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Mercedes-Benz 600

admin — Sat, 26 Sep 2009 23:30:51 +0000

The Mercedes-Benz 600 was a large luxury automobile, intended to represent the absolute pinnacle of automotive engineering. When introduced in September, 1963, it had few competitors, except Rolls-Royce and stretched limousines produced by Cadillac and Lincoln. It was intended to be driven by a chauffeur, and featured an internal power window separating the front and rear seats.

Production began in 1964 and most 600 variants were built until 1972. The oil crisis, as well as the introduction of new S-Class models, slowed demand. Modest production continued until 1981. During this time, 2,677 vehicles were made.

The 600 featured many luxuries, including a complex hydraulic system which powered everything with a pressure of 150 bar, from the windows and seats to the automatically closing doors and boot.

The 600 is also notable for having the world’s loudest horn fitted to any production car, as demonstrated by Jeremy Clarkson in episode 5, series 11 of Top Gear.

Mercedes-Benz 600

Models

The model came in two main variants:

short wheelbase
- 4-door sedan, similar to a modern S600 sedan in layout.
- 4-door sedan, but with a power divider window separating the front seats from the rear bench seat.

long wheelbase chassis Pullman
- 4-door limousine, featuring additional two rear-facing seats behind the driver compartment which was separated by a power divider window (in all but three built)
- 6-door limousine, with two forward facing jump seats stationed at the additional middle two doors and a rear bench seat.

A few of the limousines were made with a convertible top over the rear passenger compartment and were called landaulets. This was mainly intended for government use, by the Pope, or by the German government, e.g. in 1965 during the visit of Queen Elizabeth II, when she was accompanied by Kurt Georg Kiesinger in open-top tour in Baden-Württemberg. Production of this model ended a year early, in 1971.

Mercedes made two coupés, one of them as a gift for Dr. Rudolf Uhlenhaut when he retired. He had designed the car, together with Fritz Nallinger and Karl Wilfert. A third coupe was constructed from a 600 SWB by Karl Middelhauve and associates.

Some companies altered the car, according to wishes of customers. A funeral coach (hearse) was made from an SWB car. This car, and the two coupés mentioned above, survive to the present day in the United States.

Engine

The 600 was so heavy that the largest engine of Mercedes at that time, the 6-cylinder 300, was inadequate. Instead a new engine with more than twice the capacity was specially developed to move the vehicle and its hydraulically powered amenities, the massive 6.3L V8 “M100″ engine with single overhead camshafts, dry sump and Bosch mechanical fuel injection. Adjustable air suspension gave the car a smooth ride and good handling over any road surface.

Produced from 1964 to until 1981 in low numbers, this model had no equal in the Mercedes-Benz lineup until the introduction of the modern Maybach 57 and 62 models in 2002.
http://mag4u.info/wp-content/themes/BidZine/images/Mercedes-Benz 600.jpg

The 600’s “M-100″ engine and air suspension were fitted to the 300SEL 6.3 model in 1968, providing the lighter (and more affordable) car with more competent propulsion. Upon the introduction of the “W116″ chassis, a larger version of the M-100 was installed in the limited-production Mercedes-Benz 450SEL 6.9.

[edit] Technical data

Technical data Mercedes-Benz 600 (W100)^[6] (Manufacturer’s figures except where stated)

[hide]

Mercedes-Benz	600	600 Pullman
Produced:	1963 - 1981
Engine:	6.3 litre 8-cylinder V engine (four-stroke), front-mounted
Bore x Stroke:	103 mm x 95 mm
Displacement:	6332 cc
Max. Power @ rpm:	250 PS (180 kW; 250 hp) @ 4000
Max. Torque @ rpm:	500 N·m (370 lb·ft) @ 2800
Compression Ratio:	9.00: 1
Fuel feed:	Sequential fuel injection, Bosch injection pump
Fuel tank capacity:	112 L (29.6 US gal; 24.6 imp gal)
Valvetrain:	SOHC, duplex chains
Cooling:	Water
Gearbox:	4-speed automatic rear wheel drive, axle ratio 3.23:1
Electrical system:	12 volt
Front suspension:	Double wishbones, air suspension, rubber springs, stabilising bar
Rear suspension::	Low-pivot swing axle, radius arms, self-levelling air suspension, rubber springs, stabilising bar
Brakes:	Disc brakes (Ø 291 mm two-caliper front, 294.5 mm rear), power assisted
Steering:	Recirculating ball steering, power assisted
Body structure:	Sheet steel, unibody construction


Dry weight:	2,600 kg (5,700 lb)	2,770 kg (6,100 lb)
Loaded weight:	3,050 kg (6,700 lb)	3,340 kg (7,400 lb)

Track front/ rear:	1,587 mm (62.5 in) 1,581 mm (62.2 in)
Wheelbase:	3,200 mm (130 in)	3,900 mm (150 in)

Length:	5,450 mm (215 in)	6,240 mm (246 in)
Width:	1,950 mm (77 in)	1,950 mm (77 in)
Height:	1,500 mm (59 in)	1,510 mm (59 in)


Tyre/Tire sizes:	9.00H15 Supersport (6PR)


Top speed:	207 km/h (129 mph)	200 km/h (120 mph)
Fuel Consumption (estimates):	24.0 litres per 100 kilometres (11.8 mpg_-imp; 9.80 mpg_-US)	26.0 litres per 100 kilometres (10.9 mpg_-imp; 9.05 mpg_-US)
Price Germany USA:	DM 56,500 (1964)− DM 144,100 (1978) $ 22,000 (1965) ^[7]	DM 63,500 (1964)− DM 165,500 (1978) $ 24,000 (1965)

Appearances

The model was featured in the film Trading Places driving actor Dan Akroyd’s character (and Eddie Murphy’s) to Wall Street and in The Witches of Eastwick, signaling the arrival into a small community of an eccentric aristocrat played by Jack Nicholson, while the 600 Pullman was featured in the film Dragnet and also in the motorcade of The Shoes of the Fisherman, driving actor Anthony Quinn in and out of The Vatican.

Top Gear presenter Jeremy Clarkson’s Green 600 Grosse was shown during Episode 5 of Series 11, when it was routinely referred to as “the Mercedes Big”. The 600 was a 2007 Christmas present from his wife, Francie^[2].

The vehicle appeared in a scene in the James Bond film On Her Majesty’s Secret Service^{[citation needed]}. In the scene, Bond’s wife, Teresa “Tracy” Di Vicenzo Bond is shot to death by Ernst Stavro Blofeld’s henchwoman Irma Bunt (both the latter two were in the vehicle, the former at the wheel). Furthermore, the 600 model in black was used throughout the Friday the 13th: The Series TV Show circa 1987-1990.`

A 600 appeared in the Rammstein music video of Keine Lust. The car can be seen as the video starts where it can be seen as the camera zooms out from the 600 bootbadge.

A gray 600 SWB was shown in the film Regarding Henry as belonging to one of the families bringing their child to the private school where Henry’s daughter was going to attend.

A black 600 Pullman was used in the film Borrowed Hearts as belonging to the owner of the company, Sam Field (played by Eric McCormack).

Ocean Drive video

jojovarga — Tue, 18 Aug 2009 14:23:25 +0000

Mercedes-Benz Ocean Drive

admin — Tue, 18 Aug 2009 14:19:38 +0000

Mercedes will be unwrapping a four-door cabriolet based on the long-wheelbase S600 at the 2007 Detroit Auto Show. It’s called Ocean Drive, probably because that’s where it belongs–Ocean Drive in Miami Beach, Laguna Niguel or Cape Cod. It wants to be that kind of car: overtly ostentatious, a millionaire’s toy, about as understated as a rap star in a pink mink coat. There is no doubt about it: this Benz could have easily been born with a Maybach badge. After all, it would compete in the same mega-money league as the upcoming Rolls-Royce convertible or the Bentley Azure.

Unlike all other luxury droptops this side of a 1964 Lincoln Continental convertible, the Ocean Drive’s sumptuous cabin is accessible via four doors. Proximity sensors activate the concealed handles, so it’s almost a relief that they still let you do the opening and closing with your own hands. Thanks to the generous 124.5-inch wheelbase, this is a proper four-seater with enough room to swing pedigree cats front and rear.

At 208 inches in length, confined parking spaces are definitely off limits for this two-tone Ocean Drive, which combines a champagne pearl upper with an alu-beam champagne lower. Looks quite cool, really, and matches well with the bronze tinted windows. The roof is lined with a fabric made of two-tone yarn, so it appears matte from one angle and shiny from another. According to Mercedes, it “mimics the chameleon character of the metal flake paint while its luster is reminiscent of luxury wood.”

Spanning a record acreage of more than 34 square feet, the canvas top forms an arc that is 87 inches long when fully extended. The electric motors and valves that open and close this massive awning ensure that the process is executed in perfect synchronicity and in only 20 seconds. Padded by a thick layer of cotton wool and lined with bright cloth, the roof disappears completely under the double-hinged SLK-style tonneau cover. When closed, a heavy chrome brace covers the seam between canvas and metal. When open, the exposed bird’s-eye maple parcel shelf looks a bit like the quarter-deck of a high-end motor yacht.

Flanked by tucked in front wings, the tall and pointed bow of the Ocean Drive is also more boat than car. Designed to part the waves with maximum attention, the trademark grille is 30 percent bigger than that of an S-class. The other characteristic feature of the Merc’s front end are space-age LED headlights each consisting of 35 LEDs. At night, they form two inverted Cs, incorporating daytime running lights as well as turn signals. The same visual theme is repeated in the back where the LED tail- and brake lights are separated by slim horizontal chrome crossbars.

Combining styling cues from the S-class and the CL with a new, statelier overall shape, the Ocean Drive wants to be a highly visible status symbol that relays the classic brand values of solidity, quality, comfort, value and safety. At the same time, the designers tried to send emotional messages like passion, fascination and innovation. In sync with so many current Benzes, this concept car is not only about architecture but also about ornamentation and decoration.

Point in case are the ritzy 36-spoke high-gloss aluminum wheels shod with 275/35ZR21 tires. Says Peter Pfeiffer, senior vice president design: “This vehicle epitomizes the profile and the philosophy of Mercedes-Benz. It blends familiar styling themes with fresh a visual approach, it merges strong surfaces to create a trademark geometric whole, and it uses no more than a few well defined lines to express elegance and power.” At a glance, the XXL drop-top looks almost bland and quite static. But the proportions do grow on you, and while the stance is definitely cosmopolitan with an American touch, the detailing radiates the typical Teutonic thoroughness.

Inside, there is more bird’s-eye timber which can’t make up its mind whether it wants to look grey or beige. Maple is also the material of choice for the door panels, the dashboard upper, the centre console and the armrests. While the A-pillars and the instrument panel are covered with brown leather, the lower part of the cabin and the inner seat segments are trimmed in ivory cloth. The same color hide is used on the door panels, the seat backs and the outer cushions - tasteful but likely impossible to keep clean. Special features include a bespoke wood-and-chrome steering wheel, an in-dash chronometer, a rear seat DVD system and the inevitable champagne cooler, which holds one bottle and two glasses. Beneath the carbon-clad body structure, we find the S600’s drivetrain - a 510-hp twin-turbo V-12 mated to a five-speed slushmatic. To celebrate the occasion, the engine bay has been given the full motor show treatment.

Will the Ocean Drive ever make it to a showroom near you? We don’t think so. It may evolve into a Maybach providing that brand really does have a future. But if Daimler-Chrysler ever signs off a non-homeopathic four-door convertible, it will most probably be pitched by Chrysler as a derivative of the next 300C. Mercedes-Benz is much more likely to launch a two-door CL cabriolet. Available with 4Matic as a new option, that luxury soft-top is expected to appear late in calendar year 2008.

Mercedes-Benz Bionic

superman — Fri, 10 Jul 2009 15:41:46 +0000

Thinking the unthinkable. Looking beyond the horizon. Leaving familiar paths and giving new ideas a chance: that is the philosophy of DaimlerChrysler, the technological leader among automobile manufacturers.
For more than 100 years the technological lead of the Stuttgart company has been based on the creativity of its engineers – and on their enthusiasm for visions. None of this has changed to the present day, and DaimlerChrysler specialists take up the challenge to shape the future of the automobile on a daily basis. There are no limits here: in order to create trailblazing innovations for even more safety, environmental compatibility and comfort, they research all the possibilities offered by technology and science. For experience has shown that only free, interdisciplinary thinking leads to really outstanding results.

One such project was the Mercedes-Benz bionic car, a based on examples in nature, in which DaimlerChrysler has also transferred the diesel engine technology of the future to a fully functioning and practical car for everyday use.

Bionics – a combination of biology and technology – is a quite recent field of research which has nonetheless already made remarkable progress possible in different areas. Nature has provided ideas for high-strength materials, low-friction surfaces, dirt-repellent coatings and practical Velcro fastenings, for example.

Many of these inventions are based on more or less accidental discoveries from the animal and plant world. For the first time in the case of the Mercedes-Benz bionic car, the engineers at the Mercedes-Benz Technology Center (MTC) and DaimlerChrysler Research looked for a specific example in nature whose shape and structure approximated to their ideas for an aerodynamic, safe, spacious and environmentally compatible car. In other words, this was not a matter of detailed solutions but of a complete transfer from nature to technology – a first.

The boxfish – angular but nonetheless very streamlined

This required teamwork: biologists, bionics scientists and automotive researchers from various disciplines embarked on an extraordinary expedition into the animal kingdom which soon led them into the depths of the underwater world – and presented them with a surprise. It was not the fast, sleek swimmers such as the shark or dolphin that came closest to the ideals of the research engineers, but a creature that looks anything but streamlined and agile at first sight: the boxfish.

It has its home in the coral reefs, lagoons and seaweed of the tropical seas, where it has a great deal in common with cars in many respects. It needs to conserve its strength and move with the least possible consumption of energy, which requires powerful muscles and a streamlined shape. It must withstand high pressures and protect its body during collisions, which requires a rigid outer skin. And it needs to move in confined spaces in its search for food, which requires good manoeuvrability.

There is more to the boxfish than meets the eye: despite its angular body, it is an excellent swimmer whose cube-shaped structure is by no means a hindrance. On the contrary, the boxfish possesses unique characteristics and is a prime example of the ingenious inventions developed by nature over millions of years of evolution. The basic principle of this evolution is that nothing is superfluous and each part of the body has a purpose – and sometimes several at once.

The outer skin of the boxfish consists of numerous bony, hexagonal plates which are interlinked to form a rigid suit of armour. This bony, armour-plated structure gives the body of the fish great rigidity, protects it from injury and is also the secret of its outstanding manoeuvrability, as tiny vortices form along the edges on the upper and lower parts of the body to stabilise the fish in any position and ensure that it remains safely on course even in areas of great turbulence. It does not need to move its fins in the process, and can therefore conserve its strength.

Applied to automotive engineering, the boxfish is therefore an ideal example of rigidity and aerodynamics. Moreover, its rectangular anatomy is practically identical to the cross-section of a car body. And so the boxfish became the model for a so far unique automotive development project.

Cd value: boxfish almost as good as the ideal engineering shape

The first sub-project tackled by the engineers at the Mercedes-Benz Technology Centre and DaimlerChrysler Research concerned aerodynamics. In wind tunnels and water channels they examined how the attributes of the living model could be transferred to an automobile.

The results are impressive. Despite its angular structure, the boxfish has almost as good streamlining qualities as the water drop shape which specialists consider to be the standard for the ideal aerodynamic form. When exposed to an open flow, this streamlined shape has a Cd value of 0.04. Using computer calculations and wind tunnel tests with an accurate model of the boxfish, the Mercedes engineers achieved a value which came very close to this ideal, namely 0.06 – an outstanding result. It explains why the boxfish is such a good swimmer and is so manoeuvrable with minimal effort.

To make use of the aerodynamic potential the specialists in Stuttgart first created a 1:4 scale model car whose shape substantially corresponded to the boxfish. The angular outside contours of the living model were adapted in the area of the roof and side skirts, as was the prominent, descending rear end with its heavily scalloped sides and pronounced wedge shape.

In doing this they were disobeying important principles in automotive aerodynamics, and were all the more surprised at the results: the Cd value for the car was 0.095. In aerodynamic terms it was just as good as the shape as measured on the ground considered ideal by aerodynamics specialists (Cd 0.09).

The research model in the shape of a boxfish betters the drag coefficient of today’s compact cars by more than 65 percent.

Cd 0.19: one of the world’s most aerodynamic compact cars

The second round of the Mercedes-Benz bionic car project now commenced. The task was to develop a full-size, roadworthy automobile on the basis of the boxfish contours – a fully equipped model for four occupants, with typical Mercedes attributes in terms of safety, comfort, design and day-to-day practicality, and equipped with all the technology necessary for minimal fuel consumption and the best possible environmental compatibility.

The result of this unique vehicle project is a compact car with two doors, four comfortable single seats, a panoramic windscreen, a glass roof and a large tailgate – 4.24 metres long, 1.82 metres wide and 1.59 metres high. Naturally the exacting requirements with respect to practicality, everyday suitability and design made compromises compared with the 1:4 model necessary, but the concept car still retains outstanding aerodynamic characteristics: with a Cd value of 0.19 the fully-functioning and driveable Mercedes-Benz bionic car is among the aerodynamically most efficient in this size category.

In addition to the boxfish-like basic shape, this result is made possible by a number of other aerodynamic features, e.g. rear wheels which are almost completely shrouded with sheets of plastic, flush-fitted door handles and the use of cameras instead of exterior mirrors.

Fuel consumption: only 4.3 litres per 100 kilometres

In the Mercedes study, the optimal aerodynamic properties derived from the boxfish and a new lightweight construction concept taken from nature create the conditions for a low fuel consumption and excellent performance. Equipped with a 103 kW/140-hp direct-injection diesel engine, the concept car consumes 4.3 litres of fuel per 100 kilometres (combined), making it 20 percent more economical than a comparable standard-production model. In accordance with the US measuring method (FTP 75) the range is around 70 miles per US gallon (combined), which is about 30 percent more than for a standard-production car. At a constant speed of 90 km/h the EU fuel consumption falls to a mere 2.8 litres per 100 kilometres – corresponding to 84 mpg in the US test programme. The concept car has a maximum speed of 190 km/h.

Emission control: 80 percent lower nitrogen oxide emissions with SCR technology

The matter of exhaust emissions was a further important task for the developers of the concept car. While the up-to-date CDI engine already betters the stringent EU 4 exhaust emission limits significantly thanks to an oxidising catalytic converter and a particulate filter, the engineers in Stuttgart have an eye to the future and are testing an innovative process which promises to meet even more exacting standards in the future, namely SCR technology (Selective Catalytic Reduction).

The centrepiece is a catalytic converter which uses an additional service fluid to convert the nitrogen oxides (NOx): an aqueous urea solution is sprayed into the exhaust system in precisely metered quantities, depending on the engine operating status. This converts the nitrogen oxides into harmless nitrogen and water. The result is an up to 80 percent reduction in NOx emissions in the new European driving cycle.

DaimlerChrysler is currently testing its SCR technology worldwide. By this means, and with the additional operating fluid ‘AdBlue’, the nitrogen oxide emissions of the direct-injection diesel engine can be reduced by up to 80 percent. The aim of these trials is to avoid the fuel consumption disadvantages by optimising the in-engine combustion processes. This is where Mercedes-Benz car engineers are benefiting from the experience gained by their colleagues in the commercial vehicle sector, where SCR technology is already in successful use. DaimlerChrysler also intends to use the great potential of this process for diesel passenger cars in future, and initially intends to offer SCR technology in the USA when the trials have been completed.

The service fluid which allows selective catalytic combustion is named ‘AdBlue’. As only very small quantities are required when on the move, the capacity of the reservoir located in the spare wheel recess of the concept car is sufficient for a mileage corresponding to the service interval for a current Mercedes diesel car.

Body structure: nature’s construction principles for rigidity and light weight

Biology not only provides ideas for aerodynamic efficiency, but also gives impulses for innovative lightweight construction methods. Both the external armour-plating of the boxfish and the bone structures of other creatures show how nature achieves maximum strength with the minimum use of materials. Bone structures are always in accordance with the actual loads encountered.

In the case of the human thigh bone, for example, the position and strength of the bone matter is precisely right for the tensile and pressure loads which the limb must withstand. It is not only bone structures but also tree branches and roots that grow according to biological laws – a perfect lightweight construction strategy on the part of nature.

In consultation with bionics experts, DaimlerChrysler researchers have developed a computer-assisted process for transferring the growth principle used by nature to automobile engineering. It is based on the SKO method (Soft Kill Option). Computer simulation is used to configure body and suspension components in such a way that the material in areas subject to lower loads can be made less resistant, and can perhaps even be eliminated (’killed’) completely, while highly stressed areas are specifically reinforced. This bionic SKO process enables an optimal component geometry to be identified which meets the requirements of lightweight construction, safety and durability in equal measure.

The hexagonal scales of the boxfish likewise obey the principle of maximum strength for the least weight. Transferred to the external panelling of a car door, this natural construction principle produces a honeycomb pattern with up to 40 percent more rigidity. If the entire bodyshell structure is configured according to the SKO method, its weight is reduced by around 30 percent – while retaining its exemplary stability, crash safety and handling dynamics. In this area too, bionics can therefore make a further major contribution to greater fuel economy.

Mercedes-Benz NAFA

admin — Fri, 10 Jul 2009 15:37:48 +0000

They called it the “snack trolley”. Short and sweet and perched on its narrow tyres, it quickly became somewhat of a talking point. “A Mercedes which is only 2.50 metres long? What’s it for, carrying sandwiches?” sneered the sceptics who gave it its nick-name. “At last, a car which is perfect for city driving,” praised its supporters.

It was the summer of 1982. The mini-car which had been developed by the research engineers at DaimlerChrysler was officially titled “Short-distance vehicle” but was affectionately known by its German abbreviation - NAFA – for short. An automotive study with front-wheel drive and two seats that packaged together ideas for an innovative city car with Mercedes-Benz flair which the manufacturer also intended to offer in an extended three or four-seater version.

The only reason the study did not make it to the factory production line was that it simply could not match up to the car maker’s strict safety criteria which place occupant protection at the top of the list of priorities. In order to overcome this hurdle, ingenious new ideas were needed which only materialised many years later in the form of the sandwich concept in the A-Class and the passenger safety cell in the smart.

On the plus side, however, the NAFA’s short dimensions endowed it with supreme manoeuvrability in even the tightest spaces, and parking would never be a problem again either. Slots of around just four metres in length were quite sufficient for its miniature proportions, with the four-wheel steering meaning that it could be guided into spaces forwards too. The NAFA boasted an array of further features which made it perfectly compatible with the demands of city driving: a low waistline, high seating position and expansive windows affording an optimum allround view.

There were also sliding doors offering effortless access even when parked up close to other cars or garage walls, while the ingenious dimensional concept ensured occupants enjoyed sufficient levels of comfort and freedom of movement despite the body’s short length. Automatic transmission, power steering, air conditioning, belt tensioners plus other features you would expect to find in a Mercedes were all intended to make short-distance motoring safer and altogether more enjoyable.

Source: DaimlerChrysler.

Mercedes-Benz C112

Alex — Fri, 10 Jul 2009 15:31:22 +0000

The Mercedes-Benz C112 was an experimental mid-engined sportscar created in 1991 by Mercedes-Benz as a test bed, similar to the later versions of the Mercedes-Benz C111. Despite using the same number, it was not related to the 1960s Mercedes-Benz W112 series of limousines and coupes of the 1960s. The C112 also was a road-legal counterpart for the Sauber-built Mercedes-Benz C11 Group C prototype race car for the 1990 World Sportscar Championship.

The C112 which also featured gullwing doors was equipped with the new 6.0-litre V12 engine, with the standard 300 kW (408 hp) and peak torque of 580 Nm. The major systems tested on this vehicle were:

Active Body Control

This was designed to control the vehicles stability through a combination of active springs and hydraulics at each wheel, plus sensors that monitor the vehicle’s movements. The vehicles computer assesses the information from the sensors and adjusts the suspension accordingly.

Other systems

The most recent updates in anti-locking braking (ABS) and anti-skid control system (ASR) which split the braking pressure between the front and rear wheels

Active Aerodynamics

This was provided through the cars front spoiler and rear wing which could be moved to ensure the optimum combination of low drag and high downforce. The rear wing was also used to improve the car’s braking in emergency situations. Although this was not seen in production until the Mercedes-Benz SLR McLaren.

Even though Mercedes-Benz received 700 orders for the car it never went into production.

Mercedes-Benz C111

admin — Fri, 10 Jul 2009 15:17:26 +0000

The 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 testbed. Other experimental features included gullwing doors and a luxurious interior with leather trim and air conditioning.

The first version of the C111 was completed in 1969. It used a fiberglass body shell and had a three-rotor direct fuel injected Wankel engine mounted in the middle. The next C111 appeared in 1970. It used a four-rotor engine producing 370 hp (275 kW). The car could reportedly hit 290 km/h (180 mph).

The company decided not to adopt the Wankel engine and turned to Diesel experiments for the third C111. With its 230 horsepower (170 kW)@ 4,400-4,600 5-speed manual straight-5 turbo-Diesel, the C111 broke nine diesel and gas speed records. With more aerodynamic bodywork that gave it an air drag coefficient of an incredible .191, the C111 eventually hit 200 mph (322 km/h) at Nardò in 1978, and averaged 14.7mpg@ 316 km/h (195.4 mph) over a 12 hour cruise. A later 500 hp (372 kW) 4.8 L twin KKK-turbocharged V8 version set another record, with an average lap-speed of 403.78 km/h (250.958 mph). It was achieved by Dr. Hans Leibold in 1 minute, 56.67 seconds on May 5, 1979.

Mercedes-Benz introduced the C112 at the Frankfurt Motor Show in 1991 as a production sports car. It used a 6.0 L V12 engine mounted in the middle. But after accepting 700 deposits, the company decided not to proceed with production.

Video r171

admin — Sun, 05 Jul 2009 23:50:50 +0000

R171

Alex — Sun, 05 Jul 2009 23:41:23 +0000

The SLK was substantially revised in 2004 with a revised body and enhanced performance. For 2005 the new R171-platform SLK was named one of Car and Driver’s Car and Driver Ten Best and won the Canadian Car of the Year’s Best New Convertible award. The current SLK’s are built in Bremen, Germany and Mexico city, Mexico. (Assembly at Mexico City plant is disputed, only final prep is done there for cars delivering to that area).

Models of the new SLK include:

* SLK 200 Kompressor - 1.8 L 120 kW (163 hp DIN) I4 supercharged engine, 0-100 km/h (62 mph) 7.9 seconds, top speed of 143 mph. (not available in Canada and the United States)
* SLK 280 - 3.0 L (2996 cc) 170 kW (231 hp DIN) double overhead cam V6 engine, 0-100 km/h (62 mph) 6.3 seconds, top speed 155 mph. (starting in 2006 model year)
* SLK 350 - new 3.5 L (3498 cc) 200 kW (272 hp DIN) double overhead cam V6 engine, 0-100 km/h (62 mph) 5.4 seconds, top speed 155 mph (electronically limited).
* SLK 55 AMG - 5.4 L (5439 cc) 265 kW (360 hp DIN) V8 engine, 0-100 km/h (62 mph) 4.9 seconds (Official figure, actual time is 4.3 seconds), top speed 155 mph (electronically limited, some models come unlimited). A tuned version of this was used as the Formula One safety car, replaced by CLK 63 AMG at the beginning of 2006 Season.

A face-lifting of the R171, with more powerful engines, has been presented at the end of 2007

* SLK 200 Kompressor - 1.8 L 135 kW (184 hp DIN) I4 supercharged engine
* SLK 350 - 3.5 L (3498 cc) 224 kW (305 hp DIN) double overhead cam V6 engine

r171

R170

superman — Sun, 05 Jul 2009 23:27:51 +0000

The R170-platform SLK 230 Kompressor was introduced in 1997 for model year 1998 to compete with the Porsche Boxster and BMW Z3. Setting it apart was its folding hardtop, though its additional weight compromised the performance of the 185 hp 2.3 L supercharged I4 engine and automatic transmission. The SLK was on Car and Driver’s Ten Best list for 1997.
2001-2004 R170 Mercerdes-Benz SLK

A 5-speed manual transmission was added for 1999 along with the 215 hp 3.2 L V6 and 6-speed manual transmission in the 2001 SLK 320.
2004 R170 Mercerdes-Benz SLK 200 Kompressor dashboard

An AMG model was added in 2001, with a 354 hp (264 kW) supercharged version of the 3.2 L V6. This SLK 32 AMG was the best-performing R170 SLK, and was a direct rival of the BMW M Roadster and Porsche Boxster S. It was only offered with automatic transmission and was hand built.

Not all Mercedes SLKs were built in Bremen, Germany, the SLK 320 being built in South Africa and Mexico. The very first R170 Mercedes SLK was completed on January 29, 1997 and last on April 7, 2004.

Summary of all versions and engine specifications:

* SLK 200 Kompressor - 2.0 L (1998 cc) 163 hp I4 supercharged engine, 0-60 mph in 8.2 seconds, top speed of 223 km/h (138 mph). NB Not exported to North American markets.
* SLK 230 Kompressor - 2.3 L (2295 cc) 197 hp I4 supercharged engine, 0-60 mph in 6.9 seconds, top speed of 240 km/h (148 mph).
* SLK 320 - 3.2 L (3199 cc) 218 hp V6 engine, 0-60 mph in 6.5 seconds, top speed of 245 km/h (152 mph).
* SLK 32 AMG - 3.2 L (3199 cc) 354 hp V6 engine, 0-60 mph in 4.5 seconds[2]. All engines were hand-built by AMG by an individual engineer. The engine came with an intercooled Lysholm-type “twin-screw” supercharger. Production ran between Aug 2000 and March 2004. Only 4,333 were built in total, of which 979 were retained for Germany, 2,056 exported to the USA and 263 to the UK.