Last Running Mercedes-Benz C111 Gets Unlikely Test Driver

As a teenager he dreamed of driving one and now as an adult, Jay Leno drives the last running Mercedes-Benz C111

Today, we’re somewhat attuned to the idea of Mercedes-Benz making wildly-styled sports cars. But back in 1970, when the automaker put together the wildly unconventional C111 concept, it was a crazy departure for the slightly stuffy sedan maker.

And a teenage Jay Leno always dreamed of driving one.

Now, grown-up Leno’s position as the world’s most enviable gearhead granddad means he can finally drive the Mercedes-Benz C111. And on Jay Leno’s Garage, he does just that.

This is an original 1970 model put together as an experiment by Mercedes during a particularly adventurous phase for the automaker. It was originally designed with a three-rotor Wankel engine; later variants had four-rotor engines, an evolutionary dead-end that Mercedes stopped pursuing during the oil crisis.

Today, of the thirteen C111s Mercedes produced across two generations, this is the only running, driving example—now powered by a 3.5-liter V8.

Grown-up Jay Leno is living teenage Jay Leno’s dream. And all of ours.

Top 15 Research Vehicles from Mercedes-Benz

We've compiled a list of 15 Research Vehicles over the last 30 years, which one would you consider the most ground-breaking

Since the early 1980’s, Mercedes-Benz has been presenting research vehicles that fascinating to look at but at the same time, Mercedes was pioneering new methods of vehicle safety and power. The range of innovative solutions found in these research vehicles, from the C111 to the F 125!, gives us a glimpse at the foresight that Mercedes-Benz engineers are able to develop.

We’ve compiled a list of the top 15 Research Vehicles over the last 30 years, which one would you consider the most ground-breaking?

Mercedes-Benz Research C111

Mercedes-Benz Research C111

Mercedes-Benz C 111:

At the Frankfurt International Motor Show in September 1969 Mercedes-Benz presented the C 111. The world queued up to see this “test lab on wheels” with its wedge-shaped body and upward-opening gullwing doors.  The color, orange metallic, originally described as “rosé wine”, also helped attract attention. Less conspicuous, but no less unusual, were the technical innovations. The body consisted of fibre-glass reinforced plastic and was riveted and bonded to the steel frame-floor unit.

Mercedes-Benz Research Auto 2000

Mercedes-Benz Research Auto 2000

Mercedes-Benz Auto 2000:

In the late 1970s the Federal German Ministry for Research and Technology launched the Auto 2000 project, in which several carmakers participated. Fuel consumption was not to exceed eleven litres per 100 km (21.3 mpg) for a vehicle with a cerb weight of up to 2,150 kilograms – a very ambitious target in those days – and the maximum for vehicles weighing 1,250 to 1,700 kilograms was 9.5 litres/100 km (24.7 mpg).

The Auto 2000, first presented to the public at the 1981 Frankfurt International Motor Show and was meant to accommodate four people.  It had an aerodynamically optimised body with a very low Cd (drag coefficient) of 0.28. As many as three different engine concepts were tested in this vehicle. An automatic cylinder cutoff system was premiered in a 3.8-litre V8 petrol engine. When only little power was required, four of the eight combustion chambers were temporarily shut down – today this is a feature of several large-displacement petrol engines built by Mercedes-Benz. The 3.3-litre diesel engine tested in the Auto 2000 had exemplary accelerating power thanks to its six cylinders and two turbochargers; it offered an excellent range of 7.5 litres per 100 kilometres (about 31.3 mpg) at a speed of 120 km/h.

Mercedes-Benz NAFA

Mercedes-Benz NAFA

Mercedes-Benz short-distance vehicle NAFA:

Congested streets, a lack of parking space, and long tailbacks raised new questions in motor vehicle research. Mercedes-Benz answered them in 1981 with a concept study labelled “Nahverkehrsfahrzeug” or NAFA for short – the short-distance vehicle. With an overall length of 2.50 metres and an overall height and width of 1.50 metres, the innovative two-seater contradicted everything the company had been known to stand for to date.

The NAFA study did not fall into oblivion. The insights it produced were incorporated into the design of the Mercedes-Benz A-Class, the prototype of which made its debut in 1996. In the smart city coupé, introduced in 1997, the concept of the compact urban car celebrated its coming of age. It has been manufactured in large numbers ever since.

Mercedes-Benz F100 Research Vehicle

Mercedes-Benz F100 Research Vehicle

Mercedes-Benz F100:

Daimler-Benz deliberately chose the North American International Auto Show in Detroit in 1991 – the first major trade show of the year – to present a very special automobile: the Mercedes-Benz F 100. This research car gave tangible expression to the vision of engineers and market strategists for the automobile of the future. Never before had so many ideas and innovative technologies been realised in a fully operational car.

In the F100, the driver was seated in the middle.  Statistically, a car is occupied by 1.2 to 1.7 persons – driver included. So the driver deserves the safest place, which is the centre position, with its large distances to car body parts. Furthermore, the driver can always get out of the car on the off-traffic side.

With all its qualities, the Mercedes-Benz F 100 was not simply a test mule for the engineers – it represented a new type of automobile. It anticipated the future of mobility, which has partly become reality since the car made its debut in 1991. At the same time, it emphasised the fact that the customer is the focus of technical progress when a research vehicle is designed.

Mercedes-Benz Research C112

Mercedes-Benz Research C112

Mercedes-Benz C112:

In Group C, during the 1990 racing season, Mercedes-Benz, in cooperation with the Swiss Sauber team, fielded the C 11. The car proved to be a great success, and the team was crowned world champion at the end of the season. The triumph was an inspiration for the Mercedes-Benz engineers. Looking for a way to test active dynamic handling systems for series-production cars, they came up with the C 112, a high-performance sports car. It was powered by a six-litre V12 engine that generated 300 kW (408 hp) and put 580 Newton metres of torque on the crankshaft. The challenge was to stretch the physical limits while transferring this performance to the road and meeting the highest levels of active safety.

The C 112 was the first vehicle since the C 111 to feature gullwing doors. Ever since the 1950s, they have been a symbol of Mercedes-Benz sports cars. The 300 SL coupé (W 194/198 series from 1952 and 1954 respectively) was the first to have them – a car whose excellent technical qualities made it stand out in its day. The C 112, with its streamlined body, followed suit.

The C 112 was also the first car to afford active suspension labelled Active Body Control (ABC). Each wheel is equipped with a combination of a spring and hydraulic servo cylinder. Sensors detect all the vehicle’s motions – vertical displacement, roll and pitch. To eliminate the unwanted motion, computers evaluate the data and control the active suspension elements accordingly. The result: an unprecedented level of stable roadholding.

Mercedes-Benz Vario

Mercedes-Benz Vario

Mercedes-Benz Vario Research Car:

The Mercedes-Benz Vario Research Car is really four cars in one – variability was the design focus of the Vario Research Car (VRC) by Mercedes-Benz, a car that attracted great attention at its premiere at the 1995 Geneva Motor Show. Within just a few minutes, the VRC can be transformed into a different car.

For everyday driving, it’s a saloon. For longer journeys, the load capacity of an estate car is available. In the summer, the sun invites you to take an open-top ride in a convertible. And for heavy loads, there’s the pickup with its open cargo space.

It has a one-piece body that consists of a roof, side walls and rear section; the body can be lifted off and exchanged for another variant. All that is needed is a few simple operations that take just 15 minutes. The Vario Research Car was a vision: customers would not themselves own the bodies but would drive up to a rental station. While they drank a coffee, service technicians would exchange the body. A few minutes later, the customer would be on the road again. The driver could decide how long to use a particular body variant, because the rental system would be just as flexible as the car itself.

 

Mercedes-Benz F200 Imagination

Mercedes-Benz F200 Imagination

Mercedes-Benz F200 Imagination:

The Mercedes-Benz F 200 Imagination, presented at the 1996 Paris Motor Show, was created to test new ergonomic concepts based on drive-by-wire technology, cockpit design.  It was powered by a Four-stroke spark-ignition engine with 12 cylinders, six litres of displacement, 290 kW (394 hp), offered rear-wheel drive with a five-speed electronically controlled automatic transmission.

Small joysticks in the doors and the centre console for steering and braking – replace the steering wheel. The signals are exclusively transmitted electronically to the relevant components (drive-by-wire). The conventional mechanical control elements used by the driver are now linked to electric and hydraulic actuators, and electronic pulses carry out the desired actions.

Mercedes-Benz F300 Life Jet

Mercedes-Benz F300 Life Jet

Mercedes-Benz F300 Life Jet

How can the feel and cornering dynamics of a motorcycle be combined with the safety and comfort of a car?  This was the question that initiated the design that eventually became known as the F300 Life Jet. Motorcyclists enjoy the freedom offered by their vehicles, they’re able to lean into bends, sense the power of the engine, feel at one with the elements, and experience the unbridled pleasure of the road.  These are all things that the designers and engineers of the F 300 Life Jet strived to convey with their concept. Just as importantly however, it was also designed to offer the same advantages of a car: stability coming from three wheels instead of two. The top can be closed, and seat belts are provided. The motoring experience can be shared with a second person inside the vehicle, both unimpeded by protective clothing, helmet and wind noise. And air conditioning makes for pleasant temperatures.

Mercedes-Benz F400 Carving

Mercedes-Benz F400 Carving

Mercedes-Benz F400 Carving:

The F400 Carving, which gets its name from the sporty carvers on ski slopes, was debuted at the Tokyo Motor Show in 2001 and was created with the plan to test novel dynamic handling systems.  This led to the most conspicuous feature of the Mercedes F400 Carving, The tilting of its wheels. When cornering, the wheels on the outside of the bend tilt by as much as 20 degrees, which distinctly improves directional stability and roadholding, and reduces the danger of skidding. Electronics have been combined with mechanics to achieve this. Sensors measure the road speed, acceleration, steering lock and yaw of the car, and send control signals to the outer wheels’ hydraulic servo cylinders, causing them to tilt at a precisely defined angle. The kerb-side wheels, like the body, remain in their normal position.

Mercedes-Benz F500 Mind

Mercedes-Benz F500 Mind

Mercedes-Benz F500 Mind:

Presented at the 2003 Tokyo Motor Show, the Mercedes-Benz F500 Mind proved that the future of auto industry will never cease to be exciting. The four-door car, designed as a modern hatchback saloon, served as a research lab on wheels and demonstrated over a dozen technical ideas for enhancing the safety, propulsion and comfort of future Mercedes-Benz passenger cars.

The F500 mind was designed to utilize different propulsion energies. If a great deal of power is required, a V8 diesel engine with 184 kW (250 hp) drives the F 500 Mind – and simultaneously charges the batteries, as the car also features a 50 kW electric motor that works either by itself or in conjunction with the internal combustion engine. An electronic control unit that adapts to the traffic situation and driving style perfectly coordinates the engine and motor.

The electric motor, for instance, powers the car when it starts up, in stop-and-go traffic and in other situations where the internal combustion engine, by virtue of its design principles, does not develop optimum efficiency. Should the driver require higher engine output, the V8 engine cuts in to provide dynamic acceleration. The electric drive’s 300-volt battery, located underneath the passenger compartment, is recharged during braking.  All resulting in fuel savings of up to 20 percent.

Mercedes-Benz Research Bionic Car

Mercedes-Benz Research Bionic Car

Mercedes-Benz Bionic Car:

For the first time, the engineers specifically looked for a role model in nature, one that lends itself to an aerodynamically efficient, safe, comfortable and environmentally compatible automobile – not just in detail features, but also in its overall shape and structure. Their search led them to the boxfish.

This fish, which lives in tropical waters, has excellent hydrodynamic properties, despite its angular, cube-like body. Its shape is aerodynamically ideal. On a model representing a true copy of the boxfish body, the engineers measured a drag coefficient (Cd) as low as 0.06.

Alongside maximum aerodynamic efficiency and a lightweight concept gleaned from nature, the advanced turbodiesel engine with common rail direct injection (103 kW/140 hp) and novel SCR (Selective Catalytic Reduction) technology contributes significantly to reductions in fuel consumption and pollutant emissions. In the EU driving cycle, the concept car consumes 4.3 litres of fuel per 100 kilometres (54.7 mpg) – 20 percent less than a comparable production model. In line with US measuring methodology (FTP 75), the car does some 70 miles per gallon (combined) – 30 percent more than a production car. At a constant speed of 90 km/h (55 mph), the direct injection engine consumes 2.8 litres of diesel per 100 kilometres, corresponding to 84 miles per gallon in the US test cycle.

Mercedes-Benz F600 Hygenius

Mercedes-Benz F600 Hygenius

Mercedes-Benz F600 Hygenius:

The Mercedes-Benz F 600 HYGENIUS continued the series of fascinating and groundbreaking research cars. Powered by an 85 kW (115 hp) zero-emission fuel cell drive, the compact family car consumes the equivalent of just 2.9 litres per 100 kilometres (81 mpg) and has a range of over 400 kilometres on one tank filling of hydrogen.

The extensively reworked fuel cell of the F 600 HYGENIUS is some 40 per cent smaller than before, operates even more efficiently, and is exceptional for its good cold-start ability. The continuous output of the fuel cell drive is 60 kW (82 hp). Energy not required for driving the car is stored in a high-performance lithium-ion battery. The system therefore operates rather like a hybrid drive and selects the source of energy best-suited to the driving situation. The generous amount of energy made available by the fuel cell can also be used for the well-being of the passengers in the F 600HYGENIUS. The cup holders, for instance, cool or heat beverages with electricity generated by the environment friendly unit. Via a conventional power outlet, electrical appliances can be operated at normal voltage. If required, the fuel cell can also function as a mobile power plant: its electric power output of 66 kW is enough to supply several one-family houses with electricity.

Mercedes-Benz F700

Mercedes-Benz F700

Mercedes-Benz F700:

The Mercedes-Benz F 700 presents the future of the superior touring sedan. It demonstrates innovative approaches and technologies for using resources sparingly, protecting the environment and permitting the driver and passengers to travel in a completely relaxed style.

At the heart of the F 700 is a novel powertrain. DIESOTTO combines the advantages of the low-emission petrol engine with the diesel’s fuel economy. For the first time, the diesel’s principle of (controlled homogeneous) charge compression ignition is incorporated in a petrol engine. Also, thanks to homogeneous combustion at reduced reaction temperatures, nitrogen oxide emissions are minimized. Moreover, the reduction in displacement and the number of cylinders improves the degree of efficiency. The F 700 is powered by a compact four-cylinder engine with a displacement of 1.8 litres, which nonetheless delivers the superior performance typical of a luxury-class saloon. A two-stage turbocharger is responsible for the engine’s excellent response and high-torque accelerating power. In addition, on ignition, the hybrid module electric motor assists the internal combustion engine. The maximum engine output is 175 kW (238 hp); the electric motor develops another 15 kW (20 hp), and the system’s maximum torque is as high as 400 Newton metres. Acceleration from standstill to 100 km/h in 7.5 seconds is testament to the dynamism of the F 700, whose top speed is limited to 200 km/h. Despite this outstanding performance, the F 700 has a fuel consumption in the EU driving cycle of just 5.3 litres (44.3 mpg), which corresponds to carbon dioxide emissions of 127 grams – an extremely low level for a car of this size.

Mercedes-Benz F800 Style

Mercedes-Benz F800 Style

Mercedes-Benz F800 Style:

The Mercedes-Benz F 800 Style research vehicle showed us the future of premium automobiles from a new perspective. As a five-seat upper-range sedan combining highly efficient drive technologies, unparalleled safety and convenience features we didn’t even know we needed, the F800 Style became a stylish-sporty interpretation of the new Mercedes-Benz design.  The exterior was complete with LED headlights that offered exciting, distinctive details, a spacious interiorm despite compact outer dimensions and a modern sense of lightness on the inside.

The F 800 Style is suitable for use with a variety of drive system options thanks to its flexible multi drive platform, as the following example with two technically independent variants demonstrates:

  • As the Plug-in Hybrid, the F 800 Style offers electric mobility with zero local emissions in urban settings. Over longer distances, a gasoline engine equipped with the latest-generation direct-injection technology is supported by the hybrid module, thereby enabling a high-performance and efficient driving experience.
  • The F-CELL variant is equipped with a fuel cell unit that runs on hydrogen for electric driving with zero local emissions. The only emission from electric cars powered by a fuel cell is water vapor.
Mercedes-Benz F125!

Mercedes-Benz F125!

Mercedes-Benz F125!:

The F 125! research vehicle was designed to anticipate future trends and prepared the way for implementation of an innovative premium concept for large, luxurious automobiles. In the F 125! Mercedes-Benz rigorously followed its vision of emission-free driving with hydrogen power, underlining the potential of H2 as an energy source for the future. While previous Mercedes-Benz research vehicles had “looked ahead” by roughly one vehicle generation – seven to eight years – the F 125! as the latest technological visionary went a whole step further, by more than two generations to the year 2025 and beyond.

The F 125! was created as an innovative four-seater luxury saloon with a powerful, emission-free electric drive system based on the fuel cell technology developed to series production maturity by Mercedes-Benz. This study combined pioneering and highly efficient storage, drive and bodyshell technologies with unique control and display concepts. The research vehicle also presented itself with an expressive design which transfers the classic Mercedes design idiom into the future.

Mercedes-Benz Classic Brings Out C111 for Austrian Rally

The 3.5-litre V8 C 111 dates from 1970, one year after the Gullwing sports car designed to test the Wankel rotary engine made its début at the International Frankfurt Motor Show IAA

Mercedes-Benz Classic is bringing the legendary C 111 back on the road as part of the 2014 Silvretta Classic rally in Austria. This research vehicle will be taking part in the regularity race through the Montafon valley as a unique V8-engined variant. The 3.5-litre V8 C 111 dates from 1970, one year after the Gullwing sports car designed to test the Wankel rotary engine made its début at the International Frankfurt Motor Show IAA. Being held on the Silvretta High Alpine Road and other mountain routes in Austria’s Alps during July 2014, the 17th Silvretta Classic will see the C 111 and other outstanding vehicles from Mercedes-Benz representing the ongoing interplay between sportiness and innovation throughout motor racing history. To celebrate 120 years of motor sport history at Mercedes-Benz, the exclusive line-up at the Silvretta Classic rally will include a 1928 SSK racing sports car driven by brand ambassador Karl Wendlinger and a Mercedes-Benz 300 SL Roadster (W 198).

Mercedes-Benz C 111 Research Vehicle

Mercedes-Benz C 111 Research Vehicle

First held in 1998, the Silvretta Classic rally in Montafon is one of Europe’s most important events for classic and vintage cars. On 3 July 2014, more than 150 selected vintage vehicles will be setting off from the village of Partenen in Austria for the 17th regularity race here, which finishes on 6 July.

This summer, the C 111 from the Mercedes-Benz Classic collection stands out in a high-calibre field of participants: 45 years since the research vehicle was premiered, this visionary Mercedes-Benz gullwing sports car designed to field-test the Wankel rotary engine will be returning to the road for the Silvretta Classic.

In contrast to the other C 111 vehicles that Mercedes-Benz constructed with the rotary engine invented by Felix Wankel (six with a three-rotor engine in 1969 and six with a four-rotor engine in 1970), this C 111 has a rear-mounted reciprocating engine. When building the prototype in 1970, Mercedes-Benz engineers in Sindelfingen implanted a 3.5-litre, V8 production engine into a second-generation C 111 chassis to enable direct comparisons to be made with the four-rotor Wankel engine. This V8 engine was first used in 1969 in the luxury Mercedes-Benz 300 SEL 3.5 (W 109) and 280 SE 3.5 Coupé and Cabriolet (W 111) models, and also delivered a sporty driving experience in the 350 SL (R 107) launched in 1971.

The engineers who built the prototype in Sindelfingen have now repeated this move by installing a 3.5-litre M 116 V8 engine in the original chassis from 1970. As well as bringing the excitement of the technologically and aesthetically ground-breaking C 111 back on the road, this genuine reconstruction of a one-off vehicle from 1970 represents the interplay between sportiness and innovation which has always been a hallmark of the Mercedes-Benz brand. Successful racers from 120 years of Mercedes-Benz motor sport history embody this key theme, as do visionary research vehicles like the C 111 and exclusive production sports cars such as the 1957 Mercedes-Benz 300 SL Roadster and the upcoming Mercedes-AMG GT (C 190).

Mercedes-Benz 300 SL Roadster (W 198 II series, 1957 to 1963), 1960

Mercedes-Benz 300 SL Roadster (W 198 II series, 1957 to 1963), 1960

Innovation and a tradition of sporting excellence

“The Silvretta Classic rally in Montafon exemplifies in a special way the close link between innovative technology and sporting excellence in the history of the Mercedes-Benz brand,” says Michael Bock, Head of Mercedes-Benz Classic. “During this rally, the C 111, a 300 SL Roadster and an SSK from the Mercedes-Benz Classic collection will travel the beautiful, high alpine roads of the Montafon valley as testimony to the outstanding feats of engineering and race successes of previous decades. The 5th Silvretta E-Car Rally is taking place at the same time on the same route. This event is for the latest vehicles with alternative drive systems. Mercedes-Benz is thus supporting a unique platform for dialogue between the motor car’s fascinating past and its exciting future,” adds Bock.

Automotive “summit meeting”

The Silvretta Classic stands out on the calendar of exclusive events for classic and vintage cars not least due to the unique landscape of the Austrian Alps. Back in 1956, Hans Eberhard Friedrich was full of praise for the view from the Silvretta High Alpine Road in his Mercedes-Benz travelogue about rallies in Austria and the Eastern Alps (Sternfahrten Österreich und Ostalpen): “This famous road terminates […] at an altitude of 2,032 metres at the Bielerhöhe Pass where one enjoys a view that is reminiscent of the most beautiful in Switzerland, taking in the gigantic peaks of the Silvretta Group and the Rätikon mountain range.”

The Silvretta Classic, which was established by special interest publisher Motor Presse Stuttgart as a regularity race and a test of reliability, begins on 3 July 2014 (Thursday) in Partenen. From there, the first stage of 110 kilometres takes Friedrich’s high alpine road up to the Bielerhöhe Pass and onwards to Schruns. On 4 July (Friday), the rally covers the 290 kilometres to Gaschurn. Day three (Saturday, 5 July) is a 127-kilometre stage through the state of Vorarlberg culminating in the Grand Prix of Vandans. The rally concludes with a programme of supporting events on 6 July (Sunday). In total, some 150 classic cars in six classes are set to line up at the start.

Mercedes-Benz Classic at the Grossglockner Grand Prix 2012. Mercedes-Benz type SSK (1928)

Mercedes-Benz Classic at the Grossglockner Grand Prix 2012. Mercedes-Benz type SSK (1928)

Mercedes-Benz Classic vehicles taking part inthe 2014 Silvretta Classic rally in Montafon

Mercedes-Benz SSK 27/170/225 hp (W 06, 1928)

The SSK (W 06) model is the most exclusive and alluring of the six-cylinder, supercharged sports cars belonging to the Mercedes-Benz S-Series. The model designation stands for “Super Sport Short” (in German), alluding to both the car’s particularly sporty character and its shortened wheelbase. In the summer of 1928, works driver Rudolf Caracciola won the Gabelbach, Schauinsland and Mont Ventoux races in the brand-new SSK at the first attempt. In 1930 and 1931, he won the European Hill Climb Championship at the wheel of the SSK. The lighter and yet more powerful version from 1931, which was also known as the SSKL (German abbreviation for “Super Sport Short Light”), also scored some spectacular victories, one of the most outstanding being in the legendary 1000-mile Mille Miglia race. This arduous road race from Brescia to Rome and back was won by Rudolf Caracciola driving an SSKL in April 1931. He thus became the first non-Italian driver ever to win the race.

Technical data – Mercedes-Benz SSK (W 06, road version)

  • Production period: 1928-1930
  • Cylinders: 6/in-line
  • Displacement: 7,065 cc
  • Output: 125 kW (170 hp), with supercharger 165 kW (225 hp)
  • Top speed: 192 km/h
Mercedes-Benz 300 SL Roadster (W 198 II, 1957 to 1963)

Mercedes-Benz 300 SL Roadster (W 198 II, 1957 to 1963)

Mercedes-Benz 300 SL Roadster (W 198, 1957-1963)

Mercedes-Benz unveiled the 300 SL Roadster at the Geneva Motor Show in March 1957 as successor to the gullwing 300 SL Coupé. In terms of engineering, the convertible sports car closely resembled the coupé model, although modifications to the space frame permitted the installation of conventional doors. The chassis with a single-joint swing axle and low pivot was improved by the addition of a compensating spring for the first time in the 300 SL Roadster. From 1958, the Roadster was also optionally available with a removable hardtop. Mercedes-Benz engineers derived the 300 SLS racing variant from a series-produced 300 SL Roadster. In it Paul O’Shea won the Sports Car Club of America’s National Sports Car Championship in 1957 in Class D. The production of the 300 SL Roadster ended in 1963 with a total of 1,858 of these very exclusive sports cars having been built.

Technical data – Mercedes-Benz 300 SL Roadster (W 198)

  • Production period: 1957-1963
  • Cylinders: 6/in-line
  • Displacement: 2,996 cc
  • Output: 158 kW (215 hp)
  • Top speed: up to 250 km/h
Mercedes-Benz C 111 Research Vehicle

Mercedes-Benz C 111 Research Vehicle

Mercedes-Benz C 111 experimental vehicle with V8 engine (1970)

Mercedes-Benz presented the C 111 at the International Frankfurt Motor Show IAA in September 1969. With its extreme wedge shape and gullwing doors, the research vehicle had a glass-fibre-reinforced plastic body and was powered by a three-rotor Wankel engine with an output of 206 kW (280 hp). This futuristic sports car could reach a speed of up to 270 km/h. The following year, a revised version of the C 111 was shown at Geneva – but now with a four-rotor Wankel engine delivering 257 kW (350 hp). This version of the C 111 could accelerate from 0 to 100 km/h in 4.9 seconds and reach a top speed of 300 km/h. It was this second version of the research vehicle that served as the basis for a V8 variant of the C 111 containing the M 116 series engine (147 kW/200 hp), which Mercedes-Benz engineers and technicians used for the purposes of comparison with the rotary-engined sports car. Despite numerous orders, the C 111 remained an experimental vehicle and never entered series production. Mercedes-Benz instead went on to develop a series of record-breaking vehicles based upon it: the C 111-II D (1976) and the C 111-III (1977-1978, both with a five-cylinder diesel engine) and the C 111-IV (1979, V8 petrol engine with turbocharging).

Technical data – Mercedes-Benz C 111 with V8 engine

  • Production period: 1970
  • Cylinders: V8
  • Displacement: 3,499 cc
  • Output: 147 kW (200 hp)

Mercedes-Benz Classic brand ambassador at the Silvretta Classic Rally Montafon 2014

  • Karl Wendlinger
  • Born 20 December 1968 in Kufstein, Austria

Karl Wendlinger’s motor sport career began in go-karting at the age of 14. In 1989, he won the German Formula 3 Championship. In 1990 and 1991, the Austrian was a member of the Mercedes Junior Team, along with Michael Schumacher and Heinz-Harald Frentzen, and competed in the sports car world championship. In 1991 he moved on to Formula 1. From 1994 Wendlinger drove for the Sauber-Mercedes team together with Heinz-Harald Frentzen. Racing assignments in the DTM, Formula 3000 and the Le Mans 24-hour race followed. His most outstanding successes on the racetrack include winning the FIA GT Championship (1999), 1st place in the 24 Hours of Le Mans in the GTS Class (in the same year), overall victory in the 24 Hours of Daytona in 2000 and a second-place finish in the 24-hour race on the Nürburgring (2003). From 2004 to 2011, Karl Wendlinger competed for various teams in the FIA GT Championship; with Jetalliance Racing he became runner-up in 2007.

Throwback Thursday: Mercedes-Benz Research Vehicles

Daimler has devoted itself to innovation over the years and has presented research vehicles to the public regularly

Carl Benz designed his famous Patent Motor Car over 125 years ago in 1886 based on the principal that research is a motor of progress. He calculated, tinkered, discarded ideas – and in the end went on to build a vehicle that apart from the wheels had little in common with previous ones.

Daimler is the world’s oldest car manufacturer and successes have always been due to the in-depth research and innovation. The Mercedes-Benz brand adopted this prinicipal and in turn seen the same successes. Engineering under the three-pointed star is always ahead of its time, setting the standards on a global scale. This applies particularly to the company’s research cars, the features that designers and engineers realise in the fully operational research cars often extend far into the future – but every now and then, one of these features will find its way into a current Mercedes-Benz vehicle.

Daimler has devoted itself to this path of innovation over the years and has presented research vehicles to the public at almost regular intervals. These reflect a recent chapter in the company’s 125-year history – and a very exciting one indeed, because a look at the past and current research vehicles is both retrospective and preview of the future of the automobile – for instance, the F 800 Style research car from Mercedes-Benz.

Mercedes-Benz C 111-I with a three-rotor Wankel-engine, 1969

Mercedes-Benz C 111-I with a three-rotor Wankel-engine, 1969

Mercedes-Benz has always been testing new automotive concepts on fully operational vehicles. This has been done even more systematically from 1969. In the C 111, the Wankel or rotary-piston engine was tested initially, later to be followed by other drive systems. This car was thus one of the forerunners of the research cars. The latter’s history began in 1978 with the “Auto 2000” with which Mercedes-Benz engaged in in-depth basic research for new automobiles. It was followed by the NAFA in 1981. The more recent lineup began with the F 100 of 1991 – the “F” standing for the German word for research car. Since then, research cars all fitting the description “holistic” have been produced with almost infallible regularity: they serve not just to test single components but often demonstrate an entirely new vehicle concept in the form of a ready-to-drive automobile incorporating many forward-looking technologies.

Apart from research cars, the company distinguishes several other types of vehicle which serve to develop new models.

Technology vehicles are production cars equipped with new technology for the purpose of testing. For example, Daimler’s Research division used several modified A-Class cars to test fuel cell systems and drives, before this technology was brought onto the market in small series production with the B-Class F-CELL.

Test vehicles are close relatives of the research cars. They serve to put new technologies from the research labs out onto the test track to try them out in practical operation.

Concept cars at Daimler AG are near-production ready-to-drive vehicle studies. They position a future vehicle model in the market. One example is the Study A of 1993 which shows several characteristic attributes of the subsequent A-Class. Concept cars are equipped with new technology which already sees use in production cars or will soon reach production standard.

Vehicle studies are feasibility studies that show new ideas in the form of a complete automobile. But they usually are not roadworthy. This category includes NAFA, a short-distance vehicle study which originated 30 years ago. It had a short, high body and thus was a forerunner of the Mercedes-Benz A-Class and the smart city fortwo.

From idea to finished research car

  • Engineers and designers come up with concepts for the mobility of the future
  • Two years of development from the visionary idea to the finished reseach car
  • Every research car has a different technological focus

Daimler research cars are fully operational because they are supposed to make new technology experienceable, drivable, and assessable. They then fulfill their purpose, which is to provide insights into the automobile of tomorrow. Each of these special cars follows the concept of holism. It is not single components which are being tested; rather the entire vehicle springs from an original idea. That this calls some conventions into question, that unusual solutions may cause astonishment or enthusiasm, is all part of the visionary brainwork for the automobile of the future.

As a result, the sometimes very unusual concepts stimulate public discussion of tomorrow’s mobility and provide important indications to the market researchers at Daimler as to what customers want and need. For the cars are oriented to customers, and research must be oriented to the future. Designers, engineers and marketing experts jointly draw up the technical specifications for a new research car. Each car is a reflection of a clear strategy – sometimes it stresses the technological competence of the company, sometimes ergonomics, sometimes driving safety. The designers and engineers then have their work cut out for them complying with all the specifications that result from the visionary ideas.

From autumn 1981 the “Auto 2000” research car was used to test new engine and aerodynamic concepts

From autumn 1981 the “Auto 2000” research car was used to test new engine and aerodynamic concepts

It requires thinking up something entirely new and unusual. The original ideas are constantly reviewed for feasibility, with information technology and its simulation tools being a great help. If it works on the screen, the approval for made-to-measure manufacture is given. Practically every part of a research car is manufactured to order, a costly procedure: electronic systems are drafted, the interior compartment is redesigned and set up, the bodywork formed. It is not simply a question of setting up a technical product. Every vehicle feature reflects great attention to detail and the striving for the highest possible quality of workmanship. It takes some two years before a research car is ready to drive.

The Research Cars of Mercedes-Benz
Year Model Engineering tested
1969 C 111-I Three-rotor Wankel engine, plastic bodywork
1970 C 111-II Four-rotor Wankel engine
1978 Auto 2000 Reduction of fuel consumption
1981 NAFA Compact short-distance vehicle
1991 F 100 Ergonomics, ambient sensors
1991 C 112 Dynamic handling, Active Body Control
1995 Vario Research Car Car body variants, ergonomics, display systems
1996 F 200 Imagination Drive-by-wire, cockpit design
1997 F 300 Life Jet Active tilt control, dynamic handling
2002 F 400 Carving Dynamic handling, active camber adjustment
2003 F 500 Mind Interior compartment concept, variable door concept, hybrid diesel drive, x-by-wire systems
June 2005 Mercedes-Benz bionic car Aerodynamics, lightweight design, diesel engine with novel SCR emission control
October 2005 F 600 HYGENIUS Fuel cell drive, variable operating concept, variable interior design, safety equipment
September 2007 F 700 DIESOTTO engine, PRE-SCAN suspension, variable deluxe interior compartment concept with REVERSE seat and innovative operating concept
February 2010 F 800 Style Multiple drive platform for five-seater luxury limousine, Cam-Touch-Pad HMI, graphic distance to empty display “Range on Map” in electric mode, DISTRONIC PLUS traffic jam vehicle follow assist

2012 Schloss Dyck Classic Days Welcome Mercedes-Benz

On exhibit will be a Mercedes-Benz 300 SLR, a Mercedes 500 SL Rallye, a Mercedes 500 K as well as a Mercedes-Benz C 111

Mercedes-Benz Classic will be on hand with its finest collection of classic vehicles at this year’s Schloss Dyck Classic Days from August 3 to 5, 2012. On exhibit will be a Mercedes-Benz 300 SLR, a Mercedes-Benz 500 SL Rallye, a Mercedes-Benz 500 K as well as a Mercedes-Benz C 111. In addition, a 300 SL racing car from 1952 and an SL 63 AMG Safety Car from 2008 will provide some excitement on the track. In addition, the Mercedes-Benz Düsseldorf plant will exhibit classic light-duty commercial vehicles on the occasion of its 50th anniversary. And as always visitors to the festival will have the opportunity to meet famous Mercedes-Benz racing drivers from various motor sport eras on site.

This will be already the seventh edition of the Schloss Dyck Classic Days. For the first time the event will last three whole days. As far back as 60 years ago, the Mercedes-Benz 300 SL racing car (W 194) laid the foundation for the successful motor sport activities of the Stuttgart-based brand after Second World War. Classic racing cars still exude a very special fascination today when their historic engines are started and they subsequently begin to drive. Racing driver legend Hans Herrmann will climb behind the wheel of a Mercedes-Benz 300 SL (W 194) from 1952 to drive some demonstration laps on the track outside the Dyck Castle gates. On all three days Dieter Glemser will pilot the pace car of the individual special races, the original Mercedes-Benz SL 63 AMG Safety Car (R 230) that saw action during the 2008/2009 Formula 1 season.

Sir Stirling Moss will travel to the Rhineland this year as a guest of honour of the festival organiser and will also be available to Mercedes-Benz Classic on all three days. The former Silver Arrow pilot can expect his own paddock with a selection of his legendary winning cars. The racing driver legend will fulfill requests for autographs in the paddock – in the immediate vicinity of his winning Mille Miglia car, the Mercedes-Benz 300 SLR from 1955 with the famous starting number 722.

A special feature at this year’s Classic Days Schloss Dyck will be the light-duty commercial vehicles from the Mercedes-Benz Düsseldorf plant, which celebrates its golden jubilee. Since April 1952, some 3.5 million vans sporting the Mercedes star have been produced there. This includes a number of model series such as the L/O 319, L 406 D/L 408/O 309, T1, T2, and Sprinter that have shaped and enriched the daily lives of many. These days the Düsseldorf plant produces the latest Sprinter NCV3 model as a panel van and as a crew bus.

The program of the Classic Days, to which enthusiasts and collectors travel from all over Europe, focuses on several themes. “Racing Legends” presents track races for historic competition vehicles up to model year 1961. Solo and sidecar motorcycles manufactured in 1940 and before also race against the clock on the 2.8-kilometre track near the moated castle.

Sports and racing cars will start in the categories “Classic” (1910 through 1925), “Historic” (1926 through 1949) and “Modern” (1950 through 1961). There will also be the special races “Milestones of the Compressor Era” for supercharged racing cars manufactured between 1920 and 1960, “Formula Monoposto” for one-seater Formula racing cars which date from the years between 1930 and 1965 as well as “Historic Grand Prix Cars” for Grand Prix cars built between 1920 and 1965.

“Jewels in the Park” is the name of the second dazzling highlight of the festival at Schloss Dyck. The exclusive vehicle presentation is once again rated as a top event in category A by the FIVA (Fédération Internationale des Véhicules Anciens), the worldwide association for historic vehicles – on par with the Villa d’Este and Pebble Beach Concours d’Elegance. Just 40 rare vehicles qualify for the contest on the meadows directly next to the castle.

Various special exhibitions and themed presentations will round out the program of events at the Schloss Dyck Classic Days. One such special item on the agenda will be the presentation of classic vehicles on the Miscanthus Field – named after the decorative Chinese reed grass which grows there. For two days it will be transformed into a one-of-a-kind vast open-air museum presenting the cultural history of the automobile with many hundreds of vehicles on show. Another reason behind the strong presence of the Stuttgart-based brand is the close relationship with the official Mercedes-Benz marque clubs: Some 400 members and their vehicles from all over Europe are expected to attend.


The vehicles from Mercedes-Benz Classic at the Schloss Dyck Classic Days 2012

Mercedes-Benz 500 K “Barn Find”, 1934

Mercedes-Benz entered the market segment of the international luxury class in the 1930s with its eight-cylinder supercharged car. The “Typ 500 mit Kompressor”, or 500 K (model series W 29) for short, emerges in 1934 in eight different body styles: as a streamlined saloon with the melodic name “Motorway Courier Car”, as a 4-door saloon, back then still referred to as a “Sedan”, as a cabriolet in three variants, as a 2-door open touring car, and as a roadster. The ultimate variant was the particularly elegant and luxurious Special Roadster, only 29 of which were ever built. The 500 K and its successor, the 540 K, acquired legendary status not only on account of their superlative power and performance, but also by virtue of their beguilingly attractive and high-quality bodies. With its tailor-made form and elegant flowing lines, the “Sindelfingen Body” rose to benchmark status in the 1930s.

Mercedes-Benz 300 SL racing car (W 194), 1952

In 1952, Mercedes-Benz got involved in international motor sport again with the 300 SL racing car of the W 194 series. The basis of the vehicle was an extremely lightweight yet highly rigid tubular frame, clad in an elegantly curved light-alloy body made from aluminium-magnesium sheet metal. Because for reasons of rigidity the tubular frame builds comparatively high on the sides, the W 194 could not be fitted with conventional doors; thus the racing car ended up with its iconic gullwing doors that attach to the roof. This detail was adopted in 1954 by the production sports car 300 SL (W 198) and quickly earned it the moniker “Gullwing” in the English-speaking world.

The W 194 was powered by the six-cylinder in-line M 194 engine that was rated at 170 hp (125 kW) and had a cubic capacity of 2,996 cc. The 300 SL was presented in March 1952 and had its racing debut in the Mille Miglia in May 1952. Among the greatest achievements of the W 194 in its first and only racing season was the triple victory in the Grand Prix of Bern, the spectacular double victories in the 24-hour race at Le Mans and in the 3rd Carrera Panamericana in Mexico as well as the win in the ” Great Jubilee Prize at the Nürburgring “.

Mercedes-Benz 300 SLR (W 196 S), 1955

Mercedes-Benz won the 1955 World Sports Car Championship with the 300 SLR. This sports car was effectively a W 196 Formula 1 racing car equipped with a two-seater sports car body and a three-litre, eight-cylinder in-line engine made of light alloy in place of the 2.5-litre Formula 1 engine with its steel cylinders.

Developing 310 hp (221 kW), the 300 SLR was far superior to its competitors of 1955, as reflected by its one-two wins in the Mille Miglia, the Eifel race at the Nürburgring, the Swedish Grand Prix and the Targa Florio. The 1955 Mille Miglia was won by Stirling Moss assisted by navigator Denis Jenkinson (starting number 722) at an unsurpassed average speed of 157.65 km/h; the “prayer book” proved invaluable in achieving this victory: These pace notes, an innovation at the time, allowed Jenkinson to direct the driver Moss across Italy very effectively. Juan Manuel Fangio (starting number 658) came in second driving solo.

Mercedes-Benz 500 SL Rallye (R 107), 1981

As part of the rally activities in 1979 and 1980 with the SLC Coupés of model series 107 Mercedes-Benz also seriously contemplated using the shorter and more agile roadster. For the 1981 season four vehicles were prepared. Walter Röhrl, the top driver at the time, was hired for rally racing. Röhrl conducted extensive test drives with a Mercedes-Benz 500 SL that was equivalent to this vehicle.

For rally racing the vehicle was fitted with a shorter final-drive ratio, designed for fast acceleration at a correspondingly lower top speed. To transfer the 320 hp (235 kW) of the performance-tuned V8 engine to the road, the driven axle was fitted with a limited-slip differential with a locking rate of 80 per cent, resulting in spectacular – and in the hands of a master – at the same time safe drift angles. A special distinguishing feature of the M 117 engine was its reliability and longevity.

Also impressive was the weight reduction from 1586 to 1350 kilograms, obligatory for motor sport use. And that despite added features such an aluminium roll cage, auxiliary headlamps and all the other rally equipment. Also noteworthy was the parking brake operated by an upright lever that facilitated “setting the approach angle” of the vehicle before bends. However, the vehicle never saw any action because Mercedes-Benz ceased its rally activities before the start of the season.

Mercedes-Benz C 111, 1969

At the Frankfurt International Motor Show (IAA) in September 1969, Mercedes-Benz presented an unusual car: the C 111. The world queued up to see this “test lab on wheels” with its wedge-shaped body and upward-opening gullwing doors. The colour, an orange metallic, originally designated “rosé wine”, also helped to rivet attention. Less conspicuous, but no less unusual, were the technical innovations. The body consisted of fibreglass-reinforced plastic and was riveted and bonded to the steel-frame floor system.

The C 111 served to test the rotary engine. A three-rotor unit developing 280 hp (206 kW) provided the power and permitted a top speed of 260 km/h – quite remarkable for the time. Just a few months later a thoroughly revised version of the C 111 was shown at the Geneva Motor Show. It featured a four-rotor Wankel engine with an output of 350 hp (257 kW). The car accelerated from rest to 100 km/h in 4.8 seconds and reached a top speed of 300 km/h.

Little more was heard about the Wankel engine; diesel technology now became the focus of research. And record-breaking versions of the C 111 again captured public interest: in June 1976, April 1978, and May 1979 the C 111 completed runs on the high-speed test track in Nardo in southern Italy, which produced several absolute world records over various distances.

Mercedes-Benz SL 63 AMG Safety Car (R 230), 2008

Since 1996 Mercedes-Benz has provided the Official F1™ Safety Cars for the races of the Formula 1 world championship. The SL 63 AMG (model series R 230) provided the basis for the 2008 season. The vehicle was developed by the AMG Performance Studio and was powered by a 6.2-litre V8 engine developing 525 hp (386 kW). The Official F1™ Safety Car is always called upon when accidents, bad weather or other dangerous situations jeopardise a safe race. Fast lap times are a must for the Safety Car because otherwise the engines of the Formula 1 cars would overheat while at the same time their tyres and brakes would cool off too much. Numerous modifications to the production vehicle are required to deliver the kind of performance demanded on the racetrack.

One important aspect of this Mercedes-Benz SL 63 AMG was strategic lightweight design. Bonnet, front and rear fascia, front fenders and the boot lid are all manufactured from extremely lightweight yet strong carbon-fibre composites (CFC). Since the Safety Car is always driven with the roof closed, the Vario roof and its mechanical and hydraulic systems were eliminated as well. The Safety Car pilots also must do without insulation materials for noise control and heat reduction. The results: despite the additional weight for auxiliary equipment, such as for example the custom roof-mounted signal light bar, the extensive communications system, larger and additional coolers for engine and transmission oil, coolant and power steering, the Safety Car with full fuel and without occupants weighs 220 kilograms less than a comparable SL 63 AMG production car.

The drivers for Mercedes-Benz Classic at the Schloss Dyck Classic Days 2012

Dieter Glemser, Born in Kirchheim/Teck on 28 June 1938

Dieter Glemser’s career in the fast lane began with the Schorndorf Hill Climb race in 1960. Many class victories followed in various mountain and circuit races on the Nürburgring.

Glemser began racing for Daimler-Benz AG in 1963, winning overall in a Mercedes 220 SE at the Poland Rally and taking second place in both the Germany Rally (including a class win) and the Grand Prix of Argentina. In the following year Glemser was also part of the triple victory of the Böhringer/Kaiser, Glemser/Braungart, and Rosqvist/Falk teams at the Grand Prix of Argentina.

Glemser celebrated victory once again in 1971 with a European Champion title for Ford in the touring car championships and a win at the 24-hour Spa-Francorchamps event. He also held the title of German Motor Sport Champion in 1973 and 1974. However, following a severe accident caused by tyre damage at the touring car race in Macau, Southeast China in November 1974, he ended his active motor sport career.

In 1990, Dieter Glemser became a member of the Mercedes-Benz Motor sport team. His tenure lasted for ten years and as department manager Glemser was responsible for all organisational aspects of the Mercedes-Benz Motor sport team. Between 2001 and 2008 he worked on a freelance basis for Mercedes-AMG and Daimler AG for sport and driver safety training as well as at Classic events. He continues to drive at Mercedes-Benz Classic events to this day.

Hans Herrmann, Born in Stuttgart on 23 February 1928

After his motor sport debut Mercedes-Benz racing manager Alfred Neubauer brought 25-year-old Hans Herrmann to the works team of Daimler-Benz AG at the start of the 1954 season. Herrmann finished in third place in the Swiss Grand Prix on 22 August 1954. Driving three W 196 Streamline racing cars, the Mercedes drivers finished the Avus race on 19 September 1954 with a triple victory in the order Karl Kling, Juan Manuel Fangio, Hans Herrmann.

During the 1955 racing season, Herrmann started a total of eight sports car races and ten Formula 1 races. In the Monaco Grand Prix he sat in for Kling and suffered serious injuries in an accident. Despite a full recovery he did not race for Mercedes-Benz again because the company withdrew from motor sport in October 1955. This marked the end of Herrmann’s engagement for Mercedes-Benz.

In the following years he returned to racing car and sports car competitions. After racing in Formula 2 and Formula 1 he retired from racing in 1970 with a victory in the 24-hour race of Le Mans driving a Porsche. Herrmann continues to start for Mercedes-Benz in events with historical character to the present day.

Did you know?

Mercedes-Benz Classic will be at the Goodwood Revival (14 to 16 September 2012) with five original Silver Arrows of the 1930s – and will compete in a demonstration run with racing cars of Auto Union. It will be the biggest assembly of Silver Arrows since decades.

Mercedes-Benz SLK 250 CDI Offers Power and Performance

The Mercedes-Benz SLK 250 CDI is the most economical and most environmentally compatible roadster in its segment

The new Mercedes-Benz SLK 250 CDI marks the continuation of the company’s unique diesel engine heritage, as well as countering the common misconception that diesel engines and sports cars are incompatible. The four-cylinder diesel engine in the SLK Roadster delivers 150 kW (204 hp) from a displacement of just 2.2 litres to give the two-seater its characteristic sporty temperament. The sprint from 0 to 100 km/h (0-62 mph) takes only 6.7 seconds. Apart from all this, the Mercedes SLK 250 CDI is the most economical and therefore the most environmentally compatible roadster in its segment. It is happy with 4.9 litres of diesel fuel per 100 kilometers (63 miles) (NEDC combined consumption).With the diesel engine in the SLK Mercedes-Benz has taken the next step in a successful strategy that began in 1936 with the 260 D model – the world’s very first diesel car. The world’s oldest motor manufacturer has continued to develop these robust and economical engines ever since and, as far back as the mid-1970s, was able to demonstrate their hitherto undiscovered qualities as high-performance units in record-breaking drives with the legendary C111-II D and the C111-III. The new Mercedes-Benz SLK 250 CDI is the logical successor to these illustrious forbears.

A certain sluggishness has been accepted as an intrinsic characteristic of the diesel engine ever since Mercedes-Benz installed one in the world’s first diesel passenger car in 1936. So wrong. Some 40 years later, engineers working for the Swabian manufacturer began to look more closely at the performance potential of the thrifty compression-ignition engine – and soon discovered what they were looking for. They fitted a turbocharger to the standard 80 hp five-cylinder engine found in the 240 D 3.0 and 300 D models to elicit an impressive 190 hp from the 3-litre diesel.

With this powerful diesel engine under the bonnet of a spectacularly styled gull-wing model, painted in bright orange, Mercedes-Benz was soon geared up for some record-breaking drives. The C 111-II D powered its way to some sensational records at the Nardo circuit in southern Italy in 1976. For a whole hour, for example, it circled the high-speed track at anaverage speed of 253.770 km/h. It went on to collect further records in all categories – over distances of 10 to 10,000 kilometres and over periods of 6 to 24 hours.

No one had previously thought a diesel vehicle capable of such performance.

In April 1978, the even more aerodynamically designed C 111-III consigned these records to the scrapheap of history, with what was by that stage a 230 hp diesel engine with exhaust gas turbocharging and charge air cooling. It set a new record over one hour with an average speed of around 320 km/h, while the average over the other record distances also never fell below 314 km/h. No other diesel vehicle had ever even come close to such speeds. With these impressive records under its belt the C 111-III was able, once and for all, to prove the reliability and efficiency of the turbodiesel engine.

While these record-breaking drives were going on, development of the production version of the turbodiesel continued apace. These efforts led in 1978 to the market launch of the 300 SD, the world’s first diesel car with exhaust gas turbocharger.

In 1997 Mercedes-Benz ushered in a new era in diesel technology with the C 220 CDI. This was the first production passenger car to feature a diesel engine with common-rail direct injection. This new technology gave the car a significantly higher output and extra torque, while also setting new standards in the disciplines of fuel consumption and pollutant emissions.

That Mercedes-Benz should now for the first time be offering the sporty SLK Roadster with a diesel engine is the logical next stage in these developments. Its four-cylinder diesel engine, with a displacement of 2143 cc, delivers 150 kW (204 hp) with available torque of 500 Newton metres – as much as a petrol-engined model with more than twice this displacement would normally offer. The new SLK 250 CDIfeatures the most powerful diesel powerplant in this class, with a thrust that propels the Roadster to a very sporty level of performance.

Equipped with the standard 7G-TRONIC PLUS automatic transmission (a six-speed manual transmission will follow in the second quarter of next year), the diesel SLK can cover the sprint from zero to 100km/h in 6.7 seconds and achieve a top speed of 243 km/h. Moreover, the flexibility of the SLK 250 CDI is nothing short of phenomenal. Thanks to its enormous diesel torque it accelerates from 80 to 120 km/h in just 4.3 seconds – easily the best figure in this class, making for safe and effortless overtaking.

Apart from all this, the SLK 250 CDI is the most economical and therefore the most environmentally compatible roadster in its segment. It is happy with 4.9 litres of diesel fuel per 100 kilometres (NEDC combined consumption), which corresponds to CO2 emissions of 128 g/km. In other words, the diesel SLK combines thoroughbred sports car performance with the fuel economy of a sub-compact. This guarantees effortlessly superior driving pleasure with great fuel efficiency.

The diesel engine achieves its exemplary output, torque, fuel consumption and emissions figures, as well as its highly impressive smoothness for a diesel unit, thanks to a series of innovative technologies. These include fourth-generation common-rail injection with precise injection timing, as well as two-stage turbocharging. Like all SLK models, the SLK 250 CDI is fitted as standard with an ECO start/stop system.

The frugal fuel consumption makes the SLK 250 CDI a car with superior long-distance qualities. Using the European motorways, it is quite possible to drive non-stop from the North Sea all the way to a beach on the Mediterranean. Very comfortable sports seats, a comfortable suspension setup and the largest luggage capacity in this segment also do their bit to create the right conditions.

As it shares the same genes with the other members of the successful SLK family, the SLK 250 CDI combines lightfooted sportiness with stylish comfort, a striking sports car design and absolute suitability for day-to-day use, while also delivering top performance with exemplary ecology. This means that the diesel version, too, provides open-top driving enjoyment at an extraordinarily high level.

Likewise, the SLK 250 CDI too is available with a choice of three versions of the famous vario-roof – one of them the panoramic vario-roof with MAGIC SKY CONTROL. This glass roof can be changed from light to dark at the touch of a button. There are also three suspension variants: a conventional steel suspension, a sports suspension with a stiffer spring and damper setup and a suspension with an electronically controlled, fully automatic damping system.

Externally the new SLK 250 CDI is no different in appearance from the petrol models. It even retains the twin exhaust system, and therefore has the same stunning looks for which all the SLK models are known.

The SLK 250 CDI demonstrates just how much Mercedes-Benz has achieved with the diesel engine. A comparison of the world’s very first diesel saloon, the Mercedes-Benz 260 D of 1936, with the new diesel Roadster, reveals some astounding developments. The 260 D needed 0.3 litres of fuel per kilowatt per 100 kilometres, whereas the SLK 250 CDI requires a mere 0.03 litres – a bare tenth of the amount. We see the same picture in terms of the power-to-swept-volume ratio: the forefather of all diesel cars, the 260 D, generated 17.7 hp from one litre of displacement, while its family’s latest offspring, the SLK 250 CDI, produces 95.1 hp – more than five times the figure. The SLK 250 CDI thus shows that the diesel engine still holds remarkable potential for the future.

Ciento Once Prototype by GWA Is One of a Kind

Making careful changes to the original design and updating it with modern details, the"Ciento Once" was created

The Forgotten Gullwing. Back in 1970, this car was a hero, breaking all the records with its revolutionary Wankel diesel engine. A few prototypes where built, but never came out as a production model.

Arturo Alonso, GWA owner, felt that this beautiful and legendary car deserved a revival. Making careful changes to the original design and updating it with modern details, he created, what he calls, the”Ciento Once”.

Housed in a tubular space frame chassis, the power plant is a M120 Mercedes V12 engine with 408 HP, which can be admired trough a glass on the rear deck. The robust engine is paired with a 6-speed Cima H type transaxle and a special tuned exhaust.

The Ciento Once will feature a slightly shorter wheelbase than the original (103 in) and maintain the weight around 1,400kg. Assisted by the upgraded suspension with coil-overs, to adjust the ride and height, and the same braking set up as the S55 Mercedes Benz, this car will definitely be fun to drive.

The body will be hand made out of aluminum and includes the electric-operated rear adjustable wing to help it grip the pavement. For aerodynamics, a rear diffuser and front spoiler with a big air intake will guide the air flow into the radiators and then out through the hood vents.

The interior of the Ciento Once resembles the original from the 70’s with some updated features: carbon fiber seats covered in plaid, instrumentation modeled after a W120R MB (including the radio and the a/c control unit), brushed aluminum pedals, dashboard accent, and illuminated door sills.

Using the same set up as the SLS, the car runs on staggered GWA Type A wheels, 19X9 front and 20X11 rears, with 265/35/19 and 295/30/20 rubber.

The Ciento Once prototype, which will likely be one of a kind, will be painted in brilliant silver with black accents and matching interior.

Mercedes-Benz C111 Research Vehicle Quick Look

Mercedes-Benz C111 Research Vehicle was first introduced to the world in 1969 with a fiberglass body and gullwing doors

The Mercedes-Benz C111 Research Vehicle was first completed in 1969 and sported a fiberglass body with gullwing doors. The C111 was tested with a center mounted Wankel Engine, turbo-Diesel engine with the final C111 model hosting a 500 hp V8 Gasoline engine. Breaking several diesel and gas speed records, the most impressive records came when the Mercedes-Benz C111 set a lap speed record with Dr. Hans Leibold behind the wheel. Dr. Leibold acheived 250 mph to finish a lap in 1 minute, 56.67 seconds on May 5, 1979.

Althought Mercedes-Benz received several request for purchase of the C111, it never went into production. The Mercedes-Benz C111 instead remained a research vehicle – setting standards for the design of modern sports cars.