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 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.

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

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 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 W123 is a range of executive cars produced by the German manufacturer Mercedes-Benz between January 1976 and January 1986.

The W123 models outperformed its predecessor, the Mercedes-Benz W114 models, as the most successful Mercedes, selling 2.7 million cars before being replaced by the Mercedes-Benz W124 after 1985. The additional range of smaller Mercedes-Benz models W201 was introduced in 1982.

As usual, the model names were related to engine sizes, engine type and chassis type:

C for Coupe
T for Tourismus und Transport (estate / station wagon)
The long wheelbase model was simply called "Lang" (long)
D for Diesel
Turbo for Turbodiesel
And for Einspritzung (fuel injection)
As for the chassis codes, the W123 is the regular sedan, the S123 the property, the C123 the coupe, the V123 the Lang and the F123 for the bare chassis, used for ambulances and other conversions.

Mercedes-Benz introduced the four-door versions of the W123 on January 29, 1976. Although there were some technical similarities to its predecessors, the new models were greater in wheelbase and external dimensions. The style has also been updated, although stylistic links with the W114 / W115 have been maintained. Initially, all models, except the 280 / 280E, had rounded square headlights of different sizes and the last large rectangular units. When facelifted, these units have become standard across the range. All W115 engines were transported, with the 5-liter 3-cylinder diesel model being renamed "240D 3.0" to "300D" (as it has been called before in North American markets). The only new engine was the 2,525 inline-six (type M123) of 250, a single overhead camshaft design that took the place that the M130 had within the W114 series.



Coupe (C123)
In the spring of 1976, a coupe version was introduced with a shorter wheelbase than in the saloon (2,710 mm versus 2,795 mm for the saloon). This W123C / CE was available as a 230C (later 230CE) and as a 280C / CE in most markets; in North America there were additional versions of 300 CDs with 3-liter diesel engines naturally aspirated and later turbocharged. In North America, buyers preferred diesel engines for luxury cars, while CAFE legislation meant that Mercedes-Benz North America had to reduce its average corporate fuel economy. This led to the introduction of some diesel models sold only in the United States.
It is a tribute to the car's instant popularity - and possibly the caution built into production schedules - that, nine months after its introduction, a black market had developed in Germany.

 

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).
 

 

Ascona was a mid-size model from Opel.

In Portugal it was sold as 1604 and 1904 due to the similarity between Ascona and a Palavrão.

The third generation (shown in the photo) was the first with front-wheel drive and was available in versions of 2 or 3 volumes (ie with traditional suitcase or tailgate).

It had several petrol and diesel engines.

A version called S / R was also launched, which had accessories that made the model more sporty. This version was produced on a small scale and very few of these are currently left. 

 

Mercedes-Benz W105 is a car produced by Mercedes-Benz from 1956 to 1959 and marketed as the Mercedes-Benz Typ 219. Part of the "Ponton" family, featured a 2.2-cylinder in-line engine of 2.2.

Story

Ponton's body shape was introduced in 1953 by the W120 180 chassis. The following year, Mercedes-Benz introduced the 6-cylinder 220a which was visually similar to the 180, but with 70 mm (3 in) added to the front wings. to accommodate two extra cylinders and 100 mm (4 in) added to the rear doors to provide extra legroom for rear passengers. This model worked until 1956 when the 219 and 220S were introduced.

Model identification

The front pillar 219 was identical to the long nose 220a, including the 2.2 L single-cylinder 2.2-cylinder engine. However, starting from the a-pillar, it used the shorter body of the W120 / W121 180/190 models. This can be identified by the single windows on the rear doors, as opposed to windows 220a and 220S with separate windows.

Inside, the 219 used the simpler instrumentation of the small car, along with bakelite instead of woodgrain.

 

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.

 

 

In the early 1950s Volkswagen produced only the Beetle and Kombi, typical post-war cars: resistant, sober and cheap. The world, however, was already recovering from the Second World War, and the demand for more elegant and luxurious cars increased. Volkswagen had just left British control (1949), and in a way it had already tentatively ventured into this market, with the convertible version of the Beetle. However, Volkswagen management was still considering the possibility of offering a car that would raise the firm's image, fully serving this market.

The Ghia Studio and the Project

The initial project presented by Karmann did not please VW executives much. Seeking to satisfy such an important client, Karmann sought help from the most renowned design studio in the world: the Ghia Studio. According to unofficial reports, Luigi Segre, responsible for the renowned studio, reportedly presented to Wilhelm Karmann an unused design by Chrysler, the Chrysler Guia Special coupe. Designed by Virgil Exner and Mario Boano, the prototype appeared at the 1952 Paris show, and would have inspired the design of the VW coupe.

With or without adapting a previous design, Ghia bought a Beetle from the French importer Charles Laudoch, and on its chassis it finished the prototype in just five months. Then the car was taken from Turin to Neuilly, France, to Laudoch's garage. There Wilhelm Karmann could see the design for the first time, which made him very excited. The car was taken to Osnabrück, where he was presented on November 16 to Heinrich Nordhoff, then president of Volks. Despite his concern about the possible possible price of the car, Wilhelm Karmann's persuasion and the need to meet market demands guaranteed the go-ahead for the project.

According to the agreement reached between the companies, the car would be sold by Volkswagen but produced by Karmann on the Beetle / Beetle platform (enlarged by 30 cm, and in total the car would be 12 cm longer). After further tests and refinements to the project, the tooling was ordered, and in July 1955 the Volkswagen coupe was presented to the press. However, the car still had no name, just the code "Typ 14". After considering some Italian names for the car, the name Karmann-Ghia was chosen, reflecting the exoticism of the car and the participation of the various companies in its project.

In August 1955 the first Karmann-Ghia left the assembly line in Osnabrück, Germany. The public reaction to the curvaceous car was excellent, and more than 10,000 cars were sold in the first year alone, surprising even Volkswagen itself.