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 Jaguar Mark 2 is a mid-size sedan car produced from the end of 1959 to 1967 by Jaguar in Coventry, England.

Twelve months before the XJ6 was announced, it would be renamed Jaguar 240 and Jaguar 340.

Jaguar's previous models, 2.4 Liter and 3.4 Liter, made between 1955 and 1959 were identified as Mark 1 since Jaguar produced this Mark 2 model.

The production of the Capri RS3100 showroom at the initial selling price of £ 2,450 included a l4in three-spoke sports steering wheel, and a modified version of the decalling used on the period RS2600 - Ford just removed the RS2600 and the injection references! Such decals are becoming impossible to obtain new stock for the concours competitor, so it has to be done using the standard originals. The traditional quarter-bumpers have been preserved for the front of the RS3100. As in the case of the 2600, both the chrome and matte black models were owned and photographed by Ford: the catalog specification was matte black. I was told Escort 1100 Mk2 The popular screws can be used to replace any missing original.

Only two officially manufactured RS Capris went into production, but there have been a few other attempts to bring RS and Capri together over the years following the brief production of the RS3100. Some of the following, such as Escort Mexicos, were sold only by RS dealers. Some were designed by German motoring personnel and then sold only through RS outlets. Some have been proposed as RS products, but have never achieved anything more than Ford's limited approval, with some sections of the normal warranty absent in deference to radically increased engine power.

The closure of Ford Advanced Vehicle Operations was a prolonged affair. Several departments remained operational in 1975 (notably engineering; and Motorsport's parts operation still operates from this location in 1987) despite the closure of the production line and the dispersion of the majority of the workforce.

Product planner Mike Moreton prepared a plan in 1975 to produce a 2.8 liter RS ​​Capri with fuel injection that should have reached the production lines in conjunction with the Escort RS2000. Management approval was given for this project, but the car was never made, due to the time-consuming business of putting the RS2000 into production at a mainstream facility, rather than at the FAVO factory for which it was originally designed.

However, the RS2800 Capri prototype was built, with the help of Thomas Ammerschlager in the Ford Motorsport department of Germany, and these cars were later demonstrated to the press in the Capn III trim. At the time, it was said that it was not worth the cost of development and crash tests to combine the 2.8 with the Capri hatchback, but the fluctuation in sales in Britain ended up changing all of that and the 2.8 injection appeared, reaching a very high level. proportion of profitable sales.

There is some logic in the owners of Capri 2.8 Injection, Special or 280 versions feeling that they have a genuine RS car, but the project had no intention on the part of the factory to use it in the competition. It was, however, a product of many of the same engineers who were at FAVO. The men who designed the RS2600 / 3100 started working on 2.8 Injection, the first car handled by the Special Vehicle Engineering group.

The fact that the resulting vehicle did not have an RS badge was simply a marketing decision. For the 2.8i it was as completely changed from a production base as many types of RS were. In fact, a former FAVO engineering chief told me: When I first ran a Capri injection, I thought it was the perfect development for the RS2600 series. Suspension, brakes, engine, all looked like developed versions of that first RS Capri

A similar lack of competition intent was why Germany's Ford / Zakspeed Capri turbo did not become an official RS product, despite being sold by RS dealers and developed by Motorsport staff. The Zakspeed-Ford alliance had previously produced a phenomenally successful 1.4 and 1.7 liter Turbo Capri race based on Cosworth BDA technology, but in addition to Zakspeed's work in its production and engineering, the Capri 2.8 Turbo sold by RS dealers in Germany in 1981 -82 had few features in common with 16-valve turbocharged race cars. Only 200 of these 134mph road cars were made by the Zakspeed-Ford cooperation, although a run of 300 to 400 was originally planned. Ford Vice President of Europe, Karl Ludvigsen, was brought to Britain. All were LHD and their 2.8-liter V6s equipped with a carburetor received only a modest increase of 0.38 bar in a KKK turbo. For later production, a Garrett AiResearch turbine was adopted, when the increase was apparently increased to almost 0.5 bar. With the largest reinforcement figure, these special Capris gave 188bhp at 5,500 rpm and at least 200lb / ft of torque was up at 4,500 revolutions.

Externally, they were the wildest goats ever offered by a Ford dealership. They had a very large rear wing in the style of the 16-valve pilots, tall and wide. The popular X-pack / RS body kit inflated wheel arches over 6.5 or 7.5 inch wide alloy wheels. The front spoiler was what the biggest German authorities allowed, and was usually removed when transporting new vehicles! The price, at the close of production in September 1982, was just under £ 8,900 without options.

There were also turbo capris for sale through Ford dealerships in Great Britain that could have achieved RS status, as SVE was very interested and cooperative in its training stages. The first was the Tickt Capri 2.8T, based on 2.81 with a Japanese IHI turbo conversion giving 205bhp. This package, of which less than 90 had been made when I arrived in 1986, included disc brakes for the rear axle and extensive body modifications, its price rising from over £ 15,000 to closer to £ 20,000 for the final lot in 1986-87.

The Ford Escort RS Cosworth is a sports derivative and the 1st 2500 was a special rally approval of the fifth generation of the European Ford Escort. It was designed to qualify as a Group A car for the World Rally Championship, in which it competed between 1993 and 1998. It was available as a road car from 1992 to 1996 in very limited numbers. Smaller turbo cars were not recognized and only the first 2500 cars manufactured before January 1, 1993 are actually "special approval versions". It was instantly recognizable due to its large "whale tail" rear spoiler. The main selling point was the Cosworth YBT, a highly tunable 2.0 L (1,993 cc) turbocharged engine with a 90.8 mm × 77 mm (3.57 inch x 3.03 inch) Inline-four engine that had an output of 227 hp (167 kW; 224 hp) in the standard trim. Tuning companies have achieved powers of more than 1,000 bhp (746 kW; 1,014 PS).  The car was widely recognized for its excellent handling

The maximum power of the Ford road version officer was 227 PS (224 bh; 167 kW) at 6,250 rpm and 304 N⋅m; 224 lbf⋅ft (31 kg⋅m) of torque at 3,500 rpm  with 95 RON gasoline and a top speed of 232 km / h (GPS) and 237 km / h (147 mph) without large rear wing, while 0-100 km / h (62 mph) takes 5.7 sec. The standard increase in the Garrett AiResearch T3 / T04B turbocharger was 0.8 bar (12 psi) with 1.0-1.1 bar overboost. The car's weight was 1,275 kg (2,811 lb) or 1,310 kg (2,890 lb) for the Lux edition.

The Escort RS Cosworth was the first mass production car to produce downforce in the front and rear (in front 4.6kg / 45Newton at 180 km / h (110 mph) with front adjustable splitter in the center position and 19.4kg / 190Newton downforce with the rear large wing).

The reason behind Escort Cosworth's design was that he should win the World Rally Championship. He did not achieve that goal, but he won eight events between 1993 and 1996 as a Group A car, and two more in the World Car Rally in 1997-8, before being replaced by the Focus WRC.

The Cosworth Escort was developed by the Ford rally team in 1991 and 1992. Its first appearances, before approval, were in the Spanish championship, in the hands of Jose Maria Bardolet, and in the 1992 Scottish Rally, where it was driven by Malcolm Wilson, which was also the main driver of development. Wilson was not formally competing at the event, but his internship times were faster than those of winner Colin McRae. During the latter part of the 1992 season, the development of Sierra Cosworth came to an end, and construction team drivers François Delecour and Massimo Biasion focused on preparing the Escort for the competition.

A Ford Escort RS Cosworth in a stage rally, driven by British driver Malcolm Wilson.

In Escort's first presentation at the World Championship level, the 1993 Monte Carlo Rally, Delecour took the lead with Biasion in second. The pair led the event until the final night, when a late attack by Didier Auriol, driving a Toyota Celica, saw him win, with the Fords in second and third places. However, the new car had demonstrated its potential, which was highlighted the following month, when Malcolm Wilson, driving a car prepared by his own team, briefly drove the Swedish Rally before retiring after an accident. The work team returned to the Portuguese Rally: Delecour took almost from the beginning and won the event with Biasion second, establishing car and driver as serious candidates for the World Championship that year. Delecour won again in Corsica, and Biasion in Greece - their first victory for three years - placing them first and second in the drivers 'championship, and Ford in the joint lead in the manufacturers' title. During the second half of the season, Toyota driver Juha Kankkunen won in Argentina, Finland and Australia, but in New Zealand, with the exception of Delecour's second place (behind Colin McRae), the Fords' results were relatively low, giving the Toyota the manufacturers title. . Both jobs follow Retired at the San Remo Rally, Delecour after an accident and Biasion with engine failure after a radiator hose split, but the event was won by Franco Cunico Italian, in a Cosworth Escort entered privately. It was the first time in several years that a privateer won at this level and, in doing so, surpassed the Lancia Delta Integrale jobs of World Champion Carlos Sainz, demonstrating the Escort's superiority over the previously dominant Lancia. However, the result has been a disappointment for Ford since, although Delecour won the penultimate round of the season in Catalonia, he lost the world title to Kankkunen.

Delecour and Ford were singled out as serious competitors for the 1994 World Championship, especially after Delecour's victory in the Monte Carlo Rally. However, Delecour retired from the second round of the championship, in Portugal, with an engine failure, and a few weeks later he was injured in a road accident, which forced him to lose the next four rounds. Biasion finished third in Portugal, but failed to keep up with the Toyotas, and his results did not improve afterwards, amid reports that his relationship with the team was deteriorating. He left in late 1994 and did not drive again at the World Championship level. In the absence of Delecour, the second Escort was driven by a succession of temporary drivers, including the 1981 World Champion Ari Vatanen, young Belgian driver Bruno Thiry and Franco Cunico. With the exception of Vatanen's third place in Argentina (followed by retirement after a major accident in New Zealand, while challenging for third), the results were indifferent and the team faced some criticism for its dependence on Delecour. The final guest driver proved to be a greater success, however: in a single unit for the team, Tommi Mäkinen won the 1000 Lagos Rally in 1994. Delecour returned to the team at the same event, but was not yet fit and finished fourth , before retiring in the last two rounds. Thiry completed a disappointing season for the team, taking third place in the final round in Britain.

The Ford work team ended in late 1994 and the rally program was handed over to the RAS Sport team in Belgium. Biasion was replaced by Bruno Thiry, while Delecour stayed with the team. The season has been shortened to eight events and maintenance has been much more restricted than in previous seasons. Group A cars also had to operate with a smaller turbo restrictor than the previous one, which was a particular disadvantage for Ford, as the seven-speed box in the Escort rally was not suitable for a low rev engine. Delecour, although complaining loudly in interviews about changing the rules, finished second in Monte Carlo. Bruno Thiry then led the Corsican Rally and looked likely to win, until a failure of the wheel bearing, which under the previous rules his mechanics would have been able to correct, put him out of the rally. Delecour finished second, but there were no more three places in the season and Ford finished at the bottom of the manufacturers' championship.

The RAS experiment was unsuccessful, Ford replaced its rally team in the 1996 season. Thiry stayed as the second driver, but Delecour left the team and was replaced by Carlos Sainz. Sainz took third place in the drivers' championship, with victory in Indonesia and second in Sweden and Italy. However, Escort has by this time been overtaken by Mitsubishi and Tommi Mäkinen, who won that year's title, and at the end of the season, interest shifted to the next season and the new rules of the World Rally Car.

Although a special dispensation was required, Ford was allowed to adapt the Cosworth to a World Rally Car, to serve as a stopgap until a specific WRC was developed. The rear suspension with semicircular arm, considered one of Cosworth's weaknesses, was replaced by MacPherson, and modifications were made to the body and transmission. The rally cars would be driven by the team of Malcolm Wilson, now known as M-Sport. During the 1997 and 1998 seasons, he went on to mark two more wins for Carlos Sainz. With Thiry, Ari Vatanen (on a punctuated podium base at Safari Rally after Thiry suffered an injury) and four-time world rally champion, Juha Kankkunen, now behind the wheel of the cars, the name Escort has finally left the scene. rallying completely after a double podium at the 1998 British Rally, which ends the season.

Outside the World Championship, the Escort Escort, like its predecessors, was very successful at national and European level, winning many national rally titles. These titles include: Belgian (1993, 1994, 1996), British (1994), Italian (1994, 1995, 1996), German (1993, 1994), French (1993, 1994, 1995), Netherlands (1993, 1994), Austrian (1994, 1995), Greek (1994), Bulgarian (1995, 1996), Turkish (1994, 1995, 1996), Swiss (1995), Danish (1995), Finnish (1995), Irish (1995), Portuguese ( 1995), Czech Republic (1996), Lithuanian (1997) and, in 1994, Belgian driver Patrick Snijers won the European Rally Championship driving a car prepared by RAS Sport. He was also a successful competitor of Group N. Tuning parts were (and are) readily available, and the lower-specification Escort Cosworth's became a common feature even in relatively low-level rallies in Europe during the 1990s.

In recent times, all Escort Cosworth varieties (Group A, N and WRC) are regularly seen at historic rally events and festivals. Ken Block also added two to his fleet for the stage rallies and Gymkhana 10. Unfortunately, due to a gearbox issue, one of the cars fell and was destroyed in a fire. As part of the Cossie World Tour 2019, its second car has been upgraded to a modern specification.

Escort also had a foray into Formula 1, albeit as its Safety Car. It was, in fact, used during two Grand Prizes in the 1992 season to test this new safety concept, which was officially introduced to the sport the following year (using other road cars).

 

Although the history of this name (Anglia) started before 1959 with the first and second generation of this model, it is from that date that this iconic model is best known. Perhaps it is one of the most appreciated classics in England, with a legion of unconditional fans, and also in our country where it has won the hearts of many car lovers for decades. Today it is one of those cult automobiles and this article is like many others a tribute for those who know this icon and for those who still don't know it, they will get a sense of the history and characteristics of this classic.

The latest generation (the 3rd) of the Anglia model, known by the code name 105E, was introduced in 1959, and its bold design for the time created enormous empathy with the public. Its style reflected a trend in the design of North American cars, to which in the versions called “Deluxe”, they also added a generously sized front grille entirely chrome, which together with its round headlights allowed to see some traces of other cars on the other side. of the Atlantic. If the most luxurious models had a chrome grille, the more "basic" Anglia had a smaller grille, painted in the body color.

Its lines, especially from the profile point of view, are reminiscent of cars as distinct as the 1950s Studebaker or even the beginnings of the Ford Thunderbird. All of this is the result of aerodynamics tested in a wind tunnel by British engineers.

Another detail of its curious design was its rear glass tilted back. Something that could also be seen in the late 1950s on Lincoln and Mercury models as well as on the European Citroën Ami. According to Ford officials, this solution allowed the glass to stay dry on rainy days.

The reality is that this particularity was copied from another model, more specifically the 1958 Lincoln Continental. This model had an electric rear window opening. In addition to this type of design being used by Ford in the classic Consul, it was also later copied to the three-wheel models of Bond, Reliant and Invacar.

The design of the Ford Anglia's roof allowed huge height space for passengers and their luggage. Continuing in the rear area, this model had two rear "fins" very similar to the larger American cars of that period.

Interior Ford Anglia

In September 1961, a van version of Anglia was launched, thus joining the 3-door model. In a somewhat spartan interior but with a very attractive style, there was a red warning light on the instrument panel for the generator and a green warning light for oil pressure.

The driving unit chosen by Ford for the Anglia was a 1.0 liter (997cm3) engine that delivered 39 horsepower and became known under the codename “Kent”.

In 1959 a British magazine tested the performance of the Anglia 105E. The maximum speed recorded was 118.8 km / h and the acceleration from 0 to 97 km / h was performed in 26.9 seconds. In addition, the average consumption was tested, and the final value was 6.86 liters per 100 kilometers. The Ford Anglia 105E tested by Motor magazine was priced at £ 610.

Later the builder created an Anglia model with a more powerful 1.2 liter capacity engine, the Super Anglia 123E and which we will cover later in this article.

Ford anglia cutaway 630x301 Ford Anglia 105E e 123E

Obviously, the performance was not very exciting considering the power level offered by the small engine. Still, the 105E was sufficiently fast in relation to other automobiles of that time, and also in relation to previous generations.

The gearbox (manual) was also a novelty from Ford for Anglia. It had four speeds, which had the particularity that the last three ratios were synchronized for better handling. In 1962, however, Ford ended up replacing this gearbox with one with the changes all synchronized in all models that had the 1.2 liter engine (1198cm3).

Another evolution in relation to the first Anglia was in the car's windscreen wiper system. The first models were equipped with a windshield wiper that operated behind a vacuum, which made the system notoriously slow and ineffective. It was replaced by an electrical system.

Regarding the suspension, however, there were no changes in relation to the MacPherson system. In other words, the independent front suspension that was used on the 100E was kept unchanged.

Anglia

Something that contributed to Anglia's success was a story that dates back to October 1962, when a 24-year-old (Tony Brookes) and a group of friends with a private Anglia 105E, modified with an official Ford Performance Kit (costing around £ 13) guided to the Montlhery Race Track near Paris. In this circuit they managed to collect six international records in category C reaching an average speed of 134.33 km / h. There were seven days and respective nights covering a total of 15,000 to 20,000 kilometers. The Anglia's strength and durability made it possible to cover this distance without the need for repairs, requiring only tires to be changed.

Anglia's commercial success declined after Ford launched the Cortina model. In 1960, 191.752 Anglia had left the Ford plant in Dagenham, in a full year of production of the 105E model. These figures represented a new production record for Ford Motor Company.

From October 1963, production continued at a new Ford (Halewood) plant in Merseyside alongside the Corsair models that had recently been introduced. The Super Anglia introduced in September 1962 and in 1963 shared the same engine version with the recently launched Ford Cortina. The Super Anglia was easily identified by a stripe painted along its body.

From 1962 and until 1967 when production ended, the 123E Anglia Super was available alongside the less powerful 105E. It had, as already mentioned, a larger engine with 1.2 liters of capacity (1198cm3) and 50 horsepower, a new synchronized gearbox including 1st gear, as well as other improvements in relation to the base model.

This model was also sold in Europe. This version was only available as the Anglia Sportsman, which had the peculiarity of carrying its spare tire in the rear. In addition, the 123E was equipped with distinct aesthetic details. Such as tires with a white stripe, the respective side stripe painted on the body that had the particularity of contouring the rear “fins”, as well as other chrome components on the bumpers.
 

Ford also made available two new (metallic) colors for the bodywork, which became known under the names "Blue Mink" and "Venetian Gold". 250 were produced in blue and 500 units were produced in “Gold”, making these models rarer than the rest of Anglia 123E.

Anglia were available with various levels of equipment. The base model is known for the Standard version, and with this version there were no chrome body parts, and it was equipped with a steel front grille and its interior equipment was minimalist.

The Deluxe equipment level had a chrome strip along the body, rear lights with a chrome rim, glove compartment cover, sun visors and a chrome front radiator grille.

The “top of the range” version was the Super version, which had a double chrome strip along the body, a roof painted in another color to create contrast and more luxurious interiors.

Anglia's greatest particularity is undoubtedly the design of its bodywork, loved by many and others less so. An iconic model that brings together countless fans both in England where it is, and was more popular, as well as in Portugal.

Many insist on not letting this iconic classic “die” and there are countless clubs spread across Europe, with a greater incidence in his majesty's lands. It was not a powerful car, nor with great sporting ambitions, yet it was reasonably fast in performance and in the latest version it managed to be a little more vigorous. Even so, it was a very economical model, as it consumed little fuel, especially the version with the 1.0 liter engine and was extremely reliable, as proved in 1962 by the hands of Tony Brookes and his friends.

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.
 

 

In 1958, the PV 544 was introduced (although the Volvo Amazon, which was introduced in 1956, was to replace the PV444). The most important differences with the PV444 are: the windshield is made of one piece, new (also padded) panel (with horizontal speedometer) and interior, new steering wheel, new rear lights, redesigned headset, larger and clear rear window : space for 5 people instead of 4 (hence the name 544). The extra space was created by a wider rear seat. There were also seat belt holders available at the back (seat belts at the front were already available on PV 444).

The first version of PV 544 is the standard. It had a 60bhp B16 engine with an M30 3-speed gearbox and was only available in black. Volvo also made the other version available in the introduction, which were Special I (better equipment and interior upholstery), Special II (the same as Special I but available in more color options and four-speed M40 gearbox) and the PV Esporte (export only) which also had a travel recorder, front seat belts and a B16B engine that supplies 85 hp. With all the colors and upholstery available, there were more than 100 possible combinations for the PV 544!

 

 

In June 1962 Renault introduced the Renault 8. This was a model based on the Renault Dauphine (model that was already derived from the Renault 4CV). This means that the Renault 8 had the same chassis as the Dauphine, with a rear engine, a small step back if we consider that the R4 with front engine and hatchback body had been launched a year earlier. But even so, this model became very popular, like the Simca 1000, introduced in 1961, which would become the great rival of the Renault 8.

They were produced in Bulgaria until 1970 (see Bulgarrenault), and an adapted version of the Renault 8 continued to be produced in Spain until 1976. In Romania, a version of the 8 was produced under license between 1968 and 1971 as Dacia 1100. In total they were 37,546 Dacia 1100 were built. [1]

Design 8 looks very similar to the Alfa Romeo type 103 front-wheel drive prototype (1960), because Alfa Romeo and Renault had a business relationship in the 1950s and 1960s. Renault was marketing Alfa Romeo cars and Alfa Romeo was building Renault Dauphine (1959 - 1964), Ondine (a market version of Dauphine) (1961 - 1962) and R4 (1962 - 1964) under license in Italy. In total, 70,502 Dauphine / Ondine and 41,809 R4 were built by Alfa Romeo. [2]

Characteristics

Renault 8 Gordini

Unlike the Dauphine, which had a very rounded body, the Renault 8 had a very angular design. The car had, like most French models, four doors. With this body the Renault 8 had a very modern appearance.

The Renault 8 received a new engine, with 956 cm³ and 44 horsepower. This engine was manufactured in Cléon (North of France), and consequently these engines are called «Cléon». It was a modern engine with five main bearings, a metal alloy engine head, lubricated piston liners, and a sealed and pressurized cooling system. This system had its debut in a car a year earlier, on the R4. The Renault 8 had brake discs on the front and rear wheels, a novelty in those days. It could be chosen with a standard 3-speed gearbox or an optional 4-speed gearbox. Most of these technical innovations were introduced a few months earlier in the renewed Floride - Caravelle model.

In 1964 the new model was introduced, the Renault 8 Major. This car had a larger engine, with 1108 cm³ and 50 CV, and a standard 4-speed gearbox. This model was better equipped than the normal Renault 8: chrome details on the outside, white profile tires, fabric covered car floor, vinyl-lined seats with adjustable backs, armrests in front, ashtrays in the back, carpet and light in the interior mirror.

Another novelty in 1964 was the Renault 8 Gordini. This car had the same 1108 cm³ engine, but with 90 hp. This car had a slightly lowered suspension. The Renault 8 Gordini was only supplied in blue (the French racing color), with two white stripes on the cap, roof and rear.

In 1965 it was made available in an electric gearbox. This was the 3-speed series box, now electrically controlled via buttons on the panel.

In 1967 the Renault 8 Gordini received a 1255 cm³ engine with 103 hp. The car also received two extra headlights, as well as a 5-speed gearbox.

In 1968 a new version of the Renault 8 was introduced, the Renault 8S. This was a sportier version of the Renault 8, with a more powerful 60 hp and 1108 cm³ engine. This model was only available in yellow, and it also had two extra headlights. The rev counter was inserted and supplied as standard.

Production of the Renault 8 Gordini ended in 1970, in 1971 the production of the Renault 8S came to an end. The last Renault 8 was sold in 1973. Production continued only in Spain but for a few years. The latest Renault 8 had new bumpers and larger rear lights, as well as disc drums on the rear wheels.

In total 1.3 million Renault 8 were built. The Gordini 1108 reached 2,626 units, and the Renault 8 Gordini 1255 at 8,981

 

The Fiat Coupe was a beautiful 4-seater coupe that was based on the 850 saloon. Available in two engine sizes, 843cc and 903cc, both engines were installed at the rear and gave respectable performance.
Introduced in 1965 at the Geneva Motor Show, the 843 cm³ engine was tuned to produce 47 hp. At the present time, the maximum speed was 135 km / h.





The convertible Spyder was introduced at the same time as the Coupe.

With its own Bertone body style that was based on the 850 sedan racing trains, a total of 14,000 were produced until 1972. Completely built by the Bertone design studio, the design was drafted and created by the same company.
The sporty two-seater Spider shared the original 843 cm³ engine, capable of producing 49 HP. The Spyder can reach a top speed of 145 km / h.

Made of fabric, the section of the folding roof can be stored completely under a rear flap.
Shipped in the USA to comply with emissions regulations, the Sedan, Coupe and Spider had a reduced engine capacity of 817 cm³.
Launched in 1968, the Fiat 850 Special was a revised and recently redesigned prototype of the 850 sedan.
The Fiat 850 Special shared the same engine with the Coupe. Available in this new model has been improved trim, sports steering wheel and front disc brakes.

 

The Special also saw a 25% increase in power, 13 'wheels and disc brakes.
Considered classics today, the successful Coupe and Spider models were revised again in 1968 and received a more powerful engine with 52 HP and 903 cm³. They received the new name Sport Spider and Sport Coupe. Both vehicles received sports seats, a round speedomter and a sports steering wheel.
Coupes finished production in 1971, and the Sedan ended a year later. The spiders lasted another year before they also ceased production.
In Spain, the Fiat 850 was marketed under the name Seat 850 in all variations, including a four-door variant. The 850 was also produced in Lovech, Bulgaria, under the name Oirin-Fiat.

Two years after the launch of the Fiat 850, Giovanni Agnelli, became president of the company. Agnelli was the founder's grandson, who shared the same name.

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 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 Datsun 1200 was the second generation Sunny in Japan. This new Sunny sported MacPherson strut front suspension and the A series engine had grown to 1171cc. The body had attractive, simple styling and the car was a great sucess worldwide. the B110 range included both two and four door sedans, a coupe and a wagon.

The wagon actually came in three versions ...a standard four door wagon, a two door wagon and a van (although the latter only in a few countries). The van version had the rearmost side windows panneled in and was based on the three door wagon.

The B110 always came with the A12 engine and although there were many different specifications the cars remained relatively unchanged throughout production. Initially in Japan, the cars could be had in Standard, GL and Deluxe trim and then in April 1970 the GX models were introduced with higher specification trim and black back panels and a broad stripe down the side.

In January 1972 the GL and GX cars recieved a redesigned hood as well as new grilles and tail lights. The last B110 version intoduced was the GX-5 which arrived in August 1972. The GX-5 had improved interiors, sports stripes and most importantly a five speed transmittion. The GX-5 is the most sought after model these days and can command high prices. In 1973 the Datsun 1200 was replaced by the third generation Sunny, known by most as the Datsun 120Y.

The XK140 was launched in late 1954 and sold as a 1955 model. External changes that set it apart from the XK120 included more substantial front and rear shock absorbers with overriders and flashing direction signals (operated by a switch on the panel) above the front bumper.


The grid remained the same size, but it became a one-piece unit with smaller and wider vertical bars. The Jaguar emblem has been incorporated into the surround grid. A strip of chrome finish ran along the center of the hood (hood) and the boot lid (boot). An emblem on the boot lid contained the words "Le Mans winner 1951-3".

The interior was more comfortable for taller drivers, moving the engine, firewall and panel forward to give 76 mm more legroom. Two 6-volt batteries, one on each front wing, were mounted on the Fixed Head Coupe, but the Drop Heads and Open Two Seater had a single 12-volt battery installed on the front wing on the passenger side.

The XK140 was powered by the Jaguar XK 3.4 liter inline-6 ​​twin-axle camshaft engine, with modifications to the XK120's special equipment, which increased the specified power by 10 bhp to 190 bh (142 kW) gross at 5500 rpm as standard. The type C cylinder head, transported from the XK120 catalog and producing 210 bhp (157 kW) gross at 5750 rpm, was optional equipment.

When equipped with the C-type head, 2-inch H8 carburetors, heavier torsion bars and two exhaust pipes, the car was designated XK140 SE in the UK and XK140 MC in North America.

In 1956, the XK140 became the first Jaguar sports car to be offered with automatic transmission. As with the XK120, wire wheels and dual exhaust were options, with most XK140s imported into the United States with optional wheels. Cars with standard disc wheels had spurs (defensive skirts) over the rear wheel opening. Factory specifications 6.00 × 16 inch crossply tires or optional 185VR16 Pirelli Cinturato CA67 radials can be installed on 16 × 5K½ solid wheels or 16 × 5K wire wheels (special equipment). [2]

The Roadster (called OTS - Open Two Seater - in the United States) had a light canvas top that hid behind the seats. The interior was cut in leather and artificial leather, including the panel. Like the XK120 Roadster, the XK140 version had removable plastic and canvas side curtains on light alloy barchetta doors and a tonneau cover. The door tops and the exhaust panel have been cut in two inches (50 mm) compared to the XK120, to allow a more modern [necessary clarification] positioning of the steering wheel. The angle of the front face of the doors (A-Post) was changed from 45 degrees to 90 degrees, for easy access. The windshield remained removable.

The Drophead Coupé (DHC) had a more bulky lined canvas top that lowered into the body behind the seats, a fixed windshield integral with the body, rope side windows and a small rear seat. It also had a walnut panel and door covers.

The Fixed Head Coupé (FHC) shared the DHC's interior and rear seat. The Fixed Head Coupe prototype maintained the roof profile of the XK120 fixed head, with the wings and front doors equal to those of Drophead. The production cars had an elongated roof, the windshield was placed further forward, the front wings were shorter and the doors were longer, resulting in easier entry and more interior and legroom.