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!