subtle compared to the bodies and evocative of the W108 / W109 square style.

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

In March 1962, Mercedes-Benz launched the exclusive two-door 300SE with an M189 engine. Like the 300 sedan, it was based on the W111 chassis, but shared Daimler's 2996 cm3 engine and the unique W112 chassis designation, efforts on the part of Mercedes to distance it from the automaker's modest W110 and W111 lines and joints to the prestigious two-door luxury sports tour W188 300S. It was distinguished by a chrome strip and featured air suspension and a higher level of internal trim and finish. Prices were 45,000 and 48,500 for hard and soft roofs, respectively.

In the summer of 1965, Mercedes-Benz launched replacements for the W111 and W112 sedans, the W108 and the W109, respectively. With tailfin fashion well eroded in the mid-1960s, the new design was based on the contained W111 coupe, enlarged and square. Work on a future new chassis that would completely replace the Ponton-derived W111 / W112 and W108 / W109 was already underway. With a concept car of the first S-Class shown in 1967, Daimler refused to develop a two-door W108 / W109 vehicle, continuing the production of the aging W111 / W112 with modest changes. The 220SE was replaced in the early fall of 1965 by the 250SE, which featured the new 2496 cm3 M129 engine. Producing 150 hp (112 kW) at 5500 rpm, it provided the vehicle with a significant improvement in top speed, 193 km / h (188 km / h (117 mph) with automatic transmission) and 0-100 km / h (62 mph) time acceleration of 12 seconds (14 with automatic transmission). Visible changes include new 14-inch rims, which came with new hub cabs and beautiful rings, accommodating the biggest disc brakes and the new rear axle of the W108 family.

Mercedes-Benz 280SE Coupe

In November 1967, the 250 SE was replaced by the 280 SE. It was powered by the new 2778 cc M130 engine, which produced 160 hp (119 kW) at 5500 rpm. The top speed was hardly affected, but the acceleration from 0-100 km / h (62 mph) improved to 10.5 seconds (13 with automatic transmission). Inside, the car received an option of wood veneer on the instrument panel and other minor changes, including door lock buttons and different heating levers. The hubcaps were changed again to a new one-piece cover, and the outer mirror was changed.

Despite its smaller engine, the 280 SE could outperform the early 1950s, with the M189 equipped with 300 SE, resulting in the retirement of the more expensive model. The coupe and cabriolet kept the shared model designation until they were replaced by a new generation chassis in 1968.

Mercedes-Benz updated the W111 280SE to include an optional 3.5-liter V8 engine

A final model was added in August 1969, the 280 SE 3.5, Mercedes' first post-war coupe with more than 3 liters. The car was equipped 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 (205 km / h with automatic transmission) and 0-100 km / h (62 mph) in 9.5 seconds (11.5 for the automatic transmission). As one of several changes to modernize the design of aging, a lower and wider grid has been incorporated; this was not a side effect of enlarging the engine compartment to accommodate the V8 despite popular belief. The front and rear bumpers have also been modified with the addition of rubber friction strips; the rear lenses have changed to a flatter cleaning design. This change was made to the 280 SE standard. As the top of its range, the 280 SE 3.5 is seen as an ideological successor to the W112 300 SE, although the W112 air suspension was missing.

There were plans to place the larger M117 V8 engine on the W111 (the model would have been called the 280 SE 4.5).
 

 

The Ford Mustang is a sports car produced by the Ford Motor Company. The car was presented to the public on April 17, 1964 during the New York World's Fair. The Mustang, despite major changes over the years, is Ford's oldest car line. The name "Mustang" is inspired by the US P-51 Mustang fighter jet, named after the country's only wild horse race. It was the first "Muscle Car" in history, being followed years later by competing models clearly inspired by it.

Launched in April 1964 as a 1965 model the Ford Mustang was presented in two versions: Convertible and Coupe 2 doors. Designed and designed to suit every taste, it could come equipped with a modest 2.8L 101HP 6-cylinder engine up to a 271HP 4.8L V8.

After 6 months, the Fastback version was presented, with strong sporting appeal. There were no significant changes for the year 1966, when the car completed a total of 1 million units sold, proving the enormous success achieved.

About 70% of the cars sold were equipped with some version of the V8 engine. For 1967 and 1968 Mustang has already undergone the first style update, growing a few inches and looking to have a more aggressive line and become more comfortable.

The main novelty was the introduction of the big block V8 engines as an option. For 1967 the power could reach 325HP, with a 6.4L V8 and 390HP in 1968 with a 7.0L V8. In 1969 and 1970 new style update, made the most current and aggressive line. Launch of BOSS 302 and 429 models, equipped with high performance engines and Mach 1 (Sport) and Large (Luxurious) lines. The years 1971, 1972, and 1973 saw the most significant change of style within the first generation.

They were strongly influenced by anti-pollution laws, growing concern about fuel consumption, and insurance companies' resistance to accepting high-performance cars. Compared to the 1965 model, the Mustang increased by almost 15 cm and was 250 kg heavier and no longer had engines as powerful as those offered in the 60s. All these factors eventually influenced the end of the first generation and caused the birth of the Mustang. II in 1974, much lighter and more economical, but without the charisma of a true sportsman.

 

The Mercedes-Benz W136 was Mercedes-Benz's four-cylinder inline line from the mid-1930s to the 1950s. The 170 V made its public debut as a successor to the W15 Typ 170 in February 1936. Between 1936 and 1939 was the best selling model of Mercedes.

Between 1936 and 1942, more than 75,000 were built, making it by far the most popular Mercedes-Benz model to date.

Enough of the W136's tooling survived the Allied bombing during World War II (or could be recreated post-war) to serve as the foundation on which the company could rebuild. In 1947, the 170 V model had taken over its position as the best-selling Mercedes, a position it held until 1953.

The "V" in the name of the 170 V was short for "Vorn" (front), added to differentiate it from the contemporary Mercedes-Benz 170H (W28) rear engine ("H" for "Heck" rear) that used the same 1697cc four-cylinder engine, but positioned in the back of the car.

The 1.7-liter four-cylinder rear-wheel drive Mercedes-Benz 170 V (W136) was introduced in 1936 to replace the 1.7-liter six-cylinder Mercedes-Benz 170 (W15). Despite its similar engine capabilities, the new M136 car's side valve was more powerful. The manual transmission was four-speed synchronized (having been updated from synchronization only at the two major rates in 1940). The declared maximum power was 38 hp (28 kW; 37 hp) at 3,400 RPM with an initial compression ratio of 6: 1.

The mileage was 10 liters per 100 km (28 mpg-imp; 24 mpg- US). The engine was connected using only two mounts and set the smoothness standard for four-cylinder engines.

Body Options

Most of the cars produced, and an even greater proportion of those that survive, were two- or four-door "Limousine" sedan cars, but the range of different body types offered in the 1930s for the 170V was exceptionally high. broad. . A four-door "Cabrio-Limousine" combined the four-door "Limousine" four doors with a full-length folding canvas roof.

Both four door bodies were also available adapted for taxi work, with large luggage racks at the rear. There was a two-door two-seat "Cabriolet A" and two four-door "Cabriolet B" seats both with luggage storage behind the seats and below the hood storage location when folded (but without any external cover to access the luggage). out of the car). A common feature of the 170 V bodies was the external storage of the spare wheel on the rear panel of the car.

The two-seater roadster featured a large flap behind the two seats with a thin, upholstered rear partition that could be used as a substantial luggage platform or as an uncomfortable seat - the mother-in-law's seat.

In addition to the wide range of 170 passenger long-range Vs, a small commercial variant was offered, either as a flatbed truck or with a box body on the back. Special versions of the 170 V were offered, adapted for use as ambulances or by police, mountain rescue services and military.