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Image credits: © Mercedes-Benz.
1952 Mercedes-Benz 300 SL W194 news, pictures, and information | ||
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 |  |  | Roadster Chassis Num: 194/06 |
 |  |  | Coupe Chassis Num: 194/07 Engine Num: M 194/21 |
The car featured here was the first of the 2nd group of type 194 cars constructed and completed in late spring of 1952 for use at the 24 Hours of Le Mans that year. On the weekend of June 14-15, 1952, with the team of Hermann Lang and Fritz Riess driving, chassis 7 won the race, the first German car to achieve this result.
It was based on the success of this racer that Daimler-Benz was convinced by US importer Max Hoffman to produce a road-going version of this race car, the iconic 1954-57 300SL 'Gullwing' Coupe.
This is one of two W194s outside of the Mercedes Museum. The other one, 194/06, belongs to the same owner of this car. The current owner sent 194/07 to Mercedes-Benz Classic Center for restoration back to its original W-194 configuration. The original engine number 194/21 was obtained and reunited with the original chassis and the car was restored to its original Le Mans configuration.
 |  |  | Coupe Chassis Num: 2 |
Mercedes-Benz 300 SL of 1952: Number two lives on
• Painstaking restoration by the Mercedes-Benz Classic Centre of the oldest SL still in existence• The 300 SL (W 194) is one of the most significant racing cars from the 1950s
• Visible traces of a long and thrilling vehicle life
Stuttgart – The origins of the SL class are rooted in motor racing: in the early 1950s, Mercedes-Benz developed the 300 SL racing car (model series W 194). This, the grandfather of all SLs, undertook its initial test drives in November 1951 on the Solitude circuit just outside Stuttgart, as well as on the Nürburgring and the Hockenheimring. The vehicle was introduced to an awestruck press on 12 March 1952, on the autobahn between Stuttgart and Heilbronn.
The 1952 racing season was to prove an exceptionally successful one for Mercedes-Benz, as a look at the results of the 300 SL's various appearances reveals: second and fourth places in the Mille Miglia, a threefold victory in the 'Prix de Berne' sports car race, double victory in the 24 Hours of Le Mans, fourfold victory in the Nürburgring Anniversary Sports Car Grand Prix and a double victory in the 3rd Carrera Panamericana in Mexico. The brand had made its return to motor racing wîth a true flourish, while the continuing advertising impact ensured it was firmly back on the international scene.
Restoration of the 300 SL wîth chassis number 2
The first 300 SL no long exists, having been scrapped during its time wîth the company. However, the second car to be built, wîth the chassis number 194 010 00002/52, is still wîth us and has been in company ownership since it was built in the racing workshops in 1951/52. This oldest existing SL has now been painstakingly restored to mark the anniversary of '60 years of the SL', which will be celebrated in 2012. This involved the vehicle being completely dismantled at the Mercedes-Benz Classic Centre in Fellbach, near Stuttgart, then every single component meticulously examined and, where necessary, restored according to the very highest standards of authenticity and quality. The clear remit was to retain the substance in every respect. The second 300 SL (W 194) ever to be built is now therefore revealed in new splendour – yet continues to bear wîth pride the traces of its long and thrilling life.
The restoration of the bodywork was a particularly tricky process, as it is made out of extremely fine aluminium/magnesium sheet metal which, by its very nature, is extremely delicate. Time had also taken its toll on it in many places. It took the specialists around six months to bring the body shell of the oldest SL in the world still in existence back to its former glory. The restoration of the vehicle lasted ten months in all, which, in view of the extensive work involved, represented a very tight schedule.
All the effort was well worthwhile, though. When the engine of the Mercedes-Benz 300 SL, which bears the original registration plate 'W59-4029', is started up once again and the vehicle quickly picks up speed, it is easy to believe that it can still manage a top speed of 230 km/h and that this is the car that enjoyed one of the most successful sports careers of the 1950s.
Like the phoenix rising from the ashes: the Mercedes-Benz 300 SL (W 194)
The first motor racing vehicle to be produced by Mercedes-Benz after the end of the Second World War appeared at a time when Europe still lay in ruins. On 15 June 1951 the Board of Management resolved to participate in motor racing once again from the 1952 season and commissioned the production of the '300 SL Super-Light', as the new car was initially known. The suffix was later shortened to the simple letters SL – so giving rise to the model designation 300 SL. Its M 194 engine was derived from the engine used in the Mercedes-Benz 300 prestige saloon, also known as the 'Adenauer Mercedes'. For its use in the racing car, the engineers increased the output to around 170 hp (125 kW). The racing engine, equipped wîth dry sump lubrication, is canted at an angle of 50 degrees to the left.
The body of this first SL preempts certain elements of the later series-production sports car model. Among these are the low bonnet of the pre-war racing cars, wîth a Mercedes star mounted on the grille of the cooling air intake. The famous swing-wing doors are a characteristic feature of the Coupé: they are cut deep into the roof, open upwards and were originally conceived purely as access hatches that opened only as far as the beltline. During preparations for the '24 Hours of Le Mans' the door openings were enlarged, giving the even more pronounced effect of extended wings. This led to the car being nicknamed the 'Gullwing' by the Americans and 'Papillon' (Butterfly) by the French. In two races the 300 SL appeared wîth a Roadster body rather than as a 'Gullwing' model.
Lightweight construction was one of the key priorities for the 300 SL. Wherever possible, efforts were made to save weight - the body shell is made out of sheet aluminium/magnesium, some of the mechanical components of aluminium or magnesium, while various parts are bored to make them lighter. Another way of improving competitiveness was to make the body as aerodynamic as possible. Rudolf Úhlenhaut, who was the head of passenger car testing at Daimler-Benz at that time, developed a special framework for the W 194, weighing just 50 kilograms. This is made out of very fine, high-alloy steel tubes designed to absorb tensile and compression forces.
The interior is panelled throughout and, unusually for a racing car, exudes an air of comfort. Speedometer and rev counter are perfectly positioned in the driver's field of vision, wîth the smaller instruments for water temperature, petrol pressure, oil temperature and oil pressure, as well as the car's original stopwatch, located below them. The well-contoured, bucket-type seats are upholstered in tartan woollen cloth, while the four-spoke §teering wheel can be removed to make getting in and out of the car easier.
A total of ten W 194 vehicles were built for the 1952 season. A successor model was also developed in readiness for the following year which, as the eleventh SL to be built, is also known as the W 194/11. It never did race in the 1953 season, however. From 1954 onwards Mercedes-Benz competed in Formula 1 racing, while the W 194 was developed further to become the 300 SL series-production sports car (W 198). The series-production vehicle became the dream sports car of the 1950s, going on to be awarded the accolade of 'Sports car of the century' in 1999.
Mercedes-Benz 300 SL (model series W 194)
Year of construction: 1952
Únits built: 10
Engine: six-cylinder in-line engine, overhead camshaft,
three Solex twin carburettors, dry sump lubrication
Displacement: 2995 cc
Output: 170 hp (125 kW) at 5200 rpm
Kerb weight: approx 1060 kg
Top speed: 230 km/hSource - Mercedes-Benz
| | | Coupe Chassis Num: 2 |
The Mercedes-Benz 300 was produced from 1951 through 1958 and is one of the most graceful and classic creations of the post-World War II era. The style was both classic and modern and built to high standards. They were constructed from fine materials using the latest in technology and achieving minimal weight with a high degree of strength.
The 300 was built on a traditional body-on-frame construction as many other marque's, including most of the Mercedes-Benz line, had switched to unit-body construction. The body-on-frame construction was ideal for maintaining a high level of quality for vehicles produced in limited quantities. The front end was suspended in place through the use of an independent suspension with A-arms and coil springs. The rear was the tried-and-true swing axle with coil springs.
Under the bonnet was a 2996-cc six-cylinder engine with Bosch mechanical fuel injection that produced 175 horsepower. Considering the modest wheelbase size and the overall low weight of the vehicle, the 175 horsepower was more than enough to carry these custom-built vehicles at highway speeds with little effort. The car was fast, luxurious, safe, and comfortable.
From November of 1951 through March of 1962, there were 11,430 examples of the Mercedes 300 constructed. Most were built atop of a 120-inch wheelbase and with four-door configuration. Just over 700 were convertible sedans.
The 300 had been introduced at the Frankfurt Auto Show. Mercedes-Benz selected the Paris Auto Show to introduce the next iteration of the 300-Series, the 300S. This was a much sportier version that rode on a shortened, 114.2-inch, wheelbase and built in 2-door open and closed configuration. The engine was a multi-carbureted unit that produced just over 160 SAE horsepower.
The Mercedes-Benz 300S was a very fast automobile that still retained luxury, comfort, and style. Built in very limited quantities, it was an exclusive automobile.
Production of the 300S lasted from 1952 through April of 1958 with a total of 760 examples being constructed.
The final iteration of the 300-Series was the 300SC, which made its appearance at the 1955 Paris Auto Show. It was given a detuned version of the 300SL's Bosch mechanical fuel-injected engine and a new 'low-pivot' swing axle rear suspension.
By Daniel Vaughan | Feb 2007
The 300 was built on a traditional body-on-frame construction as many other marque's, including most of the Mercedes-Benz line, had switched to unit-body construction. The body-on-frame construction was ideal for maintaining a high level of quality for vehicles produced in limited quantities. The front end was suspended in place through the use of an independent suspension with A-arms and coil springs. The rear was the tried-and-true swing axle with coil springs.
Under the bonnet was a 2996-cc six-cylinder engine with Bosch mechanical fuel injection that produced 175 horsepower. Considering the modest wheelbase size and the overall low weight of the vehicle, the 175 horsepower was more than enough to carry these custom-built vehicles at highway speeds with little effort. The car was fast, luxurious, safe, and comfortable.
From November of 1951 through March of 1962, there were 11,430 examples of the Mercedes 300 constructed. Most were built atop of a 120-inch wheelbase and with four-door configuration. Just over 700 were convertible sedans.
The 300 had been introduced at the Frankfurt Auto Show. Mercedes-Benz selected the Paris Auto Show to introduce the next iteration of the 300-Series, the 300S. This was a much sportier version that rode on a shortened, 114.2-inch, wheelbase and built in 2-door open and closed configuration. The engine was a multi-carbureted unit that produced just over 160 SAE horsepower.
The Mercedes-Benz 300S was a very fast automobile that still retained luxury, comfort, and style. Built in very limited quantities, it was an exclusive automobile.
Production of the 300S lasted from 1952 through April of 1958 with a total of 760 examples being constructed.
The final iteration of the 300-Series was the 300SC, which made its appearance at the 1955 Paris Auto Show. It was given a detuned version of the 300SL's Bosch mechanical fuel-injected engine and a new 'low-pivot' swing axle rear suspension.
By Daniel Vaughan | Feb 2007
Large and luxurious, the Mercedes 300 series was built from 1951 until 1957 in its original form. The company's largest and most-prestigious models, the Mercedes-Benz Type 300 is considered a trademark of the era throughout the 1950s. With a 3 liter engine capacity, the name 300 said it all. Exclusive, expensive, elegant and full of power, the Type 300 vehicles were in an elite status all of its own. In a tribute to the Chancellor of Germany at the time, this series was often referred to as the Adenauer, after Konrad Adenauer. During his time as Chancellor, Adenauer used a total of six of these vehicles.
The main competition that the 300 Series faced during its production time was the less-expensive Ponton series. A large majority of the company's sales were directed in the area of this cheaper series. During the early 1960's, both the Ponton series and the Type 300 were eventually replaced by the 'Heckflosse' cars.
Available as either a sedan or cabriolet, the Type 300 was offered both with four doors, along with seating for six. With a more modern body, the 'W186' Type 300 was built on a pre-war chassis, yet it utilized a modern 3 L straight-6 engine. The most interesting feature was a rear load-levelling suspension that was operated by a switch on the dashboard. Many other luxury features were offered on this series, these included a VHF mobile telephone, a dictation machine and a Becker radio. The Chancellor's personal vehicle was equipped with a writing desk, sirens, a dividing partition, curtains, and many more features.
A special Type 300 Lang, Innenlenker model was a limousine version that rode on a 20 cm (7.9 in) longer wheelbase.
The Type 300 b was introduced with power brakes in 1954. In September of 1955, a larger rear window was featured on the Type 300 c. Also featuring a swing axle rear independent suspension, the Type 300 c was sold at $10,864 in the U.S. with the convertible available at an expensive $14,231.
In August of 1957, the B-pillar was updated for the hardtop look in the Type 300 d. With a total of 3,077 produced, the d was produced until March of 1963. Available with a compression ratio of 8.55:1 and Bosch fuel injection, the d produced 160 hp. The W112 300SE replaced the limousine version.
Mercedes-Benz's top-end vehicle in 1952 following its introduction, the 'W188' Type 300 S was available as a 2+2 coupe, cabriolet or roadster. Marketed as one of the top luxury vehicles in the world, the W188 was actually very similar mechanically to the more contemporary W186. The Type 300 Sc received the addition of fuel injection in 1955, along the same time that Mercedes-Benz's 'low-pivot' independent suspension was substituted. Dual chrome strips were placed on each side of the hood that denotes the 'Sc' model.
The 300 S line was an established Mercedes tradition, 2-door convertible and coupe versions of the limousine model. These models had a body built on a separate chassis, and were conventionally styled grand tourers. The SL, which stood for 'Sport Leicht', and can be broken down to lightweight sportscar, was introduced in the same year. Essentially a derivative of the ‘ordinary' Mercedes 300 series, there was really nothing ordinary about the 300 SL.
The vehicle that was responsible for re-establishing Mercedes-Benz as a formidable power in sports vehicle racing following World War 2, the 300 SL was introduced in 1952. Beginning as a thoroughbred road racing vehicle, the exotic 300 SL finished its career in 1963 as a very fast convertible for the wealthy.
Following such an impressive impact on car enthusiasts worldwide, there has continued to be an SL model in the Mercedes Range ever since. There has never been another SL model in the Mercedes range that has been able to live up to the prestige, engineering and styling of the original 300 SL.
Introduced at the 1953 Mille Miglia, where a total of 300 SL's took part in the event, the original 300 SL was first introduced as a contender for the famous road races of those days. One of the SL models took 2nd place, and another took 4th place, making a very impressive mark on viewers. This was only the beginning of many more racing successes soon after.By Jessica Donaldson
For more information and related vehicles, click hereThe main competition that the 300 Series faced during its production time was the less-expensive Ponton series. A large majority of the company's sales were directed in the area of this cheaper series. During the early 1960's, both the Ponton series and the Type 300 were eventually replaced by the 'Heckflosse' cars.
Available as either a sedan or cabriolet, the Type 300 was offered both with four doors, along with seating for six. With a more modern body, the 'W186' Type 300 was built on a pre-war chassis, yet it utilized a modern 3 L straight-6 engine. The most interesting feature was a rear load-levelling suspension that was operated by a switch on the dashboard. Many other luxury features were offered on this series, these included a VHF mobile telephone, a dictation machine and a Becker radio. The Chancellor's personal vehicle was equipped with a writing desk, sirens, a dividing partition, curtains, and many more features.
A special Type 300 Lang, Innenlenker model was a limousine version that rode on a 20 cm (7.9 in) longer wheelbase.
The Type 300 b was introduced with power brakes in 1954. In September of 1955, a larger rear window was featured on the Type 300 c. Also featuring a swing axle rear independent suspension, the Type 300 c was sold at $10,864 in the U.S. with the convertible available at an expensive $14,231.
In August of 1957, the B-pillar was updated for the hardtop look in the Type 300 d. With a total of 3,077 produced, the d was produced until March of 1963. Available with a compression ratio of 8.55:1 and Bosch fuel injection, the d produced 160 hp. The W112 300SE replaced the limousine version.
Mercedes-Benz's top-end vehicle in 1952 following its introduction, the 'W188' Type 300 S was available as a 2+2 coupe, cabriolet or roadster. Marketed as one of the top luxury vehicles in the world, the W188 was actually very similar mechanically to the more contemporary W186. The Type 300 Sc received the addition of fuel injection in 1955, along the same time that Mercedes-Benz's 'low-pivot' independent suspension was substituted. Dual chrome strips were placed on each side of the hood that denotes the 'Sc' model.
The 300 S line was an established Mercedes tradition, 2-door convertible and coupe versions of the limousine model. These models had a body built on a separate chassis, and were conventionally styled grand tourers. The SL, which stood for 'Sport Leicht', and can be broken down to lightweight sportscar, was introduced in the same year. Essentially a derivative of the ‘ordinary' Mercedes 300 series, there was really nothing ordinary about the 300 SL.
The vehicle that was responsible for re-establishing Mercedes-Benz as a formidable power in sports vehicle racing following World War 2, the 300 SL was introduced in 1952. Beginning as a thoroughbred road racing vehicle, the exotic 300 SL finished its career in 1963 as a very fast convertible for the wealthy.
Following such an impressive impact on car enthusiasts worldwide, there has continued to be an SL model in the Mercedes Range ever since. There has never been another SL model in the Mercedes range that has been able to live up to the prestige, engineering and styling of the original 300 SL.
Introduced at the 1953 Mille Miglia, where a total of 300 SL's took part in the event, the original 300 SL was first introduced as a contender for the famous road races of those days. One of the SL models took 2nd place, and another took 4th place, making a very impressive mark on viewers. This was only the beginning of many more racing successes soon after.By Jessica Donaldson
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| Mercedes-Benz at Pebble Beach: An Expression of Fascinating Design and Innovation | |
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