The 1961 Introduction of the Mercedes-Benz W 111 Cabriolet

Mercedes-Benz 220 SE Cabriolet (model series W 111). The Cabriolet of the W 111/W 112 model series was built with a range of different engines from 1961 to 1971.

Mercedes-Benz 220 SE Coupé and Cabriolet (model series W 111), interior. 

Mercedes-Benz 280 SE 3.5 Cabriolet (model series W 111) with the V8 M 116 engine. Photo from the premiere year in 1969, taken in front of the historic town of Bad Wimpfen.In the autumn of 1961,

 Mercedes-Benz was, once again, ahead of its time. Only by a few months this time, but the promise it contained was clear: the next spring season was sure to come. The herald of the motoring future for the coming spring was the W 111 luxury class Cabriolet, a direct predecessor of the S-Class, and was unveiled at the International Motor Show (IAA, 21 September to 1 October 1961) in Frankfurt am Main. In addition to the eye-catching design and timeless elegance that never fail to impress the beholder, the open-top vehicle with its four full-featured seats and spacious interior continues to attract attention to this day.

The reason for this abundance of space is that, like the Coupé presented at the Geneva Motor Show in March 1961, the Cabriolet was based on the full-length floor assembly of the “tail fin” Saloon. In this way, the two elegant two-door models also adopted the safety body with crumple zones at the front and rear, as well as the rigid passenger cell. Right from the outset, the Coupé and Cabriolet were planned as members of the W 111 model series. The aim of Chief Engineer and Development Board Member Prof. Dr h.c. Fritz Nallinger was product diversity over a longer period of time – today one would use the term ‘platform strategy’.

Classics that are coveted the world over

The understated elegance underlying the design of both the Coupé and the Cabriolet had perfectly hit the public’s nerve. To this day, both models count among the most beautiful Mercedes-Benz vehicles and are considered to be some of the most sought-after classics worldwide. The designs proved so perfectly timeless that the Coupé and Cabriolet stayed in production for eleven years. In addition, they had a lasting influence on the design of the W 108/109 model series of luxury saloons built from 1965 onwards, and were even built in parallel with them until 1971.

The styling of the two-door variants was the subject of much discussion among the Board and the designers. One point that was considered was an SL front end to emphasise the cars’ sportiness, but this was rejected in favour of the classic design with the Mercedes star mounted on the radiator grille. The radiator grille and front lamp units were, in fact, the only parts carried over from the Saloon.

Take the rear end, for example: officially known as “aiming markers” as a result of their intended function as subtle parking aids on the Saloon, these features were noticeably rounded off for the Coupé and Cabriolet and barely hinted at. Paul Bracq was responsible for the design. The two-door variants were evidently not as high as the Saloon, by 65 mm in the case of the Coupé and 50 mm for the Cabriolet. They were almost identical in length, which meant that the boot was almost exactly the same size as the saloon’s, making these cars also ideal touring vehicles.

In order not to impede large-scale production, the Coupés and Cabriolets were built in Sindelfingen away from normal series production in the special vehicle production unit in Block 32. Many production steps were done by hand. This fact, together with the exclusive character and the high equipment level were reflected in the price: at its premiere in 1961, the 220 SE Coupé was in the price list at DM 23,500 and the corresponding Cabriolet at DM 25,500. By comparison, the “tail fin” 220 SE Saloon cost DM 14,950.

Outstanding aesthetic qualities – inside and out

For this eye-watering price, however, the customer took possession of a mouth-watering car – whether as a Coupé or a Cabriolet. The outstanding aesthetics of the exterior were projected onto the interior. One highlight was the housing of the instrument cluster, which consisted of a single piece of wood of a complex and curved shape, neatly veneered with precious wood in a vacuum so that no joints or edges were visible. Leather upholstery and what was considered to be a sporty central floor selector (the Saloon had a steering column shift) were standard. As an option to the manual four-speed transmission, an automatic transmission with a hydraulic clutch and four-speed epicyclic gear system was also available from 1963. Under the bonnet was the 2.2-litre, six-cylinder M 127 engine with 88 kW (120 hp), familiar from the Saloon. The two-door models were the first Mercedes-Benz vehicles to be fitted with front disc brakes as standard. The 220 SE Coupé and Cabriolet were in production until October 1965 and replaced by the 250 SE Coupé/Cabriolet (M 129, 110 kW/150 hp).

As early as the spring of 1962, Mercedes-Benz expanded its model range to include the 300 SE Coupé/Cabriolet, which were assigned to the W 112 series. Externally, these models were distinguished by chrome strips in the longitudinal beads along the sides of the body and on the wheel cutouts. The upgrade activities on the inside were, however, more significant: a three-litre, six-cylinder M 189 engine with 118 kW (160 hp) and an aluminium engine block, four-speed automatic transmission, air suspension, disc brakes on all four wheels and power steering were all standard equipment. But all this meant the price was now almost DM 10,000 more: the 300 SE Coupé cost DM 32,750 and the Cabriolet DM 34,750, making them the most expensive cars in the model range. From January 1968, the two-door models were available with the 2.8-litre six-cylinder M 130 engine and 118 kW (160 hp) as the 280 SE Coupé/Cabriolet and, from September 1969, a five-speed manual transmission was available.

In November 1969, the Coupé and Cabriolet experienced yet another facelift towards the end of their production time. The top-of-the-range engine was now the new 3.5-litre V8 M 116 engine with 162 kW (200 hp). The new powerhouse was recognisable by a lower-profile bonnet with a wider radiator grille designed exclusively for this engine. The performance was highly appreciated. “auto motor und sport”, for example, enthused in its issue 5/1970: “With this engine, the genteel and somewhat old-fashioned Coupé turned out to be a real surprise: it accelerated from 0 to 100 km/h in 8.9 seconds and topped out at 215 km/h.”

Production of the Coupés and Cabriolets of the W 111 and W 112 model series ended in July 1971. A total of 28,918 of the Coupés were produced, and a further 7013 Cabriolets. To this day, these cars have retained their nobility: anyone who owns one of these exclusive two-door cars can count themselves lucky.

A Bobble-Head Dachshund on the Back Self of Your Car!

 A True story -- my parents had a bobble-head dachshund on the back shelf of their car in the late 1970s!

29/33: The rear shelf

Stylish stowage space: If you were a man in the middle of the 20th century and liked to dress elegantly, you probably wore a hat as headgear outside the house. However, in a closed car – especially in a saloon or coupé – this was not necessary and the hat could be removed. The permanently installed cover over the luggage compartment proved to be the perfect stowage space for fedora, homburg, panama and Co. This space is located between the backrests of the rear seats and the rear window and separates the luggage compartment below from the interior of the vehicle. Because it was typically used for this purpose, it was quickly given the prosaic name of “hat rack”, at least in Germany.

Free space for accessories: The term “hat rack” was, in reality, applied a little late, because the number of men wearing hats had already been declining since the German economic miracle of the 1950s. Then the area was used as a platform for displaying various accessories, which included bobblehead sausage dogs, crocheted toilet paper roll covers and embroidered cushions. All three examples are on display together at the Mercedes-Benz Museum as one of “33 Extras”.

Nodding favourite: The dachshund, or sausage dog, was one of the most popular dogs in Germany. It became established as a mascot in cars in the 1960s: the plastic figure of a brown, short-haired sausage dog had a movable head that bobbed up and down as the car moved. In the 1980s, this bobblehead was then removed from most cars because it was felt to be a rather bourgeois accessory. A short time later, however, the appreciators of young classics and other lovers of popular culture of the late 20th century rediscovered it as an iconic, popular figure. Anyone looking for such a figure today will find one at Mercedes-Benz: the item is available as an original accessory – including a collar with a Mercedes star.

The role of the roll: Toilet paper with a self-crocheted cover was also often found on the rear shelf when motoring became popular among broad sections of the population after the 1950s. The reason for this was that the sanitary infrastructure along trunk roads did not develop quite as fast as the enthusiasm for excursions in one’s own car. So it was a good idea to have backup on board.

Cushion-aid: The embroidered cushion on the rear shelf often looked like the twin brother of the kitschy Biedermeier sofa cushion. But there were also versions with more meaningful content: in the 1970s, many cars sported a first-aid kit disguised as a plastic cushion on the rear shelf.

Safety first: As humorous and whimsical as some of the ornaments on the rear shelf may seem, common sense strongly advises against leaving objects lying loosely in this area. If they are catapulted forward with considerable force in an accident, they pose a risk to passengers.

Innovation: The rear shelf is probably felt to be a rather inconspicuous component in the car. But at Mercedes-Benz, it also includes a certain innovative spirit. Over the years, recesses for retractable head restraints or a recess secured with a lid for the first-aid kit were incorporated in it.

The legend of Adenauer’s hat: Gentlemen’s hats have played a recurring role in the history of Mercedes-Benz – albeit not always on the “hat rack”. The first German Chancellor, Konrad Adenauer, for example, allegedly chose the Mercedes-Benz 300, introduced in 1951, as his official car partly because he wore a hat. He found that he could get into that spacious, representative saloon without knocking his hat off his head – as had happened with other makes.

The hat returns: But what about the common stereotype that many a conservative driver of a Mercedes-Benz Saloon insisted on keeping his hat on at the wheel? The brand made the most of this image as a welcome marketing tool: “Mercedes drivers are wearing hats again,” was used as a slogan nine years ago at the launch of the new Mercedes-Benz A-Class. In fact, for the launch in 2012, a fashionable trilby made of black wool felt with a smart contrasting check pattern in the band was available as an accessory to match the youthful, sporty image of these compact models. It was designed specifically for Mercedes-Benz – and certainly cut a fine figure on the rear shelf.

A Brief History of the Mercedes SLK

Mercedes-Benz SLK 200 in model series R 170. Phantom view. (Photo signature in the Mercedes-Benz Classic archive: C96F1955)

Mercedes-Benz SLK 230 Kompressor in model series R 170. Genre photo from right from an elevated position. (Photo signature in the Mercedes-Benz Classic archive: A96F57

Mercedes-Benz SLK in model series R 170. Design drawing with notes by the then Mercedes-Benz designer Michael Mauer. (Photo signature in the Mercedes-Benz Classic archive: A96F1441)

Twenty-five years ago, Mercedes-Benz surprised not only roadster fans with its revolutionary concept: thanks to its folding vario-roof, the new SLK (R 170 model series) could transform itself from an open-top car into a coupé with a fixed, noise-insulating steel roof in less than half a minute. And it also scored heavily with a range of additional innovations, in the field of safety, for example. The SLK performed impressively in all the relevant crash tests through to the rollover test. The lightweight construction concept using magnesium, among other materials, reduced the weight of the basic version of the SLK 200 to just 1,270 kilograms. By 2004, no less than 311,222 SLKs of the R 170 model series had been built at the Bremen plant. In a total of three generations covering the R 170, R 171 and R 172 model series, this compact open-top Mercedes-Benz roadster sold more than 710,000 units – from 2016 as the SLC. The first generation is already a popular recent classic and, as a result, is already into the second stage of its existence. Trade magazine “Motor Klassik” commented in April 2019: “The first SLK model series (R 170) was a bestseller and had the makings of a classic.”

The roadster was given its name during the design phase, when engineers referred to it as the “SL kurz” (“compact”) in a tribute to the Mercedes-Benz SL. Indeed, the R 170 model series, with a body length of 3,995 millimetres, was around 500 millimetres shorter than the SL Roadsters of the then current R 129 model series.

World premiere in Turin

The production version of the SLK was presented at the International Motor Show in Turin on 22 April 1996. This sports car was perfectly matched to its time: open two-seaters were then experiencing a strong renaissance. In Western Europe, the annual number of car registrations in this market segment rose from 11,300 in 1992 to 98,500 in 1995. The SLK contributed to the boom in open-top cars of the 1990s and 2000s. For some of that time, this Mercedes-Benz was the bestselling car with a metal folding roof in Germany. The SLK was of great importance to the brand because it appealed to a younger and lifestyle-orientated group of buyers. In retrospect, Jürgen Hubbert, a member of the Mercedes-Benz Board of Management at the time, said: “The SLK, CLK and the M-Class models have contributed a lot to a new image of Mercedes-Benz.”

A study that was also presented in Turin in April 1994 whetted the public’s appetite for the roadster. It was based on work by the designer Michael Mauer and came very close to the later production model. Mauer’s model with short overhangs at the front and rear in conjunction with a comparatively long wheelbase highlighted many design details, from the bonnet with its power domes to a striking airflow break-away edge at the rear. A second concept car presented in Paris in autumn 1994 not only showed the vario-roof, but also a unique interior design. From 1996 onwards, the SLK standard-production sports car attracted considerable attention due to its surprisingly colourful and varied interior combined with refreshing exterior colours.

Bending the rules: The folding vario-roof

The folding steel roof of the SLK as an alternative to the classic fabric top was an outstanding and much admired technical achievement of the roadster. The idea was not completely new to the automotive industry, but the few designs before it involved the entire roof being lowered into the boot, which took up a lot of space. Mercedes-Benz engineers revolutionised the concept with a process known internally as the “trick with the kink”: the roof made of steel and glass panels folded back under the boot lid, which opened in the direction of travel. This meant that the rear end of the body could be kept short, and even when the roof was open, there was still room for luggage in the boot.

An electrohydraulic system choreographed the opening and closing process with the help of five hydraulic cylinders. Before the start of series production, 30 prototypes had to undergo the opening and closing process 20,000 times each. Projected over ten years, this corresponded to opening and closing the roof six times a day. Operation was simple: pressing a switch on the centre console transformed the SLK from a coupé into a roadster – or vice versa – within 25 seconds.

The SLK’s safety philosophy, which set standards in its class at the time, was worthy of special note. One striking feature was the two sturdy roll bars to protect occupants in the event of a rollover. Tube-reinforced A-pillars made a further contribution to occupant protection. In addition, the SLK was equipped with airbags, belt tensioners and belt force limiters as standard. The newly developed ellipsoid bulkhead which was part of the front structure increased the front deformation area in the event of a head-on collision – this reduced the risk of the footwell becoming constricted. In crash tests, the SLK met Mercedes-Benz’s own standards, thereby exceeding the stipulated mandatory requirements.

Four- and six-cylinder engines in the R 170 model series

Initially, the roadster was offered as an SLK 200 (100 kW/136 hp) and as an SLK 230 supercharged version (142 kW/193 hp). Following a facelift in 2000, the six-cylinder SLK 320 (160 kW/218 hp) and SLK 32 AMG (260 kW/354 hp) completed the range. The first SLK triggered a small but prestigious line of tradition: in January 2004, Mercedes-Benz presented the SLK of the R 171 model series. A highlight of that model was the optional AIRSCARF. This world first conveyed warm air between the seat backrest and head restraint to the neck area of the occupants and, in conjunction with the standard draught stop, enabled open-top driving even at low outside temperatures. The third SLK generation (R 172) was unveiled in 2010. In 2016, it was renamed the SLC and produced until 2020.

Godzilla at the Kettering Town Center Cruise-In, April 18, 2021

 I went for a short time to the Saturday night cruise-in at the Kettering Twin Center. Only a few special cars were there. What did catch my eye was Godzilla under the hood of this Camaro. I told the owner to add a statue of Kong, and then folks will flock to him. Indeed, from what he said, the people who came by for the most part wanted to see Godzilla rather than his vehicle!  

These events are all about fun, and I salute the Camaro owner for being creative on what others was a chilly evening.

Goodbye Old Friend: I Sold My 1971Porsche 911T Targa

 What more can I say? After 25 years, dozens of trips to cruise-ins and Cars&Coffee, many trips to Hershey, including the Porsche only event, Stoddard Swap meets, it is no longer mine. Offit goes to Venice, CA, and a new owner.

I know almost every part of that car. It came home on the back of a flatbed. New fenders, and other body parts. Never perfect, including the paint. Long country drives, as I put on over 75K miles during the years. It forced me to be a hack mechanic, problem solver, purchasing agent, and persistent, despite the difficulties. Early on it left me several times on these of the road ("Kaye, get the rope!") The topdown rides were always exhilarating. It gave me an inner strength I will never forget. It was never a status statement, and I immensely disliked those Porsche owners who went to club events too showoff their expensive cars and trophy wives. It was less than perfect, just like me. 

Mercedes-Benz is Back on they International Stage -- 1951 -- Two New Models -- 300 (W 186) and 220 (W 187)

IAA 1951: Mercedes-Benz returned to the international stage with the 220 (W 187) and 300 (W 186) passenger cars. Advertisement in “Reader’s Digest”. (Photo signature in the Mercedes-Benz Classic archive: A964241)

Mercedes-Benz 220 (W 187). Cover of the 1951 brochure with a drawing by Walter Gotschke. (Photo signature in the Mercedes-Benz Classic archive: 2005DIG1137)

Mercedes-Benz 300 (internally designated as “c”, W 186). Drawing from the 1956 brochure. (Photo signature in the Mercedes-Benz Classic archive: 1998DIG35)

In 1951, no less than two passenger cars marked Mercedes-Benz’s successful return to the automotive industry’s international, post-war stage. Seventy years ago, the 300 (W 186) and 220 (W 187) models marked a genuinely fresh start. At the International Motor Show (IAA) in Frankfurt/Main, between 19 and 29 April 1951, what was Daimler-Benz AG at the time showcased both innovations and thus impressively marked its return with two new, top-notch automotive developments. Up to this point, the company had been producing pre-war-era vehicles, some featuring minor updates – e.g. the 170 S (W 136), launched in 1949.

The design stage of both vehicles started in 1948 and completing it took considerable effort. Since the end of the war in 1945, the company had laid down groundwork to relaunch plants and production systems. Pivotal executives were also able to once again carry out their activities following denazification, for instance CEO Dr Wilhelm Haspel, Member of the Board of Management Responsible for Development Prof. Dr.-Ing. h.c. Fritz Nallinger and Head of Passenger Car Development Rudolf Uhlenhaut. However, this period of time was far from being a bright era: new production machinery, materials from steel sheets to drawing paper and pencils as well as supplies were still scarce. In winter staff members usually kept warm in their poorly heated offices and production halls by wearing woollen clothing and working hard.

Return to the luxury segment with a six-cylinder model

The Mercedes-Benz 220 (W 187) made an important mark: it brought the brand back to centre stage with a six-cylinder model and successfully reclaimed a top position that pre-dated the war from other manufacturers. Performance and prestige are two important characteristics in this context. Also exciting is the fact that success came with a vehicle that was still based on pre-war designs, e.g. its floor assembly and the body concept. Mercedes-Benz was well aware that only a completely new design would fully meet the expectations of demanding customers in terms of spaciousness. This era would start as early as 1954 with the “Ponton” 220 (W 180) model – three years after the premiere of the 220.

In 1951, Mercedes-Benz reached the performance target with a completely new engine. It was internally designated as M 180 and was developed from 1948 under the management of Wolf-Dieter Bensinger, Head of Engine Design. Generating 59 kW (80 hp) from a displacement of 2.2 litres, providing an output of 26 kW (36 hp) per litre and delivering a usable engine speed range up to 6,000 rpm characterised the unit: key data like these were new territory for the brand. Bensinger’s concept worked perfectly and culminated in superior performance in the 220. The engine’s elasticity enabled effortless cruising over long distances. It also delivered respectable driving performance, such as a top speed of 140 km/h and acceleration from 0 to 100 km/h in 21 seconds – corresponding roughly to the performance of the legendary pre-war 540 K, albeit without having activated the compressor.

Comprehensive range of body types

The brand underlined the high demands of the Mercedes-Benz 220 (W 187) – also in terms of prestige – with a comprehensive range of body types. It was not just available as a saloon (16,066 units until May 1954, starting from 11,925 German marks), but also as Cabriolet A (1,278 units until August 1955, 18,860 German marks), Cabriolet B (997 units until May 1953, 15,160 German marks) and a coupé (85 units between December 1953 and July 1955, 20,850 German marks). 41 open-top touring cars were also produced as police patrol cars in addition to 47 chassis for special-purpose bodies.

The specialist press was thrilled. Here is a representative quote from “Automobil Revue” magazine, published in the Swiss capital Bern, in Issue 5/1952: “This family car is inconspicuous and discreet from the outside with an individual character concealed by its similarity to the familiar 170 S. It turns the admiration it initially sparks in onlookers into a permanent fascination as you get to know it more. Its roadholding qualities seem to adapt to the driver’s requirements; it will give its all only to those who demand it. The vehicle will cruise with cruisers, speed off with racers, but will only reveal itself to connoisseurs. It delivers all this without demanding exertion or excessive concentration from the person at the wheel. Even when travelling at great speed, sensitive occupants and those in need of special care will feel comfortable.”

Top-level prestige: Mercedes-Benz 300 (W 186)

If the 220 was already a particularly classy vehicle – where does that put the Mercedes-Benz 300 (W 186)? Quite simply: with its presentation at the 1951 IAA, the brand once again offered a prestigious vehicle for effective appearances. And it was immediately accepted as exactly that: heads of state, business leaders and entertainment tycoons ordered their very own 300. Quite naturally it also became the official vehicle of Germany’s Federal President and Federal Chancellor. This was the case for one and a half decades for Federal Chancellor Konrad Adenauer. He used a range of Mercedes-Benz 300s during his time in office. This brought about the vehicle’s nickname “Adenauer Mercedes”, a term that is common to this day. The Chancellor was aware of the significance and impact of making an appearance in keeping with his standing. Consequently, he took along his Mercedes-Benz 300 on the chartered train to Moscow for the official state visit in 1955 so as to be appropriately ferried around the Soviet capital. Today, one of Adenauer’s prestigious saloons and a Pullman car of the chartered train are amongst the impressive exhibits at the Federal Republic of Germany’s Haus der Geschichte (House of History) in Bonn. Visitors can experience the Federal Republic’s first Chancellor’s last official Mercedes-Benz 300 at the Mercedes-Benz Museum in the Collection Room 4: Gallery of Celebrities.

The W 186 took over the concept of the X-oval tube frame and the basic dimensions of the Mercedes-Benz 230 (W 153) chassis with a wheelbase of 3,050 millimetres, dating back to 1939. The tube dimensions were reinforced as a result of the higher vehicle weight. It was evident early on that the expected gross vehicle weight would require an engine output of at least 74 kW (100 hp). Based on the available production systems, the 2.6-litre M 159 engine generating 44 kW (60 hp), which had been fully developed before the war, was intended as the foundation and it thus required a performance boost of almost 67 per cent. Bensinger, Head of Engine Design, undertook radical measures to get the engine to the desired level. It was initially designated as M 182. However, it became clear that the 74 kW (100 hp) from 2.8 litres of displacement were not enough for the vehicle’s weight. Only additional modifications, such as enhancing the displacement to 3 litres and using an overhead camshaft, produced the results the developers needed, giving them 85 kW (115 hp). The unit was now designated as M 186.

New body and ample vehicle interior

Compared with the 230 model, the engine was moved considerably further forwards and it was now installed over the front axle, providing vehicle occupants with significantly more space. The decision to develop a new body from scratch without using pre-war components was not easy because it meant things like new and costly pressing tools. Hermann Ahrens was tasked with what was a special job for him: developing the body. His main activities exclusively centred around truck and bus/coach bodies. Ahrens had plenty of experience, after all many of the brand’s pre-war passenger car bodies including the top-of-the-range models were based on his designs.

The prestigious Mercedes-Benz 300 was produced in its original design for around three years (4,563 saloons, 19,900 German marks; 455 Cabriolet Ds, 23,700 German marks; 2 chassis). In spring 1954, the overhauled 300 (internally designated as “b”) succeeded this with features which included a more powerful engine (92 kW/125 PS) and reinforced brakes (1,639 saloons, 22,000 German marks; 136 Cabriolet Ds, 24,700 German marks; 10 chassis). In spring 1955, the 300 (internally designated as “c”; 1,367 saloons, starting from 22,000 German marks; 51 Cabriolet Ds, 26,200 German marks; 3 chassis) was launched and its production lasted until June 1956. It featured a single-link swing axle and a standard three-speed Borg Warner automatic transmission. Federal German Chancellor Konrad Adenauer requested a special version of this Mercedes-Benz 300 generation with a wheelbase extended by 100 millimetres and a divider screen. This made the rear footwell 140 millimetres larger – the variant became part of the range.

As the presentation of the new, prestigious Mercedes-Benz 600 (W 100) was delayed, the 300 underwent one last, comprehensive overhaul. In 1957 the last development stage of the Mercedes-Benz 300 (internally known as the “d”) was launched with an individual model series designation: W 189. It featured elements including a petrol injection system and significantly more output at 118 kW (160 hp) as well as major body modifications with a more lightweight design. In 1960, the Sindelfingen-based special bodybuilding department created three special long-wheelbase versions: two Landaulet variants and one limousine. All three vehicles were ten centimetres higher than the normal saloons and identifiable by their higher window panes. One Landaulet was gifted to the Vatican for Pope John XXIII. Today, the car is part of the Mercedes-Benz Classic collection. The second Landaulet and the limousine were provided to the Federal German government for state visits. This last version of the Mercedes-Benz 300 was also a success: until spring 1962, 3,073 saloons (starting from 27,000 German marks), 65 Cabriolet D (35,500 German marks) and one chassis of the W 189 were produced.

A Small Town Ford Dealership in Hinton, West Virginia, 1955

From Ed:

My grandfather's small town Ford dealership in 1955.  He always parked high quality used cars on the side and typically had the latest new Ford (in this case a 1955 Ford) at the front of the used vehicles.  And he typically placed the used Fords first in line, followed by GM vehicles that had been traded in, and then at the end vehicles built by Chrysler Corp.  The used "independents" were typically found in a lot behind the garage and always had prices on the windshield like $150, $200, $295.......or "make offer."  Even in Hinton, West Virginia, you couldn't win with a Studebaker, Willys, Hudson, or Kaiser

Radar Speed Traps: part of an Exhibit at the Mercedes-Benz Museum

“Nesting box” speed cameras: Speed monitoring systems have been in use in the Federal Republic of Germany since 1959. This stationary variant takes its name from its shape, which is reminiscent of a bird nesting box. Exhibits in the “33 Extras” at the Mercedes-Benz Museum (Photo signature in the Mercedes-Benz Classic archives: D587940)

28/33: Radar speed traps

The unexpected red flash: For more than 60 years, motorists in the Federal Republic of Germany have been “flashed” when they pass a speed camera set up by the police or public order authority at too high a speed. The flash – usually red – set off by the unit is part of the process of photographing the licence plate number and driver. The car’s speed is measured beforehand using various techniques – including radar. This has also resulted in the systems being called “radar speed traps”.

Stationary: Speed cameras mounted in a stationary location often use contact strips embedded in the road surface. They register when a car passes over them and calculate the speed from this. If the speed limit applicable at that point is exceeded, the flash and camera are triggered. They are often mounted in a housing with round openings (the flash at the bottom, the camera above), which is mounted on a pole. This shape, reminiscent of a nesting box for birds, has led to the cameras being called “nesting boxes”. The exhibit on show as one of the “33 Extras” in the Mercedes-Benz Museum is a “nesting box” made by Traffipax.

Science fiction: Ideas for monitoring the speed of road traffic with technical equipment are almost as old as the car itself. In his science fiction novel “A Journey in Other Worlds”, US writer John Jacob Astor, who died in the sinking of the Titanic, described back in 1894 how the traffic police might in future use serial photographic images to determine the speed of vehicles in urban traffic: “The policemen on duty also have instantaneous kodaks mounted on tripods, which show the position of any carriage at half- and quarter-second intervals, by which it is easy to ascertain the exact speed...” Today’s solutions for speed monitoring are based on a principle that is, at least, similar. They register when vehicles enter and leave a monitored zone and calculate the average speed.

Send and receive: The first technical systems for speed measurement used in practice in the Federal Republic of Germany were, however, mobile. The measuring device emitted radar waves which were reflected by vehicles and the changed frequency was registered. From the change in frequency during this send and receive action, the speed of the respective vehicle could be calculated. In February 1959, the traffic police near Düsseldorf used the “VRG 2 traffic radar unit”, supplied by the manufacturer Telefunken, for the first time. Until that time, it had not been possible to measure vehicle speed accurately in road traffic.

Road safety and local government finance: The main purpose of speed measurement is to improve road safety by monitoring compliance with speed limits. This applies in particular to the maximum speed limit of 50 km/h in built-up areas, which has been in force in the Federal Republic of Germany since 1 September 1957. Soon, however, municipalities realised that the fines imposed for speeding violations could also boost local or city finances. Since then, there have been repeated disputes about the positioning of these cameras: are they really particularly critical points in road traffic? Or are they chosen more specifically because they promise high levels of income?

Technical developments: Since the first radar measurements in road traffic more than 60 years ago, the corresponding techniques have been further developed. There are many different kinds of fixed installations and mobile measuring devices. Speeds are measured by contact loops, radar, lidar and light barriers, among others. At the same time, it has become much easier for drivers to control their speed inside the car. This is achieved, for example, using the cruise control system, which Mercedes-Benz first presented in its S-Class of the 116 model series and the SLC sports cars of the C 107 model series in 1975. Later, this was supplemented by the “limiter” function, which allowed the driver to set a maximum speed.

Motorsport: Motor racing is all about achieving maximum speeds on the track. In the pit lane, however, a maximum speed limit has been in force since the mid-1990s in the Formula One premier class and this is currently 80 km/h. Even minor infractions result in time and money penalties for the drivers. The remedy is that modern racing cars usually have a pit lane speed limiter built in, which is operated by the driver.

Driver assistance: Over time, cars have been equipped with an increasing number of aids to assist the driver in adhering to prescribed maximum speeds. Today, for example, the Active Speed Limit Assist function in Mercedes-Benz cars can recognise traffic signs using a camera and detect the applicable speed limits even in unclear situations. If activated by the driver, Active Distance Assist DISTRONIC automatically processes this information and adjusts the vehicle’s speed accordingly

Prince Phillip, the Car Enthusiast! Rest in Peace!

 MG TC/1362 and Prince Phillip

From MG Car Club North American Articles: The Log Book Summer 2016, Vol 19, No.2. by Richard Miller:

“What you may not realize is that MG also has a history with the last three generations of the House of Windsor.

On April 23rd at the Chippenham Auction Rooms a rare handwritten letter, written in 1947 by the then 21 year old Princess Elizabeth, was sold for US$ 20,880.

It revealed how Prince Phillip’s MG TC played a role in his courtship of the future queen.

The letter was sent to Betty Shew who was writing the official souvenir book called, “The Royal Wedding”.

In her letter Princess Elizabeth recalled how the young couple drove each other around London and were at one point even chased by photographers.

The princess remembered, “Philip enjoys driving and does it fast! He has his own tiny M.G. which he is very proud of-he has taken me about in it, once up to London, which was great fun, only it was like sitting on the road, and the wheels are almost as high as one’s head. On one and only one occasion we were chased by a photographer which was disappointing.”

The sentiments of the royal princess, on the TC, are familiar to many others over the years.

Sadly, there is no contemporary record of what may have happened to this black with green upholstery royal TC (registration plate XHD 99) or if it exists to this day.

Registration number – HXD 99

Purchased on 25th September 1946 – new

Colour – Black exterior w/green interior 

The Mercedes R 107 Roadster -- 50 years now! And I own one that I love!

• Eight-cylinder engines in the production SL for the first time
• During the 18 years of its production, more than 237,000 Roadsters of this model series were built
• The open SL was the basis of the SLC luxury class coupés in model series C 107
• Continuous expansion of the model range with six- and eight-cylinder engines

Stuttgart. Fifty years ago, in April 1971, Mercedes-Benz initiated a new chapter in the fascinating history of the SL sports car: the 350 SL was the brand’s first SL with a V8 engine and the first model in the R 107 model series to bear the “R” abbreviation for “roadster” for the first time. The completely new development, as an open two-seater with a fully retractable fabric top and removable hardtop, was a self-confident, sporty but luxurious vehicle and combined both performance and ride comfort perfectly. In the same year, Mercedes-Benz derived the four-seater luxury class coupés of the C 107 model series from the R 107 model series.

The R 107 is a worthy addition to the ranks of the SL family alongside the 300 SL racing sports car (W 194) from 1952, the 300 SL standard-production sports cars (W 198, as a coupé from 1954 to 1957 and as a roadster from 1957 to 1963), the 190 SL (W 121, 1955 to 1963) and the “Pagoda” SL of the W 113 model series (1963 to 1971). In 2021, the brand with the star is continuing its tradition of SL sports cars by launching the Mercedes-AMG SL in model series R 232.

A model for success with 18 years of series production

The R 107 was produced from 1971 to 1989, during which time it was kept up to date with regular facelifts and new engines. With the exception of the G-Class, no other Mercedes-Benz has been produced for longer. Technically speaking, the Mercedes-Benz 350 SL launched 50 years ago had little to do with its direct predecessor, the W 113 “Pagoda” SL. Instead, the designers forged much closer links to the brand’s current passenger car range of the time: the front and rear suspension systems, for example, were based on the “Stroke/8” models of the upper medium-size category. The 147 kW (200 hp) V8 engine with a displacement of 3,499 cc was a carry-over from the premium-class Mercedes-Benz 280 SE 3.5 of the W 111 model series (coupé and cabriolet) and the W 108/109 model series (saloon).

The technical innovations found in the open sports car included the enhanced safety body development with an independent frame-floor unit made of sheets of different thicknesses to provide defined crumple behaviour, the fuel tank installed above the rear axle to protect it in the event of a collision, high-strength steels in the A-pillars and windscreen frame with its glued-in glass, as well as the interior with a new four-spoke safety steering wheel, padded surfaces and deformable elements as a contribution to passive safety. From March 1980, this SL was fitted with the ABS anti-lock brake system and, from January 1982, with a driver’s airbag and belt tensioners as a supplementary restraint system – these items were available as optional extras.

Wide variety of engine options

Following the debut of the 350 SL, Mercedes-Benz continued to expand the range of this model series. In 1973, the 165 kW (225 hp) 450 SL, also with an eight-cylinder engine, that had initially been reserved for export to North America from autumn 1971, appeared on the European markets. In 1974, the six-cylinder 280 SL (136 kW/185 hp) version followed. For the first time in the history of the SL, this meant that a model series was now available with a choice of three different engines.

As a result of the 1980 facelift, the 380 SL (160 kW/218 hp) replaced the 350 SL, and the 500 SL (177 kW/240 hp) took over the position as the top model in place of the 450 SL. As part of the extensive overhaul, the interior of the sports cars, among other things, was adapted to match the S-Class Saloons of the 126 model series. In addition, the engineers upgraded numerous technical items, such as the transmission. Externally, the facelift was restricted to a few discreet improvements, among other things involving new bonnets made of light alloy and a front spoiler. The 500 SL was also fitted with the light-alloy boot lid with a black plastic rear spoiler from the SLC Coupé with the 5-litre V8 engine.

In 1985, Mercedes-Benz once again presented a completely revised model range for the R 107 model series. Besides slight changes to the exterior with 15-inch wheels and a uniform front spoiler for all the models as well as improved front suspension with zero scrub radius, the main focus was on an updated choice of engines. A highlight for all the fans of the sports cars with the star was the 300 SL with a 3-litre six-cylinder engine – because this 138 kW (188 hp) sports car revived the model designation with which the SL story had begun in March 1952. The 420 SL (160 kW/218 hp) was a completely new addition, while the 500 SL (180 kW/245 hp) was given a redesigned engine with an electronic ignition system and the Bosch KE-Jetronic electronically controlled mechanical fuel injection system. The top model of the R 107 series was the 560 SL with a spectacular 5.6-litre V8 engine, which, however, was reserved for export to North America, Japan and Australia. All the models were now offered with a closed-loop three-way catalytic converter.

Production of model series R 107 ended in August 1989, after more than 18 years. Over that period, the Sindelfingen plant had produced a total of 237,287 cars. Today, these open two-seaters are sought-after classics: the combination of luxury and sportiness still fascinates enthusiasts to this day.

Happy Easter!

 He is risen! To set the captives free!