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    Default Mercedes Benz & AMG Fan Club

    Mercedes Benz & AMG Fan Club -481865

    A GERMAN CAR NAMED by an Austro-Hungarian in France, and with a girl's name at that! Mercedes is a Spanish name. It means "mercies," but the sleek powerful speedsters have never shown any mercy, singular or plural, toward a competitor on the race course. The delicate female name has, since the turn of the century, graced the radiators of a series of cars whose thunderous power and precision handling dominated the tracks of the world. From Indianapolis to Le Mans, from Ireland through England and into Italy, at home in Germany, the Mercedes has left a memory of sheer excellence. The car belies the ingenuous simplicity of its name. Flashing speed and brutal power is all masculine. The only thing feminine about a Mercedes is the name. The modern Mercedes is a good-looking car. The smooth sweeping lines of the sports and racing cars are complemented by the quiet dignity of the sedans and limousines, and in this area of functional design, the graceful name is completely justified. Mercedes Jellinek was a goodlooking girl, the daughter of Emile Jellinek, Consul-General of the Austro-Hungarian Empire, on duty in Nice, France. He was quite a wealthy man, director of a bank, and sort of an ex-officio agent for Daimler cars in France. But the staid Jellinek had another, hidden and rakish, side to his character. He raced cars. In order to keep his dignity in the business world, he raced under pseudonym, his daughter's name, Mercedes. In 1898 and 1899 Gottfried Daimler and his chief designer Wilhelm Maybach built a racing car called the Canstatt-Daimler. This machine was very unstable and terribly dangerous. Only a few were made, but they managed to kill several drivers. Emile Jellinek owned one, and he expressed his dissatisfaction by urging Daimler to produce a machine that could not only race, but also tour the roads safely. This suggestion was eagerly accepted by the company. They quietly buried the Canstatt-Daimler design and Wilhelm Maybach created a new car. This was in 1900. The machine was developed from an experimental version built by Daimler's son Paul, and from a historical point of view it was the first car that looked like a car. Discarded was the old converted horse-carriage appearance and in its place rose a basically designed automobile. The canny Jellinek placed an option on the entire original production run and his foresight was amply rewarded. But Jellinek, alias "Monsieur Mercedes" the surreptitious race driver, made another stipulation. The new car must bear the name of his daughter. Daimler and Maybach agreed, and the only great car to carry a girl's name was born. The Mercedes, in terms of genealogical line, is the oldest car in automotive history. It stems directly from the first practical car made, the original Daimler of 1886. When Gottfried Daimler died in 1900, there were rumors of the collapse of the company. It was believed that without the great engineering genius at the helm, the firm could not continue its outstanding technical development. Financiers thought that only the original Daimler patents had value, but they reckoned without four major items. First, Wilhelm Maybach as chief engineer. Second, the presence of Paul Daimler who had the same inventive ability as his father. Third, Emile Jellinek, now director of the company, whose business sense and financial backing was first rate. Finally, the tremendous success of the new Mercedes. The Daimler Motoren Gesellschaft was on the soundest footing possible. In 1909 the threepointed star became the official emblem, and was most often seen on the rear of the Mercedes cars by other drivers as they vainly tried to catch the flying speedsters. The factory sent Mercedes. racing teams to every major race in the world. They invaded America in force in the years before World War I, winning races on all sorts of tracks throughout the United States. Most spectacular were the yearly duels at the 500 mile Indianapolis race. In those days, French and German cars dominated the winners circle. Mercedes battled with Peugeot, finally winning in 1915 with Ralph de Palma at the wheel. This made up for a heartbreaking loss in 1912 when de Palma's four-year-old Mercedes led the field for 498 miles only to break down with two miles to go. A very pointed conflict took-place in 1914 at the French Grand Prix. With international relations at a breaking point the Daimler factory decided to show the French the superiority of the Mercedes. The race was planned with extreme precision. German drivers and mechanics explored the course thoroughly. It was near Lyon, twentythree miles long, with twenty laps required for completion. The Mercedes team arrived three months ahead of time. They practiced every twist and turn, sent the cars back for modifications, and returned for more practice. The pit crew was trained for precision operation with an elaborate signal system to the drivers. This thorough, typically Teutonic approach resulted in a resounding victory. The Mercedes team crossed the finish line in one-two-three order, but the normally sportsmanlike French audience refrained from any applause. The political tensions were too great for the usual niceties and in a month's time the French and German armies clashed on the battlefield. After World War I the Daimler corporation took several years to get re-organized. Not only were materials in short supply, but the plant had to be converted from its military production system. Private owners were racing their pre-war cars, but the factory decided to wait until a new machine was ready. They did not wait too long. In 1923 they entered racing again with a car designed by Dr. Ferdinand Porsche. Porsche's talents as an engine designer were the greatest postwar asset that the Daimler corporation acquired. The company really needed him. Bugatti, Bentley, Alfa-Romeo and Maserati were on the scene with cars far superior to the older Mercedes. Under Porsche's technical direction the famous S series took the road. These sports-racing cars had supercharged engines and were almost as fast as the Grand Prix racers. From the S through SS, SSK to the legendary SSKL, Mercedes began to pile up an impressive total of victories. In 1926, perhaps due to the increasing inflation in Germany and ES the need to pool resources, the Daimler and Benz Corporations merged. In a sense, it was almost poetic. The founders of both companies were the originators of the automobile, and their efforts had changed the face of the world. Under the name Daimler-Benz the new company had an undisputed claim to the earliest heritage of the automobile, an unbroken line from the first patents on. The cars were henceforth known as Mercedes-Benz. Part of the merger was the setting up of a joint technical operation. Benz's chief engineer, Hans Nibel, joined Porsche as co-director of engineering: Nibel is to be remembered as the designer of the Blitzen Benz, the car that set one of the early land speed records at Daytona. But Porsche was too independent to continue working under a joint arrangement. He left in 1929, having established Mercedes-Benz as one of the foremost cars of its time. Although great attention was paid to racing, the new firm kept its financial solvency by building fine road cars. Roadsters, phaetons, sedans and limousines all came from the Stuttgart plant. They sold extremely well. The precision engineering and innovations in design always appeared in the more sedate production cars. Daimler-Benz carried on the tradition of most great automobile corporations. The components of a fine car were first properly tested under the strain of a road race, and only after being proven were they included in a car for sale to the public. It was in the late twenties and early thirties that Mercedes began to organize its racing teams efficiently. A stable of outstanding drivers was carefully selected, with Alfred Neubaur appointed racing manager. Neubaur, who directed the Mercedes racing program for another three decades, was responsible for the military precision of the pit work and team strategy of the drivers. They drove according to a set plan and competed as a team, not as individuals. The pit crew was routined for split-second wheel changes, swift refueling and even practiced timed fire drills. Spare parts were neatly arrayed, pre-adjusted and accompanied by the proper tools for rapid replacement. Should a car be disabled on the track, the driver was to get it to the pits, if possible, for the trained crew to set it right. This neat little plan once went awry in a manner that must have caused even the rigid Neubauer to chuckle. The year was 1929. The race, the Tourist Trophy in Belfast, Ireland. Four Mercedes were entered, one driven by the great Rudolph Caracciola. Another was handled by Otto Merz, a former mechanic and a man of such great strength that he could lift the front end of a car high enough for a jack to be slipped underneath. The race was run in a pouring rain. Caracciola, who could probably control a car on glare ice, took the lead and held it against the Bentleys. Merz drove doggedly on, but finally spun badly on one of the turns. He slammed into an obstruction and bent a front fender. Undaunted he drove back onto the track only to find that the fender was rubbing against the wheel. At this moment the crowd of damp spectators was treated to a sight never seen before nor since. Merz pulled off to the road shoulder, got out in the teeming downpour, and calmly ripped the fender from the car! No tools, just his hands! Then he reseated himself and joined the competition. Caracciola won the race handily and although Merz finished back in the pack, his claim to fame was assured. Nineteen thirty-three began an era of competition that will never be forgotten. Adolf Hitler, seeking to gain sporting prestige for his Nazi state, offered financial aid to any German corpora tion that would develop a championship racing car. At Daimler-Benz Hans Nibel immediately began work on a 4-liter, 400 horsepower engine. The problems were immense. Alfa-Romeo, Bugatti, and Maserati had all built machines with comparable horsepower, but were unable to construct a chassis that could handle the power suitably. Nibel and Hans Wagner, another old Benz designer, attacked the problem by using independent four-wheel suspension with rear swing axles, a system previously used to provide comfort in light-weight touring cars. In a racing car it permitted better power transfer from the wheels to the road. Another feature was Lockheed hydraulic brakes with a self-sealing device to insure braking if a tube began leaking. Into this new chassis the brute-size engine was installed, and the car went out for road tests. It was ready in just ten months after Hitler's initial offer. But Daimler-Benz was not the only company that tried to provide international racing prestige for Adolf Hitler. At the same time four other manufacturers, Horch, Audi, Wanderer, and DKW, combined to form Auto-Union. This new firm also set out to produce a winning race car. Engineering problems were easy for Auto-Union. They hired Dr. Porsche. He turned out his famous P-Wagen for them, a machine with 300 horsepower. This car also had swing axles and independent suspension, but Porsche perhaps prophetically looking forward to his Volkswagen put the engine in the rear. Both Auto-Union and Daimler-Benz had their cars ready in the spring of 1934 and the race was on! The two corporations competed fiercely each year for Hitler's prize money. It seemed as though they raced for themselves alone. Each was more concerned with beating the other than trouncing the cars of competing countries. But between them they broke the winning streaks of Bugatti, Alfa-Romeo and Maserati in Grand Prix racing. Then in 1936 Auto-Union produced its C-Type racing car with 320 horsepower under the hood. But DaimlerBenz topped that. In the same year the Mercedes W-125 appeared with over 600 horsepower! This was a contest with no mercy. A contest waged as fiercely on the drawing boards of the designers as on the track. Either car could easily top 200 miles per hour. On the track the cars were in the hands of some of the best racing pilots of the time. Mercedes had Caracciola, Lang, von Brauchitsch (whose uncle became Hitler's military chief of staff), and the brilliant Englishman, Dick Seaman. Auto-Union countered with men like Stuck, von Delius, the flashy Bernd Rosemeyer, and possibly the finest driver of all time, Tazio Nuvolari, who left Alfa-Romeo to drive for Auto Union. With such men and cars Grand Prix racing in Europe almost became an exclusive Auto-Union versus Mercedes late contest. But Mercedes was better than Auto-Union. The year-by-year racing records offer the proof. The Auto-Union car was fast, but very tricky to handle. The driver sat well forward, almost over the front axle which made it almost impossible for him to sense what his rear wheels were doing. A great deal of race driving is done by an indefinable "seat of the pants" control, and the Auto-Union removed this bit of instrumentation. Bernd Rosemeyer was perhaps the only driver who could get the most out of an Auto-Union. He was a dashing, daring young man whose only concern was winning races. Even a disabled car could not stop his competitive instinct. In one Grand Prix he led Caracciola's Mercedes. But Caracciola pressed him relentlessly until Rosemeyer took a turn too recklessly. A front wheel hit the curb, bent, and put the Auto-Union out of the race. In the Mercedes pits Neubauer visibly relaxed and signalled his team to ease down. But he reckoned without the fighting Rosemeyer. The young German walked over a mile back to the Auto Union pits, flagged down Muller who was running fourth and took over. In a few laps he made up the delay and came in third, robbing the Mercedes team of a complete victory. Death came to Rosemeyer in a very different type of duel with Mercedes. In 1937 he drove an Auto-Union to a Class B flying mile record of 252.5 mph. Immediately Mercedes asked the Nazi government for permission to try to raise the record. Then Auto-Union asked if they could be allowed to try again should Mercedes succeed. With permission granted to everyone, both companies brought their cars and timing equipment to the Frankfurt-Darmstadt Autobahn. It was quitea sight - the sleek shining silver cars gleaming in the sunlight, the busy mechanics, the worried officials, the calm drivers. Caracciola climbed into the Mercedes. The engine came to life with a stutter that built into a thunderous roar. When the sound seemed unbearable the supercharger cut in, adding its wailing scream, and the car flashed away. Caracciola made the outbound and inbound runs averaging 268 mph, a new record. Then Auto-Union went into action. A smiling Rosemeyer took the powerful rear-engined racer out. On the outbound run he had already driven faster than Caracciola. Coming back, the car swerved out of control, having been tossed by a , sudden freakish gust of wind. At over 270 miles per hour the Auto-Union careened into an embankment and came to rest as a mass of twisted metal. Mercedes still held the record, but one of the greatest drivers of the thirties, Bernd Rosemeyer, was dead. During this fierce racing period Daimler-Benz kept testing new ideas. Each one was tried out on the racing machinery and soon appeared on the road cars. These automobiles rapidly attained a great deal of prestige. A Mercedes in Germany was regarded with the same awe as a Rolls-Royce in England. The Nazi hierarchy made a point of riding in these fine cars. The unsavory Hermann Goering had a special Mercedes with armor plate and thick bullet-proof glass. In addition to the protection the car was the epitome of luxury. With World War II, Daimler-Benz went into war production. Aircraft engines, tank engines, and all sorts of military vehicles came from the Stuttgart factory. Racing was necessarily forgotten and so were the road cars. But with the war over, Daimler-Benz began production as soon as possible. They repaired the bomb damage and soon put a fine sedan on the market. In 1951 Neubauer decided that Mercedes should make a reappearance on the race courses. There were new competitors now. Although Auto-Union was gone, Ferrari was on the scene. Aston-Martin became a racing threat and Jaguar was a fullfledged contestant. In a remarkably short time Neubauer was able to field cars in both the sports-racing class and Grand Prix contests. In addition he engaged two of the world's best drivers, Juan Manuel Fangio and Stirling Moss. The Grand Prix car was extremely successful, but the sports car was a phenomenon. It was the 300-SL, which is still being produced. This is a racing car that is completely suited to road driving, including trips to the supermarket. Yet on the track it is capable of close to 160 miles per hour in racing trim. Not only is this machine terrifyingly fast, it is also one of the most beautiful cars ever made. The pure racing version, the 300-SLR, had an air brake that operated like the flaps on an airplane. A hydraulically operated flap lifted like a cobra's hood from the rear deck and provided an aerodynamic brake. In addition the efficient engine of the 300-SLR pioneered a reliable fuel-injection system. This race-proven device is now available on the 220-SE Mercedes sedan, a car that approaches the Rolls-Royce in luxury and performance. There are other cars available. The 190-SL, a modestly powered sports car that retains the flowing lines of 300-SL. A flock of smaller sedans are also on the market, but the prize among them is the practical and economical diesel-engined car. Daimler-Benz still leads the world in ideas. Nineteen fifty-five was the year of Mercedes' greatest triumph. Their Grand Prix cars won the world championship; the sports cars won the world championship; the touring cars won the rally champion ship. A clean sweep! Nineteen fifty-five was also the year in which Mercedes retired from racing. The factory has not fielded a team since that time, but when the engineers and designers at Stuttgart decide that some new idea in automotive technology needs to be tested, they will build a series of com petition cars. Alfred Neubauer's successor will recruit drivers, train a pit crew, control the race strategy, and Mercedes will undoubtedly win. Then a new line of consumer cars will appear, equipped with the latest in technical devices. Mercedes will follow the same proven procedure begun at the turn of the century when Emile Jellinek insisted that Daimler's new car be named for his daughter. Thus the Spanish name Mercedes will continue to stand for the great tradition of German engineering. Mercedes Benz & AMG Fan Club -481866
    Rubber Burnin Turnin Corners Beatin Like A Congo,

    Drop Top Flip Flop Shine As The Chrome Glow,

    Blowin Hydro`s On 24's Livin How The Cash Flows..

  2. #41
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    rizwan from waldorf maryland? are you on any other forums? your car seems very familiar
    1. A car is only worth what someone is willing to pay for it, 2. Resale wont save your life in an accident, 3. Genius has limits, stupidity has none, 4. Never argue with an idiot, they will bring you down to their level & beat you with experience, 5. Growing old beats the alternative -- dying young! 6. انّا للہ و انّا الیہ راجعون

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    heres the New Classic

    The Most Advance car in the World
    Mercedes Benz & AMG Fan Club -670424
    uaeimran@hotmail.com

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    @Storm
    not from Waldorf but usually go there with freinds...yeah also on MBWorld.org....its great for all MB DIY and classifieds...I used to go to lots of meets, but for past year or so havnt had a chance...where you at?

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    I'm in Islamabad but now i know where i've seen your car before, I'm the W210 forum host on http://www.benzworld.org & http://www.pointedthree.com and we share alot of members with MBworld.org someone must have posted up your cars pic on one of them.
    1. A car is only worth what someone is willing to pay for it, 2. Resale wont save your life in an accident, 3. Genius has limits, stupidity has none, 4. Never argue with an idiot, they will bring you down to their level & beat you with experience, 5. Growing old beats the alternative -- dying young! 6. انّا للہ و انّا الیہ راجعون

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    im r8 here storm!

    the CL-class generation


    Mercedes Benz & AMG Fan Club -671820


    the CL63 AMG


    Mercedes Benz & AMG Fan Club -671821


    Mercedes Benz & AMG Fan Club -671822


    Mercedes Benz & AMG Fan Club -671823
    A Turbo a day keeps the traffic away.

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    Mercedes-Benz Carlsson 2007 CK60 Mercedes Benz & AMG Fan Club -672059


    Mercedes Benz & AMG Fan Club -672060



    Mercedes Benz & AMG Fan Club -672061


    Carlsson, one of the most discerning Mercedes-Benz tuners in the business, has focused on the CL and refined the luxury coupe with an interior of the highest quality and an engine tweak that improves not only performance but also drivability.

    In a class of its own: Carlsson CK60 engine kit
    Developed especially for the CL 600, the CK60 engine kit accelerates not only the driver's pulse but also the elegant coupe in a mere 4.4 seconds from 0 to 100 km/h. No less impressive are the output and torque data after the Carlsson treatment: the tuned V12 develops 600 bhp / 441 kW (standard 517 bhp / 380 kW) at 5000 rpm coupled with a breathtaking 1024 Nm of torque at 3500 rpm. Top speed is an electronically regulated 320 km/h (due to the limitations of the tyres available). The CK60 engine kit has more than enough power and torque in every conceivable situation!

    The Carlsson sports exhaust system with centre and rear silencers improves performance and generates a particularly powerful sound. The rear view of the CK60 is dominated by the Carlsson sports rear silencers with four tail pipes that impress not only through a dramatic, sonorous sound but also through a reduction in backpressure and optimised pipe run compared to the standard version. The result: more torque and more output.

    Comparable standard cast wheels weigh around 50 % more than Carlsson forged wheels. Thanks to the weight reduction, they tend to tramp less than their cast equivalents (lower unsprung mass) and thus offer the best possible road contact. For the driver, this means improved handling and, therefore, greater driving safety and comfort. For the CL, Carlsson offers new 11-spoke 21 inch wheels with Dunlop SP Sport Maxx tires.

    The lines of the standard CL are elegant. Nevertheless, Carlsson shows how to strengthen this characteristic. Restrained, aerodynamically effective components round off the appearance of the CL in the usual distinguished way. The front-spoiler and rear-skirt lips in typical Carlsson diffuser look, as well as the striking rear spoiler, improve the handling of the luxury car at high speeds. Thus, the CK 60 is fully in line with the safety-first thinking that has characterised Mercedes-Benz since time immemorial. These refinements are rounded off by an electro-polished, stainless-steel grille insert that, on the one hand, improves the flow of air to the radiators and, on the other hand, underscores the sporting nature of the design kit. The front-spoiler lip and grille-insert kits are available separately so customers can determine the degree of individuality themselves.

    Exclusively for the CL 600, Carlsson offers the C-Tronic suspension electronic lowering kit that reduces the ride height of the vehicle by approx. 30 mm. The C-Tronic suspension not only lowers the centre of gravity but also, thanks to the sophisticated technology, interacts intelligently with the road surface. Additionally, C-Tronic ensures that, even at speeds in excess of 120 km/h, the car is not lowered beyond the standard minimum ride height thus ensuring sufficient compression travel for the suspension.

    Carlsson uses only the very best materials for the interior appointments of the CK60. A combination of Alcantara and leather makes even the longest journeys a pleasure. The attractive rhombus quilting of the leather for the door centre panels matches the discerning requirements of the CL driver perfectly: striking and attractive ? yet restrained. With the ergonomically shaped Carlsson sports steering wheel in leather / Alcantara or leather / wood, he or she always has a firm and very pleasant grip on everything.


    Source: Carlsson UK
    1. A car is only worth what someone is willing to pay for it, 2. Resale wont save your life in an accident, 3. Genius has limits, stupidity has none, 4. Never argue with an idiot, they will bring you down to their level & beat you with experience, 5. Growing old beats the alternative -- dying young! 6. انّا للہ و انّا الیہ راجعون

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    3.8L 300hp 291ft/lbs V6
    Mercedes Benz & AMG Fan Club -672215


    5.7L 400hp 579ft/lbs V8
    Mercedes Benz & AMG Fan Club -672216


    6.1L 426hp 458ft/lbs V8
    Mercedes Benz & AMG Fan Club -672217


    5.4L 530hp 571.6ft/lbs V8
    Mercedes Benz & AMG Fan Club -672218

    1. A car is only worth what someone is willing to pay for it, 2. Resale wont save your life in an accident, 3. Genius has limits, stupidity has none, 4. Never argue with an idiot, they will bring you down to their level & beat you with experience, 5. Growing old beats the alternative -- dying young! 6. انّا للہ و انّا الیہ راجعون

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    ^ Nice info. Storm ^

    @storm can u get the history of the famous M-B 300SL "gullwing"?It will be very appreciated,thank you.
    A Turbo a day keeps the traffic away.

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    Some 1st hand pictures of AMG from my side. S Class and C Class. I dont remember the exact HP of S Class but I think it was 600HP any way I dont remeber.

    Pictures were taken at the DTM race in the Mercedes Paddock.


    Mercedes Benz & AMG Fan Club -673806


    Mercedes Benz & AMG Fan Club -673807


    Mercedes Benz & AMG Fan Club -673808


    Mercedes Benz & AMG Fan Club -673809


    Mercedes Benz & AMG Fan Club -673810
    Perfect Male...

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    @ Omaqsood

    ^ these are the M-B 2006 S65 AMG n 2005 CL65 AMG!....n yes these produce 600+ HP!
    A Turbo a day keeps the traffic away.

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    @wasifmakhdoom

    The S65 makes 604hp, the other is a CLK63 making 475hp.

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    1952 Mercedes-Benz 300SL

    Mercedes Benz & AMG Fan Club -673831


    Mercedes Benz & AMG Fan Club -673832


    Mercedes Benz & AMG Fan Club -673833



    For the post-war racing effort, Mercedes-Benz returned with the 1952 300SL. The new car had trademark gullwing doors which were necessary due to the space-frame chassis.

    Rolf Uhlenhaut, the top Mercedes-Benz engineer, placed emphasis on lightweight construction and slippery aerodynamics during the development of the 300 Sport Leicht. Reducing weight, Uhlenhaut had a special tube-frame made for the car. This frame included small tubing arranged in a grid-type fashion. Many triangles were used in the design which made a torsionally stiff chassis.

    The complex design of the chassis included two large bulkheads running down the side of the car. These grid-sections proved difficult as they occupied the inner quarter panels where normal doors would reside. This gave rise to the gullwing doors which would become a trademark feature of the 300SL up to 1955.

    Untert??rkheim and Sindelfingen were responsible for the designing the lightweight aluminum body. Thier results produced a low body, featuring integrated headlights and, more importantly, aerodynamically efficient lines. Thanks to the engine placement at 50 degrees, the front of the body was remarkably low and flat. This helped the SL achieve a phenomenal Cd value of 0.25.

    The engine, was a further development of the M186 inline-6. It was placed at 50 degrees in the engine bay to reduce the overall height. Unique features included an oblique cylinder head arrangement and overhead camshafts.

    During the same year it was released, the 300SL scored top marks in international racing. Despite being an entirely new design, the SL cars showed remarkable stamina. The highlight of the Mercedes-Benz season came at the Vingt-Quatre Heures du Mans. At that event two SLs would take first and second overall ahead of the Ferrari 340 America Berlinetta. The winning team, with Hermann Lang and Fritz Rie??, drove at record pace of 155.575 kilometers per hour.

    At the 24 Hours of Le Mans the SL cars laid their legendary foundation. Mercedes-Benz, who previously had little history at sports car racing established themselves at the top of the sport.

    engine M194 Inline-6
    position Front Longitudinal, 50 Degree Inclination To The Left
    valvetrain SOHC w/2 Valves per Cyl
    fuel feed 3 Solex Downdraft Carburetors
    displacement 2996 cc / 182.8 cu in
    bore 85 mm / 3.35 in
    stroke 88 mm / 3.46 in
    compression 8.0:1
    power 130.5 kw / 175.0 bhp @ 5200 rpm
    hp per litre 58.41 bhp per litre
    bhp/weight 201.15 bhp per weight
    drive wheels RWD
    body / frame Aluminum Body over Tubular Space Frame
    front brakes Alloy Drums w/Hydraulic Assist
    rear brakes Alloy Drums w/Hydraulic Assist
    front tire size 6.7x15
    rear tire size 6.7x15
    steering Recirculatin Ball
    f suspension Double Wishbones w/Coil Springs, Stabilizer Bar, Telescopic Shock Aborbers
    r suspension Swing Axle w/Coil Springs, Telescopic Shock Absorbers
    weight 870 kg / 1918 lbs
    wheelbase 2400 mm / 94.5 in
    front track 1381 mm / 54.4 in
    rear track 1445 mm / 56.9 in
    length 4220 mm / 166.1 in
    width 1790 mm / 70.5 in
    height 1265 mm / 49.8 in
    transmission 4-Speed Manual
    gear ratios 3.33:1, 2.12:1, 1.50:1, 1.00:1
    top speed 240 kph / 149.1 mph
    1. A car is only worth what someone is willing to pay for it, 2. Resale wont save your life in an accident, 3. Genius has limits, stupidity has none, 4. Never argue with an idiot, they will bring you down to their level & beat you with experience, 5. Growing old beats the alternative -- dying young! 6. انّا للہ و انّا الیہ راجعون

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    1955 Mercedes-Benz 300SL Coupe

    Mercedes Benz & AMG Fan Club -673834


    Mercedes Benz & AMG Fan Club -673835


    Mercedes Benz & AMG Fan Club -673836




    The Mercedes-Benz 300SL stands as one of most memorable coupes of the 50's. The gullwing doors not only disinguish the car stylistically, they provide as a solution to combine a space frame chassis with a coupe bodystyle. The chassis relies on the stressed spaceframe sidemebers which occupy the side sections of the car. In 1957, When the 300SL turned into a roadster, the spaceframe took on a completely new shape which was possible with new technology.

    The gullwing coupe was the first true sports-car to be developed by Daimler-Benz after the war. It was introduced in 1952 as a lightweight race car to compete in Mille Milia. In September 1953 the road-going development of 300SL was launched. It was presented in February of 1954 at the International Motor Sports Show in NewYork, based on the racing-car of the 1952 season.

    The car utilized an inline-6 from the 300S saloon, with that model's transmission & suspension setups. Unlike the 300S, the engine was positioned at an angle to yeild a low front nose. To aid with engine comparment cooling, two large outlets were added to keep the air flowing outwards.

    The streamlined body concealed several other novelties. For the first time fuel injection was used in a road-car car by Mercedes-Benz. An increase of of 40 HP was realized compared to the the carburettor racing version.

    The first batch of SL's suffered from their drum brakes and swing axle setups. Although these were revised on later editions, even the rare alloy bodied 300SLs received little racing success. This fact remains largely overshadowed by the elegance of the 300SL. The sweeping lines combined with a feat of spaceframe engineering justfy the desire for this exclusive model. The 300SL is and will always be one of the most celebrated cars of the 1950s

    price $7 463 USD
    engine Water Cooled, Inline-6
    position Front Longitudinal
    aspiration Natural
    valvetrain SOHC, 2 Valves per Cyl
    displacement 2996 cc / 182.8 cu in
    bore 85.0 mm / 3.35 in
    stroke 88.0 mm / 3.46 in
    compression 8.55:1
    power 179.0 kw / 240.0 bhp @ 6100 rpm
    hp per litre 80.11 bhp per litre
    bhp/weight
    torque 294.2 nm / 217.0 ft lbs @ 4800 rpm
    drive wheels RWD
    body / frame Sheet Steel Body over Steel Space Frame
    front brakes Finned Drums w/ Vacuum Assist
    f brake size 260 mm / 10.2 in
    rear brakes Finned Drums w/ Vacuum Assist
    r brake size 260 mm / 10.2 in
    front wheels F 38.1 x 12.7 cm / 15.0 x 5.0 in
    rear wheels R 38.1 x 12.7 cm / 15.0 x 5.0 in
    front tire size 6.50-15
    rear tire size 6.50-15
    steering Recirculating Ball
    f suspension Double Wishbones w/Coil Springs over Telescopic Dampers
    r suspension Half Axles w/Coil Springs over Telescopic Dampers
    weight 1293 kg / 2851 lbs
    wheelbase 2400 mm / 94.5 in
    front track 1384 mm / 54.5 in
    rear track 1435 mm / 56.5 in
    length 4217 mm / 166.0 in
    width 1778 mm / 70.0 in
    height 1300 mm / 51.2 in
    transmission 4-Speed Manual
    gear ratios 3.34:1, 1.97:1, 1.39:1, 1.00:1
    final drive 3.64:1
    top speed 235.0 kph / 146.0 mph
    0 - 60 mph 8.5 seconds
    0 - 100 mph 19.0 seconds
    0 - 1/4 mile 16.0 seconds
    1. A car is only worth what someone is willing to pay for it, 2. Resale wont save your life in an accident, 3. Genius has limits, stupidity has none, 4. Never argue with an idiot, they will bring you down to their level & beat you with experience, 5. Growing old beats the alternative -- dying young! 6. انّا للہ و انّا الیہ راجعون

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    1955 Mercedes-Benz 300SLR Uhlenhaut Coupe


    Mercedes Benz & AMG Fan Club -673838


    Mercedes Benz & AMG Fan Club -673839


    Mercedes Benz & AMG Fan Club -673840



    With its eight-cylinder, 2982-cc engine developing up to 310 horsepower, this Silver Arrow was capable of a maximum speed in excess of 300 km/h - enough to power it to glory in all the top road races of 1955. The Mille Miglia, Targa Florio, Tourist Trophy, Eifelrennen and the Swedish Grand Prix - the 300 SLR won them all.

    The spirited lines of the body, with its elongated bonnet, were complemented by the striking proportions of the side-mounted exhaust pipes, the air vents and the wire-spoke wheels. The cockpit, with its curved wraparound windscreen, was elegantly sculptured. Rudolf Uhlenhaut referred to his latest automotive work of art as a 'hot-heeled touring car', and the 300 SLR Coup?? lived up to its billing. Weighing only 1117 kilograms yet developing 310 horsepower, the Uhlenhaut Coup?? accelerated to a maximum speed approaching 290 km/h in testing (the manufacturer's data showed a top speed of 284 km/h). This made the two-seater the fastest car of its time to be registered for use on public roads, as well as 'one of the most exciting cars that Mercedes-Benz has ever built,' as motorsport guru Karl Ludvigsen later observed.

    However, the lightning-fast SLR Coup?? never made it into series production. The Stuttgart-based car maker felt that the mid-1950s was not the right time to bring out a powerful sports tourer of this kind, leaving the road version of the SLR to fall into oblivion. As Mercedes pulled out of motorsport in 1955, the SLR Coup?? project was put on ice. Only two prototypes of this masterpiece of power and elegance were ever built and yet this wonderful car had still become a legend in its own right.

    engine Type M 196 S, Twin Spark Inline-8 w/Dry Sump Lubrication
    position Front Longitudinal, 53 Degree Inclination To The Right
    aspiration Natural
    valvetrain DOHC, 2 Valves per Cyl w/Desmodromic Valve Gear
    fuel feed Mechanically Controlled Petrol Direct Injection
    displacement 2982 cc / 182.0 cu in
    bore 78 mm / 3.07 in
    stroke 78 mm / 3.07 in
    compression 9.0:1
    power 231.2 kw / 310.0 bhp @ 7400 rpm
    hp per litre 103.96 bhp per litre
    bhp/weight 277.53 bhp per weight
    torque 317 nm / 233.8 ft lbs @ 5950 rpm
    redline 7800
    drive wheels RWD
    body / frame Elektron Body over Steel Tubular Space Frame
    front brakes Inboard Duplex Drum Brakes w/Power Assist
    f brake size 350 mm / 13.8 in
    rear brakes Inboard Duplex Drum Brakes w/Power Assist
    r brake size 275 mm / 10.8 in
    front wheels F 40.6 x 15.2 cm / 16.0 x 6.0 in
    rear wheels R 40.6 x 17.8 cm / 16.0 x 7.0 in
    front tire size 6.00x16
    rear tire size 7.00x16
    steering Worm & Sector
    f suspension Double Wishbones w/Torsion Bar Springs, Telescopic Shock Absrobers,
    r suspension Swing Axles w/Longitudinal Torsion Bar Springs, Telescopic Shock Absrobers
    weight 1117 kg / 2463 lbs
    wheelbase 2370 mm / 93.3 in
    front track 1330 mm / 52.4 in
    rear track 1380 mm / 54.3 in
    length 4350 mm / 171.3 in
    width 1750 mm / 68.9 in
    height 1210 mm / 47.6 in
    transmission Rear Mounted 5-Speed Manual
    gear ratios 2.67:1, 1.75:1, 1.43:1, 1.07:1, 0.83:1
    final drive 2.222:1
    top speed 284 kph / 176.5 mph
    1. A car is only worth what someone is willing to pay for it, 2. Resale wont save your life in an accident, 3. Genius has limits, stupidity has none, 4. Never argue with an idiot, they will bring you down to their level & beat you with experience, 5. Growing old beats the alternative -- dying young! 6. انّا للہ و انّا الیہ راجعون

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    so many infos
    i missed this thread
    great info @storm bhai
    great pics(y) @ omaqsood

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    @storm bhai how many mercedes u have driven i mean classes?????????

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    thanx a LOT for the info. storm!
    A Turbo a day keeps the traffic away.

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    @wasifmakhdoom
    anytime buddy (Y)

    @salman_ksa
    almost all since the 70's except SLR, mabach (all), new CL & new S-class (hopefully i'll be doing some of these soon)
    1. A car is only worth what someone is willing to pay for it, 2. Resale wont save your life in an accident, 3. Genius has limits, stupidity has none, 4. Never argue with an idiot, they will bring you down to their level & beat you with experience, 5. Growing old beats the alternative -- dying young! 6. انّا للہ و انّا الیہ راجعون

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    amg
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    Mercedes Benz & AMG Fan Club -701571
    You can never have enough RED toys in life!........Except 'one' Yellow "Prancing Horse"

  21. #60
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    Mercedes Benz & AMG Fan Club -701572
    You can never have enough RED toys in life!........Except 'one' Yellow "Prancing Horse"

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