Nissan's Proud History and Future

Recognised and respected the whole world over, Nissan has earned a reputation for being a top quality vehicle brand that has built on a heritage of reliability and continues to remain at the forefront of innovation.

The early years...

The story of the automotive giant began as far back as 1914 when the Kwaishinsha Motor Car Works company produced its first car named DAT. In 1931 it revealed a new smaller car aptly named Datson, meaning son of DAT. In 1930 Yoshisuke Aikawa purchased shares in DAT Motors and merged it with another Japanese manufacturer. The result? In 1934 the Nissan Motor Company Ltd was established with Aikawa as its first president. During this year it completed the construction of its Yokohama Plant and started exporting cars outside its borders to Asia, South and Central America as well as Australia, at first under the Datsun name. However war was looming, which resulted in a shift from small passenger cars to military trucks and even engines for military airplanes and motor torpedo boats.

After the war...

In 1947, after World War II had come to an end, car production at Nissan started up again. It was as this time that Nissan partnered with the established English Austin Motor Company to gain access to up-to-date engine and vehicle designs. It used this automaker's platform on its first Datsun models that were exported to the USA while it put its army vehicle production experience to use when in 1951, it built its first Patrol.

A new era...

The year 1966 saw the merger with Prince Motor Company that allowed the production of more modern cars such as the Nissan Skyline. By the end of the sixties more than 1 million vehicles had been exported. In 1969 production started on the Datsun 240Z which became one of the best selling sports cars of the seventies. In the eighties it was decided to produce and sell cars under the Nissan name, while the nineties saw some changes. In 1990 it created its luxury division, Infiniti while in 1999 Nissan agreed to a global alliance with France's Renault SA to achieve profitable growth for both companies. It worked, as Nissan experienced increased sales in the new millennium.

The present and future...

Today Nissan keeps creating new and exciting models while also improving on popular existing ranges. Nissan's commitment to a more sustainable future was also echoed with its 2010 launch of its small electric vehicle, the award-winning Leaf. And with recent exciting local offerings like the Qashqai and Juke, the future of Nissan seems incredibly bright.

The author is an experienced automobile engineer and has worked with manufacturers across the globe. The author occasionally writes Nissan Blog Posts on motoring topics that include reviews of the Nissan Micra, X-Trail, GT-R, Qashqai and the Juke.

Original article

Auto History - Steam Automobiles

RIKER ELECTRIC
Around the turn of the century, electric cars emerged as the elegant solution to horseless transportation. Because EVs were not temperamental or difficult to operate, they became the vehicle of choice among women. And many lawyers and physicians preferred them because they were clean. Charging at home also was considered a luxury, certainly more refined than pumping gas and adding oil. The 1897 Riker Victoria (shown) was one of the more refined examples of an electric car of that era, although it was one of the worst in terms of range. The stylish bodywork took precedent over battery placement, shortening its range to about 20 miles per charge. Still, that was far more than the average driver of the day ever needed. A.L. Riker, founder of Riker Electric Motor Co. in Brooklyn, blamed the car's limited range not on its design, but on the lack of a satisfactory battery technology. During a 1897 meeting of the Electric Vehicle Manufacturers, Riker said he had "yet to learn of a battery of high-efficiency and low-depreciation, which was the type required" for electric vehicles.

EARLY FWD CAR
The Horseless Age
Walter Christie's patent application for a front-drive car appeared in our June 29, 1904 issue. The powerplant sat transversely between the front wheels, with the crankshaft connected to the front wheels through, " a novel and improved transmission-gearing and clutch mechanism. The clutch was used to couple and de-couple the front wheels from the engine. It also was used to shift between low and direct gear, or reverse. The short halfshafts ended in Hooke joints, and the steering pivot was carried on the outer stub shaft. Walter Christie specialized in racing cars and "motor-propelled war chariots, including those of the amphibian type." The front-drive system shown here was used successfully by Christie on some of his early racing cars, but the lack of a suitable transaxle design likely doomed this novel approach.

DETROIT AUTO SHOW
Unlike serious motor vehicle exhibitions such as the Paris show, the 1903 Detroit Auto Show was actually an adjunct to a Sportsmen's show that ran at the Detroit Armory. The Horseless Age covered the event in its February 18, 1903 issue, stating that the event only had about 3000 visitors per day, and that most of them did not come to see the cars. "To put it mildly, the show from the standpoint of the automobile exhibitors was hardly a success," our editors reported. "The growling of the 200 or more dogs and the noise in the shooting gallery put a hard strain on the nerves of some attendants." We concluded that a dog show was not the proper place to promote the automobile.

SPRUNG POWERTRAINS
This device, written about in our May 24, 1899 issue, was designed to transmit power "jerk-free" by attaching the drive gear to a spring-mounted arm. A casing was fitted around the solid axle connecting the left and right wheels. It carried the lower spring arm and axle assembly. This could rotate fore and aft, changing the position of the drive pulley. Acceleration and bumps compressed the spring and moved the pulley forward, which slackened the belt. Under braking, the spring expanded, stretching the belt tight. This was, the inventor claimed, especially effective when an electric motor was used for both drive and braking. About this same time, A.B. Andrews of Center Point, Iowa was taking spring theory a bit farther. He used a clock spring type mechanism to drive a vehicle. His prototype was his child's baby carriage. A winding mechanism was fitted to permit the "engine" to rewind on downhill sections, or to provide self-winding on level roads.

RACING
Growing interest in the automobile spawned the inevitable sport of racing. Henry Ford was one of the pioneers, building his first race car in 1901. Ford's 26 hp racer was tested against a Winton in October of that year, winning the race handily with an average speed of 43.5 mph. Mr. Ford later claimed to have done a flying half-mile in 26 seconds (69.2 mph), and defied any foreign machine to challenge him. In France, speed was also a topic of the day. M. Serpollet drove his torpedo-shaped steam-car (shown) to a flying-kilometer record at a speed of near 75 mph. It broke the world's record in April 1902. Two years later, Ford drove his famous 999 racer over a record flying mile, averaging 92.3 mph. In the same year, Ford's 999 set a speed record on an oval track at nearly 60 mph.

STEAM POWER
Steam power was well understood in early automotive days, but its use in passenger vehicles peaked quickly and disappeared. Because of its limitations in range and safety, it was best suited for industrial applications such as locomotives or overland freight trains as shown in this 1899 ad. Steam automobiles couldn't carry enough water to provide acceptable mileage, and the drive to make passenger vehicles lighter forced boilermakers to compromise integrity for weight. Many tragic boiler explosions resulted, tainting the image of the steam-powered car. By the time a reliable kerosene-fired boiler came on the market, along with more steam-efficient engines, demand for the technology was surpassed by interest in electric and gasoline power.

By the time a reliable kerosene-fired boiler came on the market, along with more steam-efficient engines, demand for the technology was surpassed by interest in electric and gasoline power.
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Original article

Auto History - Engine

APPERSON TOURING CAR
At a time when vehicles had not yet agreed on a common form, the Apperson six-passenger touring car showed incredible vision. Built by the Apperson Brothers Automobile Company, its four-cylinder inline engine produced an astounding 40 hp. It used an advanced jump-spark ignition synchronized by a commutator supplying four coils. Its combination water tank and radiator was a forerunner of today's design, with an upper and lower tank, connected by finned copper tubes. A belt-driven fan pulled air across the fins, and a gear driven water pump circulated coolant. The car also had a friction clutch and sliding-gear transmission that provided four forward speeds plus reverse. It used two independent braking systems, one acting on the gear case, and the other on brakes of a rear drum design. Perhaps the car's most memorable feature was its rear-passenger parlor seating with walk-in rear entry door.

SPRING WHEEL
The answer to solid rubber tires and cart springs? Perhaps. A manufacturing nightmare? Probably. As you can see, each spring attached to its own upper perch, which joins at a hinge to the previous unit. Also note the work that went into the lower spring perch.

MILITARY VEHICLES
Almost as soon as the automobile appeared, military minds began to explore the possibilities it offered for the battlefield. The Fighting Motor Car appeared in our pages in 1896. Very modern in appearance, it featured armor plating and two machine guns, one facing front, the other facing rear, for a full 360° field of fire. The Simms Motor Scout was built by the British War Office in 1899. It was a quadricycle with a Maxim gun and light steel shield mounted over the front tires. A small motor powered the vehicle...but just in case, it also came with pedals.

FORD'S FIRST MODEL A
Henry Ford launched the Ford Motor Company in 1903 with this Model A, but received only a passing mention in The Horseless Age. Not because his product was bad, rather because 88 other new car companies launched that same year! Still, the simplicity of Ford's car would eventually bring it to the forefront of vehicles of that era. At 1000 lb., the vehicle was light, allowing its eight horsepower engine to push it to speeds of 30 mph. To aid serviceability, the body could be completely removed from the angle iron frame with six bolts. With a retail price of just under $800, Ford sold 1708 units that model year.

VARIABLE VALVES
Though variable valves didn't become popular until late in the 20th Century, the De Dion-Bouton Motorette Company had variable exhaust valves on its cars in 1901. The company's New York model had a variable lift exhaust valve that could be regulated to give quieter running. A lever shortened the lift, preventing all of the exhaust from leaving the combustion chamber. This also lessened the amount of fresh charge admitted into the cylinder. We felt the device was an advantage in "traffic driving, and when stopping for, or passing, restive horses." The device could be activated at will from a lever on the steering column. Renault introduced its own variable lift technology in 1904 (shown). The device had two arms connected to a circular pivot plate, which could rock around its axis by means of a lever near the vehicle operator. A roller on the lower arm rode on the cam, and moved the upper rocker arm.

Moving the lever changed the relationship between the lower and upper arms. Valve timing was determined by where the upper rocker arm's ramped surface rode the lower arm.
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Classic Cars - Buick's History

The Buick muscle cars known as the GS 400, and the mighty GSX were known as "Gentleman's Cars". Buicks proved high performing in the sixties, and early part of the seventies. Any classic Buick fan will tell you that Buick's marketing strategy was below the Cadillac. Buicks were a noble breed, and often referred to as cars a doctor would be driving. Buicks birth into the muscle car industry happened in 1965.

Buick offered Gran Sport options for the Wildcat, and the Riviera. These vehicles were splendid manly-type cars, but not your classic muscle machine. This version changed drastically with the birth of the Buick Skylark that shared its design with the Tempest that Pontiac used for the foundation of the popular GTO. The company came out with a mid-sized sedan with mid-sized performance in the middle eighties with the GNX, and the Grand National that contained V-6 engines.

Before the Electra 225, the Limited, and the Roadmaster was the "Big Boys" of Buick's legendary lineup. In 1959, these cars were renamed the Electra. The car earned its name "deuce and a quarter" due to the overall length of the nameplate which stemmed 225 inches. These models shared six window hardtops with the Cadillac Fleetwood.

A standard two-door convertible and a standard four-door hardtop shared a stripped chassis. 144 of these cars were produced between the years 1959, and 1960. In 1962, the Wildcat evolved after mating the Invicta long full-size two-door hardtop body with the high performance 435 hp version of the 401 cu in Nailhead V-8 which was known as the Wildcat 445 for producing 445 ft. * 1bf of torque. It contained the Dynaflow transmission, and distinctive side trimming, distinctive emblems and a vinyl roof.

Buick has used the name "Wildcat" for five vehicles that stem from the fifties, eighties, and nineties. The 1953-54-55 versions were designed under the watchful eye of Harley Earl. The 1985 version contains a mid-sized engine, and is an all-wheel-drive sports car with sporting a V-6 engine. The 1997 version contains carbon fiber instead of the viscous wood grain trim, and the engine was modified.

In 1982, The Regal Grand National was introduced to the market. The name derived from the NASCAR Grand National racing series. Buick won the Manufacturers Cup in 1981-82, and they wanted to flaunt their success. The company had only intended to produce one hundred of these cars, but they ran with the plan to retrofit 215 Regals with the GN and GNX package.

The Reatta was the first advertised two-seater of Buick. It was deemed a luxury sports coupe that was crafted in Lansing Michigan and sold by GM from 1988 to 1991. The design was based on a shorter version of the GM E platform used in Cadillac Eldorado's and the Oldsmobile Toronado's. It was a compact sports car, but sadly, it was only offered with automatic transmission.

The Buick Division at GM built the Roadmaster and was produced between the years of 1936 and 1958. These models shared their design structure with the Oldsmobile's. Between the years of 1946 and 1957, this car was considered a top-of-line model. Buick decided to place the Roadmaster name on a new full-sized-wheel drive model between 1991 and 1996. Here, is an amusing fact about this car; the Right Honorable Jean Chretien, Canada's Prime Minister was driven around in armored Roadmasters during his entire term of office (1993 - 2003).

Classic Buick fans exist because they not only seek high-performance but luxury. This company is well-known for their luxury cars and the fact they were able to build muscle cars on top of luxury cars, reinforces the fact that this car company's products are more collectible than ever.

Original article

Classic Plymouth Fans: History of Plymouth and Their Muscle Cars

Classic Plymouth fans know that muscle cars from their favorite auto production company were known from the beginning for their fancy-looking cars and their sportiness. In the sixties and seventies, Plymouth prided themselves on large engines and inspiring consumers.

Somewhere in between all this madness, they branded themselves with the Big Boys of Muscle Cars. Plymouth has proved competitive when it comes to horsepower. One exception was the 413 Wedge, but out of the ashes, came the success of the Mopar's 410 bhp 413 V-8.

The Roadking P9 was priced higher than the other Plymouth cars of their generation in 1939. These cars were offered in four-door and two-door and two-passenger coupe models. The four-door models proved most popular with consumers.

This company was known for their hot engines and winning races on the track. In 1967, the first muscle-imaged collection was placed in the GTX. This Satellite-based car stood tall with a 375 bhp 440 cid V-8 engine and only offered the Hemi as the engine option. This car was the first of its kind in midsized cars to display sport-up hood scoops, bucket seats, exciting emblems, large wheels and redline tires. This car was the epitome of Muscle Cars.

Plymouth proved their innovation with the Valiant-based Barracuda in 1964. The first cars of this type were strong performers. The 1965 Barracuda contained balanced handling with a 235 bhp 273 cid lifter V-8 engine. In 1967, the company went all out with offering a 383 cid big-block to the options. In 1969, the "Cuda" had a 440 cid V-8 engine.

In the early seventies, the Hemi Cuda proved arduous, and remains a highly-desired choice among Muscle Car enthusiasts. The most sought after version of the car is the seventy-version with the spoilered, and striped exterior. The Cuda and Duster were laid to rest in 1975 and was nothing but a memory when the division that produced the cars closed for good in 2001.

The Satellite was introduced in 1965 as part of the Belvedere production line. This car proved strong in sales until 1967. With the decline in sales, it was converted to a middle of the line priced model with the GTX. The Fury name was then transferred to Plymouth's middle-sized models in 1975. Plymouth then allowed the Satellite name to quietly disappear.

Plymouth at one point decided to gussy up the Valiant Scamp calling it a Brougham and consumers went totally nuts over the car with purchasing over 127,000 of them. The company admits that this car was never a high-performing car, but they delight in the memories of its popularity at one time in history.

In 1997, the Prowler was born (later becoming Chrysler Prowler). This car was also built in 1999 and 2002. The first version could reach 62 miles an hour in 7.2 seconds. The top-speed of this model was 118 miles per hour. The 1999 and 2002 model could reach 62 miles per hour in 5.9 seconds with a top-speed of 126 miles per hour. The 2001 and 2002 models were sold as Chrysler Prowler's, but DaimlerChrysler strategically marketed the car as a Plymouth in Canada for the 2000 models with this car being the last Plymouth ever sold in Canada.

Classic Plymouth car fans enjoy finding these muscle cars for restoration, or if they have the money, and luck, in mint condition. Plymouth Muscle Cars is still an obsession with the sport car enthusiasts. No matter how innovative or fast the current "muscle" cars seem to be, one thing is for sure, they will never have the clout of the Plymouth Muscle Cars.

Original article

History of Mercedes Benz: The 300SEL 6.3

Mercedes-Benz 300SEL 6.3 (1967 - 1972)

The 300SEL 6.3 was a hit from the day it was first revealed in summer 1966. And it was not long term strategic planning, which was behind its introduction at the end of 1967. It was actually frustration among some Daimler-Benz engineers that journalists, in the mid 1960s, saw their employer just as a manufacturer of cars for farmers, executives and retirees. As there was no initial budget for this new Benz, it was developed without the knowledge of top brass. It was a mixture of the 600, from whom it received the power plant and the 300SEL, the donor of the body and frame. Both these vehicles were regarded as great cars, but the 600 was for most European customers (and governments) too big and the 300SEL not powerful enough for its price tag.

Although the sales department did initially not believe in a commercial success, the 300SEL 6.3 filled the niche it had created, most successfully. It was not as big as the 600 and it was not as slow as the 300SEL either. Driving the 6.3 meant to enter a different world and it was no wonder that magazines such as Road&Track saw in it simply the best car in the world.

With 250 hp at 4,000 rpm, a compression ratio of 1:9.0 and a max. torque of 51 mkp (368.9 ft-lbs) at just 2,800 rpm, the engine offered plenty of grunt to be content with. Average fuel consumption was around 21 l/100km (11.2 m/g), but most journalists easily managed to bring that figure to some 30 l/100km (7.8 m/g). Despite its dry weight of 1,830 kg (4,000 lbs), it could accelerate in 7.4 seconds from 0-100 km/h (faster than a Porsche 911S and a Ferrari 330GTC) and it achieved a top speed of 121 km/h (137 m/h).

The car's interior was lavishly appointed for a Mercedes-Benz at that time. It offered power windows, vacuum-controlled central locks, a rev counter and velours upholstery. leather seats were optional. The Benz offered a surprisingly smooth operation over a wide rev band and would not bother to cruise at high speeds for hours, if your wallet was up to it. The wood on the dashboard and window surrounds was now burr walnut and other wood veneer options such as macassar ebony could be ordered. It had a limited slip differential and at the front US-style headlights with halogen bulbs. These headlights quickly became synonymous with the 6.3, as they offered plenty of prestige on a German autobahn.

In Germany the 300SEL 6.3 was offered at 39,160 DM ($9,790.-), which was definitely not cheap. While the car cost $15,120.- in the US, it was even more expensive in the UK. It cost almost 7,700.- GBP ($18,500.- ), once the taxes had been factored in. But compared to a Maserati Quattroporte or even a Bentley T, that price looked reasonable again, even when options such as leather and sunroof had been added. The Jaguar XJ12 was no competitor, as it was only introduced in 1972. In 1971 the 6.3 was replaced in North America first with the 3.5 l and one year later the 4.5 l. In Europe and the rest of the world, it was sold till 1972. Despite initial fears, the 6.3 proved to be remarkably successful, as 6,526 cars found a buyer.

Bernd S. Koehling
The author grew up in the 1950s and 1960s in Northern Germany. Vintage cars are his lifelong passion. It started with visits to the Nürburgring with his father, when he was a kid. From the mid 1970s he started collecting vintage cars himself. His second passion is writing. He is the author of books and e-books about vintage Mercedes-Benz cars.

http://www.benz-books.com/

If you look for more detailed information about the history of Mercedes or the pagoda SL models and want to know how it was to own that car back in the 1960s or in case you want to read about other great vintage Mercedes Benz cars, please visit the author's website. You will love it.

Original article

History of Mercedes Benz: The 180 Ponton

Mercedes Benz 180/190 Ponton (1953 - 1962)

In the history of Mercedes Benz, it had rarely been that difficult. Daimler-Benz had to decide on one of the most important new car designs. While the four-cylinder 170S clearly showed its age, the six-cylinder 220 was just a 170S with a larger power plant. Also the luxurious 300 Benz still carried prewar genes in its styling and chassis.

This change from more traditional thinking to modern styling proved a bit the problem Daimler-Benz management faced in those days. On the one hand, they could not afford to fall too much behind what competitors were offering, and on the other hand they knew that a too radically modern design might not be appreciated by their more traditionally minded customers. The Mercedes Benz 300 was a clear statement of how much they knew of the preferences of a larger portion of their customer base. From 1951 till 1962 the 300 had not changed dramatically in its traditional pre-war oriented design.

Just eight months before the launch of the 180, the final ponton-design was approved by Daimler-Benz management. At its unveiling in September 1953 the new form was accepted by almost all its potential clients. The new Benz had a 20% roomier passenger compartment and offered greatly increased visibility. Drivers could also pack much more luggage, as the trunk had a 75% higher volume. But the features did not stop there. Inside the cabin, heating could be individually adjusted for driver and passenger and more supportive and larger seats invited to relaxed touring. It is interesting that all of this could be accomplished on the outside dimensions of the predecessor, the 170S Benz. Also worth mentioning is that the new unit-body chassis was far stronger and twice as rigid as the old body-on-independent-frame construction.

The term did not exist in those days, but the ponton 180 could be regarded as the first E-Class Mercedes Benz. It was in the same price league as the six-cylinder Opel Kapitän, which was from an image point of view more competing with the 220 W187 Benz. At 9,950. - DM ($2,360. -) the new Mercedes Benz 180 was not cheap, but buyers did not seem to bother. This latest addition to the Benz family was not only popular at the time of its launch, it was in demand throughout its production run. And for the first time, the magic word "waiting list" was heard.

Naturally for the four-cylinder cars of Daimler-Benz, a diesel engine was made available again. The OM 636 was also taken over unchanged from the previous 170 Benz, and it still lived up to its reputation of a rather noisy, uncivilized power plant. But its sturdy and reliable design made it also capable of living longer than the vehicle it was powering. Small surprise it was so well liked by taxi car owners, who told of 300,000 or more miles on a single engine.

Also, the petrol engine was a carry-over from the previous 170S Benz. So in 1957, four years after the vehicle's introduction, the 180 received the M 121 OHC engine of the 190, but in a detuned version. The output went up from 52 hp at 4,000 rpm to 65 hp at now 4,500 rpm.

The Mercedes Benz 190 was launched in 1956. It was basically a 180 with an engine developing 75 hp at 4,600 rpm. On the outside it had next to a different badge a wide chrome rim along the lower window line. And on the inside it offered a slightly different upholstery. In August 1959, both Mercedes Benz cars were upgraded at the front with a lower and wider radiator grille.

At that time, Daimler-Benz had moved on already to the "Heckflossen-Zeit" or "fin tail era" with the introduction of the six-cylinder 220b series. In August 1961, the 190 Benz was discontinued, as the fin tail 190 series was introduced. In October 1962 the last ponton 180 finally left the production hall. Over the years the car has seen technical and cosmetic updates, but it had remained the reliable trustworthy Mercedes Benz vehicle, which had introduced nine years earlier the ponton era for Daimler-Benz.

Bernd S. Koehling.
The author grew up in the 1950s and 1960s in Northern Germany. Vintage cars are his lifelong passion. It started with visits to the Nürburgring with his father, when he was a kid. He also grew up with Mercedes cars in his family and an uncle, who had a small collection of prewar cars, introduced him at the end of the 1960s to vintage cars. From the mid 1970s he started collecting vintage cars himself.
His second passion is writing. He is the author of books and e-books about vintage Mercedes-Benz cars.
http://www.benz-books.com/
If you look for more detailed information about the history of Mercedes Benz or the 180/190 ponton models and want to know how it was to drive a 180 diesel or in case you want to read about other great vintage Mercedes Benz cars, please visit the author's website. You will love it.

Original article

History of Mercedes Benz: The 230SL Pagoda

The Mercedes Benz 230SL and its successors 250SL and 280SL (1963 - 1971)

As a first in the history of Mercedes Benz the car was shown to the press two weeks before it was officially introduced on March 14th 1963 at the Geneva Automobile Show. This way it was ensured that their reports were out at or before the official launch date of the car. This Benz was eagerly awaited and nobody knew, whether it would follow the mighty 300SL or the popular 190SL. It did not follow either of them. When Prof. Fritz Nallinger, chief engineer and member of the executive board, unveiled the new Mercedes Benz 230SL, internally called W 113, it created some sort of a shock. As Erich Waxenberger, talented engineer under Rudolf Uhlenhaut once remarked, the car appeared as if a tree had fallen on top of it. The roof was, well...unusual. But not only the roof created some stir, it was also the car's performance. Everybody had expected a successor to the legendary 300SL.

Daimler-Benz of course was firm in its approach to the new SL's role. It was neither a 300SL nor a 190SL. It was a high-performance touring sports car with superior handling characteristics that could transport two passengers plus their luggage in style, comfort and most of all safety. It was a Mercedes Benz very much on its own. In order to prove the sports-aspect, Rudolf Uhlenhaut, always available for a quick blast around a race course, pushed the 230SL around a 1.5 km round circuit near Montreux in the presence of the press. It was most impressive that the British Grand Prix driver Mike Parkes was not able to drive much faster. His car wasn't the SL though, his car was a Ferrari 250GT Berlinetta!

Although many of the car's technical features weren't new at all, it was the combination and their improvements that made this Benz special. The running gear had recirculating ball steering and a dual-circuit brake system. Girling disc brakes were fitted to the front axle, while vacuum assisted Alfin drums were fitted to the rear. For the first time in the history of Mercedes Benz such a car could be ordered with power steering and most shocking for most European journalists: automatic transmission. A sports car and automatic transmission? Absolutely impossible! It wasn't only the press who thought that way, it was the same with most of the European public. No wonder, very few such cars were sold in Europe. The Americans were already a step ahead, for them the combination sports car and automatic transmission made a lot of sense. And as Daimler-Benz thought of selling some 80 percent of the car abroad, this extra was certainly beneficial. The Benz came standard with a four-speed manual with 3.75:1 gear ratio. It was similar to the one used in the 220SE but with a shorter first gear ratio of 4.42:1 instead of 3.64:1. It should ensure faster acceleration, but wasn't universally appreciated, so in 1965 the manual transmission of the new 250S/SE was adopted.

In 1967, two years after the launch of the 250 sedan series, the 230SL was replaced by the 250SL. Its bigger engine reduced the somewhat lackluster performance at low revolutions. Unfortunately it suffered from reliability problems at high speeds, not something a sports car driver was too amused to hear. Although this issue was quickly dealt with, the car was also famous for its relatively high fuel consumption. After only one year, it was replaced by the bigger and smother 2.8 l engine. It offered 170 hp at 5,750 rpm compared to the previous 150 hp at 5,500 rpm, it also had slightly more torque and an improved fuel economy.

While the 250SL Benz cost at 22,800.- DM ($5,700.-) almost the same as the 230SL, the 280SL was 1,500.- DM ($375.-) more expensive. In the US the 280SL cost around $7,500.-, depending on the extras. Customers didn't mind though, they loved the package and came running. In its five years the Mercedes Benz 280SL managed to sell 23,885 units, more than half of them went to North America. The 230SL sold over the same period 19,813 units.

The author grew up in the 1950s and 1960s in Northern Germany. Vintage cars are his lifelong passion. It started with visits to the Nürburgring with his father, when he was a kid. He also grew up with Mercedes cars in his family and an uncle, who had a small collection of prewar cars, introduced him at the end of the 1960s to vintage cars. From the mid 1970s he started collecting vintage cars himself. His second passion is writing. He is the author of books and e-books about vintage Mercedes-Benz cars.

http://www.benz-books.com/

If you look for more detailed information about the history of Mercedes or the pagoda SL models and want to know how it was to own that car back in the 1960s or in case you want to read about other great vintage Mercedes Benz cars, please visit the author's website. You will love it.

Original article

History of Mercedes: The 300 Adenauer

The Mercedes Benz 300 Adenauer (1951 - 1962)

In today's automotive world, the number 300 might not mean too much anymore, but a few decades back it had a very special appeal. Chrysler used it in the US for its famous and fast Chrysler 300 series, which was first introduced in 1955 as the C-300. It used a V8 hemi 331 cu in engine and was called 300, because it developed 300 hp.

In Germany, the name 300 was made famous by Daimler-Benz, who used it for their top luxury car introduced in 1951, the 300 Adenauer Benz. Here the name 300 was not used because of its horsepower but because of the 3.0 l (183 cu in) engine displacement. When it was launched in April 1951 at the Frankfurt Automobile Show the Benz caused such a sensation that mounted police had to be called in to manage the enthusiastic crowd.

But it was not only the general public who liked the car, it was the press who said after testing it that it should be considered as "international automotive extra class". That impression was supported by the lucky customers, who were able to afford the Mercedes Benz 300. Because at a price of 19,900.- DM ($4,720.-) it was certainly also from a financial point of view extra class. In the US the 300 was introduced in 1953 and cost around $6,500.-. The priciest sedan in the US was at that time the Cadillac Series 75 Fleetwood. At "only" $5,820.- it must be considered a bargain, given the fact that it had a 5.4 l (331 cu in) V8 engine with 210 brake horsepower and an overall length of 6.0 meters (236.5 in).

The Mercedes Benz, in comparison, delivered with its six-cylinder engine 115 DIN hp and offered an overall length of 4.95 meters (194.9 in). Nevertheless, its breathtaking price offered exclusivity and some of its famous owners such as Errol Flynn, Gary Cooper, Yul Brunner, Anthony Quinn, King Gustaf Adolph of Sweden, Frank Lloyd Wright and the Aga Khan sure didn't complain about it. Pope John XXIII even had a special Pullman Landaulet delivered to his summer residence in Castel Gandolfo in 1960. It was not the first time in the history of Mercedes that a pope had ordered a special built vehicle and it was also not the last time. The most famous owner must have been the first German chancellor Konrad Adenauer, who had during his tenure six of them. As a matter of fact the Ben was so closely associated with the chancellor that the whole series is still today called the 300 Adenauer.

The vehicle's body was still built on a very traditional cruciform oval-tubed chassis of pre-war design. In this respect it was similar to the 170 and 220 Benz. It also carried over the central lubrication system of the 170 model. It might look old fashioned, but in its favor it has to be said that this body-on-frame-construction was ideal for maintaining a very high level of quality for cars produced in small numbers. Like the smaller 220 Benz, which was launched at the same time, its overhead camshaft inline six-cylinder engine was very modern for early 1950's standards. It was fed by two downdraft carburetors instead of one as in the 220 and was also considerably larger. With a top speed of 160 km/h (100 mph) it was quicker than its smaller sibling, establishing itself as the fastest sedan produced by a German car manufacturer.

From 1951 to 1962, four versions of the Mercedes Benz 300 have been produced. While the first three models differed mostly in technical aspects, the last version 300d was not only bigger and more powerful, it was also a slight bow to American styling ideas, as it offered for the first time in the history of Mercedes Benz a sedan with a hardtop design. All four side windows could be lowered with their chromed frames and even the rear quarter lights could be taken out.

All four versions offered also a four-door cabriolet, which was insanely expensive and only produced in very small numbers. Over a time span of eleven years, just 11,430 units of the Mercedes Benz 300 Adenauer were produced, of which 707 were cabriolets. Cadillac produced a similar volume in a mere month. Although the 300 might not be regarded in the history of Mercedes Benz as a big sales success, it sure helped to re-establish the image of Daimler-Benz as a world class manufacturer of luxury automobiles.

Bernd S. Koehling.
The author grew up in the 1950s and 1960s in Northern Germany. Vintage cars are his lifelong passion. It started with visits to the Nürburgring with his father, when he was a kid. He also grew up with Mercedes cars in his family and an uncle, who had a small collection of prewar cars, introduced him at the end of the 1960s to vintage cars. From the mid 1970s he started collecting vintage cars himself. His second passion is writing. He is the author of books and e-books about vintage Mercedes-Benz cars.
http://www.benz-books.com/
If you look for more detailed information about the history of Mercedes or the 300 Adenauer models and want to know how it was to drive or be driven in that car back in the 1950s or read about other great vintage Mercedes cars please visit the author's website. You will love it.

Original article

History of Mercedes Benz: The 190 Fintail

The Mercedes Benz 190c/200 fintail (1961 - 1968)

When the first fintail four-cylinder model in the history of Mercedes Benz was launched in 1961, it was the logical continuation of a new concept introduced already two years earlier with the six-cylinder Mercedes Benz 220b series. A whole new line of vehicles was to be built on the same platform and with a body that was identical on all cars from the A-pillar backwards. That not all customers were willing to follow that idea was initially not really anticipated.

Internally the new 190c and 190Dc Benz were called W110 and compared with their ponton predecessors they were now fairly big cars. The bodies of the four- and six-cylinders differed only in the length of the front, which was shorter on the smaller vehicles, as their engines needed less space.

It was the first time in the past of Mercedes Benz that owners had complained that the four-cylinder versions looked too close to their own more expensive six-cylinder models. This had happened with Mercedes Benz ponton owners. In order to avoid similar complaints with the new fintail and its uni-body style, Daimler-Benz made the front look different by installing instead of the signature vertical headlights single round ones. Designers also used the four-cylinder ponton's indicators on top of the fenders. And the bumpers looked now different, as they did not have the over-riders of the six-cylinder Benz.

Design considerations aside the public loved the new Mercedes Benz vehicles for their space, comfort and superior road holding capabilities This was naturally no surprise as the chassis was shared with the larger 220b series. All the latest safety features, a hallmark of the six-cylinder Benz, were of course also incorporated into the design of the 190 series. The closeness of the different line of cars caused a bit of unwanted internal competition, as the 190c was almost as fast yet much cheaper than the entry-level six-cylinder 220b. Except for the front both cars were otherwise absolutely identical.

One year after its introduction a newly developed four-speed automatic transmission became available, other improvements had only been minor. Another three years later a successor to the 190 Benz was unveiled. Aside from some minor alterations the new 200 body remained more or less the same. The front turn lights were now located below the headlights. They had the same form as the fog lights, which were previously available on the 190 as an option. In Europe, they also incorporated now small fog lights as standard equipment. For the US these were only turn lights. Fog lights were not anymore on the options list. At the rear the chrome on top of the fins had been removed. Instead there were now two chrome bars underneath the rear lights and one running along the whole body underneath the trunk lid.

But it was not only the body of this Benz that received improvements, also the engines were upgraded. Instead of previously three, both cars had now five crankshaft bearings, which made especially the diesel run noticeably quieter under load. While the diesel's output was unchanged at 55 hp, the petrol engine's was increased from 80 hp to 95 hp by raising the compression and increasing the cylinder bore.

When production of the 200 series was discontinued in 1968, the body was almost eight years old. Yet the Benz enjoyed such a reputation that sales did not suffer during the last years. While some 130,000 units of the Mercedes Benz 190 could be sold, the petrol driven 200 could still manage to find around 70,000 buyers from mid 1965 to early 1968. In both cases the diesel was more popular with some 225,000 units sold of the 190Dc and still a respectable 162,000 of the 200D. From 1961 to 1968 both series combined found 628,282 buyers. In the history of Mercedes Benz the fintail W110 managed to become the best-selling Mercedes Benz during the two decades that followed World War II.

Bernd S. Koehling.
The author grew up in the 1950s and 1960s in Northern Germany. Vintage cars are his lifelong passion. It started with visits to the Nürburgring with his father, when he was a kid. He also grew up with Mercedes cars in his family and an uncle, who had a small collection of prewar cars, introduced him at the end of the 1960s to vintage cars. From the mid 1970s he started collecting vintage cars himself.
His second passion is writing. He is the author of books and e-books about vintage Mercedes-Benz cars.
http://www.benz-books.com/
If you look for more detailed information about the history of Mercedes Benz or the 190 fintail models and want to know what owners of a 190 diesel Benz liked about their cars or in case you want to read about other great vintage Mercedes Benz cars, please visit the author's website. You will love it.

Original article

A Brief History of the Classic Porsche 911

The Porsche 911 has always been up there with the best when it comes to ferociously fast, 2-door sports coupe. Over the years while the exquisite styling has remained, the engine and interior have adapted and transformed into the digital age. Here is a quick look at how the car has become such a success.

The first 911 was built back in 1963, it was aimed to be more powerful, bigger and more comfortable than the Porsche 356. The layout was revolutionary, with a new air-cooled engine in the back instead of the front of the car. Three years later saw the introduction of the "911S". The engines power was booted from 128bhp to 160bhp, together with adding a rear spoiler for extra grip. This was also the first model where the infamous 5 spoke alloy wheels were made available, a design that would become a symbol of the 911 legacy. The 911ST was produced for racing, with a 2.4 litre engine producing 8000rpm. These vehicles exploded out of the blocks, and experienced success at the Daytona 6 hours, the Sebring 12 hours and the 1000km Nürburgring races.

As Porsche tweaked the car with modifications and changes, many other models were born along the way. The most significant of these were the Carrera RS (racing sport), considered to be the greatest collector's item of all the 911 fleet. Born in 1973, the model was more an even more explosive version of the 911S, governed by its larger 2.7 litre engine that developed 210bhp. A revamped stronger spoiler was fitted, along with larger brakes and larger wheels.

1974 saw the introduction of the 911 turbo. The original models did have their problems, while it had incredible acceleration, the company needed to quickly address the difficult handling and severe turbo lag. The turbo legacy lasted for 15 years, with the last being solitary model to acquire an impressive five-speed gearbox.

As the original script was changed one final time in 1983 when the 3.2 Carrera was launched. The most powerful model could do the 0-60 test in 5.7 seconds with top out at a speed of 150 mph. this was down to the new 3.2 engine featuring higher domed pistons to significantly increase the engine ratio.

The success of the classic 911 was marked with two special models, the 'Commemorative Edition' model in 1988 and the Anniversary Edition; marking the production of 250,000 Porsche 911 and the models' 25th birthday respectively.

Gregory Greene is writing on behalf of Bramleys in Surrey, the best choice for a Porsche Dealer or when choosing a Porsche Specialist for buying your next prestigious or luxury motor car.

Original article

History of Mercedes Benz: The 170S

The 170S (1949 - 1955)

Today in 2011 very few people have an idea what a Mercedes 170S is all about. Most of them have never even seen one. If asked they might consider it as part of the modern A-Class series and when confronted with the fact that a 1.7 l powered car with a top speed of 105 km/h (65 mph) was once regarded as the ultimate in German luxury engineering, they have understandable difficulties to believe that.

So, let us dive a bit into the history of Mercedes after the war and have a look at what made this strange car so special. In the late 1940s, when this car was launched in Germany, times were very different. And not only in Germany. It was a similar situation all over Europe. Human resources were available in abundance, but there was an acute shortage in raw materials, machinery tools and most of all money. So most automobile manufacturers in Europe tried to launch cars that were either already available before World War II or were mildly upgraded to make them look at least from the outside somewhat more modern. Technically they were all just copies of what was already available ten years earlier.

The first Mercedes after the war was no different. Launched in 1947 the first "new" Mercedes was called the 170V. It was a direct copy of what Daimler-Benz had introduced already in 1936. Towards the end of the 1940s people had grown a bit tired of prewar cars and wanted something different. But as money was still in short supply, Daimler-Benz used a body that was slightly bigger than the one of the 170V, but was also very similar to cars launched before the war.

The engine was upgraded from 38 hp to 52 hp and the car was launched as the 170S, "S" most probably standing for "super". Prices started in 1949 at 10,100.- DM ($2,400.- at contemporary exchange rates). It meant that very few could afford the car. As a first in the history of Mercedes: a four-cylinder car for the rich and famous. In the US that kind of money bought you an eight-cylinder Packard. None of 170V or S cars would have found a buyer in North America. But if Daimler-Benz would have made an attempt to sell the 170S to potential American customers, there would have been no dealership yet to shoulder such a task. That came a few years later only.

But at least in the history of Mercedes in Germany the car played its role surprisingly well. One of the reasons was of course that competition didn't have anything better to offer. The General Motors subsidiary Opel had the prestigious and well received six-cylinder Kapitän, which was priced at around the same level. But that was the end of it, no other manufacturer at least in Germany had a car that could rival the four-cylinder 170S. In typical Mercedes tradition its built quality, its road holding ability and its image were second to none and those three factors were the very foundation on which Daimler-Benz slowly started to build its road to recovery.

The icing on the (image-) cake was the introduction of two elegant convertibles, the two-seater Cabriolet A and the four-seater Cabriolet B. Both cabriolet interiors were trimmed more elaborately than the sedan's. In typical Mercedes fashion, they also had a price tag that made them the most expensive German cars money could buy. Although very few could afford them, and even if Daimler-Benz was most probably not able to make money with these hand built beauties, image wise they were unbeatable.

When production of the 170S was finally halted in 1955, the car looked with its 1930s style fenders like an ancient pelican compared with the more modern ponton limousines, and very few still wanted to buy the car. But together with its predecessor the 170V this car was in the history of Mercedes an instrumental first step in the company's later dominance of the luxury car market.

Bernd S. Koehling.
The author of this article grew up in the 1950s and 1960s in Northern Germany. Vintage cars are his lifelong passion. It started with visits to the Nürburgring with his father, when he was a kid. He also grew up with Mercedes cars in his family and an uncle, who had a small collection of prewar cars, introduced him at the end of the 1960s to vintage cars. From the mid 1970s he started collecting vintage cars himself.
His second passion is writing. He is the author of books and e-books about vintage Mercedes-Benz cars.
http://www.benz-books.com/
If you look for more detailed information about the history of Mercedes or the 170S and want to know how it was to drive that car or other great vintage Mercedes cars please visit the author's website. You will love it.

Original article

History of Mercedes Benz: The 190SL

The 190SL (1955 - 1963)

Without Max Hoffman, famous New York based importer of cars, the history of Mercedes would have probably never shown a 190SL. But when Hoffman entered into an agreement to sell the 300SL in the United States, he asked the Daimler-Benz management to have in addition a similar car with a smaller engine and a lower price tag. The prototype was shown alongside the 300 SL Gullwing at the New York Auto Show in February 1954. As the response was very positive, it was decided to go ahead and prepare the new car for series production. Max Hoffman was right, the 190SL would find a sufficiently large customer base.

More than a year after its first introduction, the 190SL was finally presented in March 1955 at the Geneva Motor Show. Its base price in Germany was 16,500.- DM ($4,125.-). Its starting price in the U.S. was slightly less than $4000.-, making it more expensive than the Jaguar XK140. In memory of the Silver Arrows racing cars the 190SL was in its initial year only available in silver metallic.

Its engine was a fairly advanced four-cylinder 1.9 l (116 cu in) inline version, which was originally developed in its basic concept for the 180 ponton sedan. It had a chain-driven overhead camshaft with two Solex 44PHH governor downdraft carburetors and developed 105 hp at a relatively high 5.700 rpm. The 190SL could accelerate from 0 to 100 km/h or 60mph in 14.4 seconds and gave a respectable top speed of 172 km/h or 108 mph.

Petrol consumption was fairly moderate with an average of close to 9 liters for 100 km, which equaled some 26 mpg. Also the 65-liter or 17 gallons tank proved to be quite adequate. Although never officially advertised, the car could be ordered with four different gear ratios: 3.70:1, 3.89:1, 3.90:1 and 4.10:1. The 3.90:1 was the most common one, as it offered the best balance between acceleration and top speed.

The car has always been compared with the more powerful 300SL, but there never really was a need for that. It did not have the muscles of this pure thoroughbred, but its quality and sophistication was the same. For some its road holding ability was even better. There was broad agreement at the time that the car could do with a more powerful engine to match the "S" for sport in the name of the SL, but resources in Stuttgart had been limited to finish this project. A larger engine had to wait for a successor model.

Throughout its career the car had seen minor upgrades, either in form of broader chrome trim at the upper door part in March 1956 or in form of enlarged rear lights in June. Those lights were now shared with the six-cylinder 220 sedans. The previously optional clock at the right side of the dashboard became now standard equipment and an ATE Hydrovac brake booster was added. In 1959 the rear window of the hardtop was redesigned, it looked now similar to the one of the 300SL roadster.

But if it would have been only for the 300SL, the exercise to build a SL would have been a single one. Sales of the 300SL had been relatively slow and it's a safe assumption that Daimler-Benz had lost money on every car produced. The 190SL sold 25,881 units in its career and it was already decided in 1958 to develop a new SL. In the history of Mercedes the "lesser" SL was the more convincing one.

Bernd S. Koehling.
The author grew up in the 1950s and 1960s in Northern Germany. Vintage cars are his lifelong passion. It started with visits to the Nürburgring with his father, when he was a kid. He also grew up with Mercedes cars in his family and an uncle, who had a small collection of prewar cars, introduced him at the end of the 1960s to vintage cars. From the mid 1970s he started collecting vintage cars himself.
His second passion is writing. He is the author of books and e-books about vintage Mercedes-Benz cars.
http://www.benz-books.com/
If you look for more detailed information about the history of Mercedes or the 190SL models and want to know how it was to drive that car back in the 1950s or read about other great vintage Mercedes cars please visit the author's website. You will love it.

Original article