MERCEDES 300 SL FLÜGENTÜREN

The last car from the Spaniards TOP SLOT, the Mercedes 300 SL Competition Coupe. Thanks, deserved thanks, to readers who "clicks" on my blog to read me in spanish. Today I would like to dedicate, with the mandatory permits, an article in their own language.

As my english is not as good as must be, I offer this extract, an extract from an article published on "Road & Track" in April 1954 (More than 50 years ago)..., "a new from an old star".





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Mercedes-Benz, one of the oldest names in motordom, has announced two new sports cars, the two-litre 190 SL, and the three-litre 300 SL.




Following a tradition established between the two World Wars (when the 5, 55, and SSK sports cars were introduced), the new SL models are developments of standard production models, an interesting contrast to the practice of certain other companies whose sports cars are detuned racing machines.




The prototype 300 SL models first appeared in 1952 and were universally rated the top sports of the year, with wins at Bern, LeMans, the Nurburgring and MeJi;ico. Perhaps the most remarkable feature of the 300 5L is that most of its major components are based on the German firm's production touring car, the model 300. Engine, transmission, front suspension, and rear end are all standard or modified production assemblies.




The chassis frame is special, a light tubular-truss (fully described and illustrated in Road & Track, April 1953), and is largely responsible for the term SL (super light). The dry weight of the production 300 SL coupe is only 2240 pounds.




The most interesting new mechanical feature is the employment of a genuine fuel injection system, not to be confused with injection type carburetion. The Mercedes system, developed by Bosch, is similar to the injection mechanism of a diesel engine.




Nozzles spray metered quantities of fuel directly into the cylinders via holes formerly occupied by the spark plugs (which are in the cylinder block). A new cylinder head incorporates the necessary smaller combustion chamber, larger valves and ports, and conventional 14 mm spark plugs.




The result is an engine which has nearly perfect fuel distribution to each cylinder, is less sensitive to extreme valve timing, operates on 80 octane fuel, and develops 240 bhp from only 183 cu in.




The engine, with seven main bearings and a single overhead camshaft, is designed to run continuously, reliably, and quietly at 6000 rpm. Maximum recommended revolutions are 6600, yet the car is capable of running smoothly at 15.5 mph in direct drive. (Up and close)






The transmission system includes a stock all syncromesh four-speed and reverse box with central control. The differential weight is sprung and the suspension system is the latest M-B swinging axle system, similar to that used on the 180. Coil springs with large shock absorbers are used all around.






The brakes are similar to those used on the prototype cars, with AI-Fin drums having radial valves to act as air-pumps. A booster reduces pedal pressure and the shoes are self-adjusting for lining wear. Wheels are steel disc, bolt-on, but knock-off hubs are available if desired and most cars will be so-equipped.






Only a two-passenger coupe body will be available on the 300 5L chassis. The frame design necessitates a rather high entry, but the upward door hinging arrangement makes entrance and exit easier than it might seem, especially from a normal curb.










Special attention has been given to visibility and ventilation. The driver can see both front fenders and the road in front of the car at a distance of only 13 feet. Cowl ducts feed air through a double dash panel, while forward ducts supply air directly to the compartment. (Back on the road).




No performance data is available, but the factory gives a top speed of over 160 mph with standard 3.42 axle ratio. Acceleration from zero to 60 mph should be close to 6.0 seconds.




Thank you all.