German tuner Prior-Design recently released their PD Widebody Styling Kit for the Mercedes-Benz SL-Class (R230).  The inspiration behind their latest creation was the superlative Mercedes-Benz SL65 AMG Black Series, with main changes serving to add a widened, more aggressive stance to the model.

As described by Prior-Design, the new widebody kit includes new overwhelming fenders, futuristic facelift headlights, front spoiler with large air inlets, and a perfectly round rear bumper with integrated diffuser to top it off. The PD Widebody kit is available either inslight carbon or full carbon.

Complimenting Pior-Design’s SL styling kit, a wide wheel and tire combination is available as a complete set in the following sizes: PD1 wheels (three-piece stainless steel outer bed, black finish) in 10×20 inch with 265/30R20 (front axle) and 12×20 inch with 305/25R20 (rear axle).

And if that wasn’t enough, the German tuner made it possible to lower the car either mechanically or electronically (with integrated Airmatic).  You can see more of the Mercedes-Benz SL PD Widebody Styling Kit by Prior-Design as well as view its complete press release immediately below.  Thanks to Topspeed for the photos.

Adding to the speculation surrounding the next-generation Mercedes SLK-Class, Car magazine is the latest to weigh in on the subject, noting several of the new enhancements drivers can expect from the already sporty roadster.  As seen in past spy photos of the Mercedes SLK, the publication notes that the most noticeable design developments are the replacement of a Formula 1 style nose with a bigger, bolder grille and the inclusion of LED running lights.  Meanwhile, approximately 220 pounds of weight will reportedly be shed to boost the vehicle’s environmental impact while adding to its already sporty character.

Car goes on to speculate that one diesel engine – a twin-turbo 2.1-litre four cylinder – will be available as part of the Mercedes-Benz SLK range, and that “everything from eco BlueEfficiency tech to the latest Airscarf neck warmers and the new Aircap wind deflector should be available”.

As always, we’ll continue to keep you updated as additional information regarding the next Mercedes SLK is released.

If you’ve been patiently awaiting the arrival of the next-generation Mercedes  SLK-Class, we’ve got your latest look at the new roadster, with the camouflage minimal enough to give a relatively clear view of what we can expect.  Up front, the new grille has clearly been inspired by the SLS AMG, while the headlights, hood and front bumper have all been re-worked to match the new design.  In the rear, the changes are a  little more subtle, with noticeable differences including a now fluid trunk line (the current SLK’s trunk link bends around the tail lights) as well as smaller tail lights overall.  Under the hood, rumors are still indicating that one of the ways power will be supplied is by Mercedes’ 2.2-litre BlueEfficiency four-cylinder twin-turbo diesel (which develops 152kW and 500Nm of torque).  Of course, power will also come from a variety of petrol engines, including a possible 3.5 litre twin-turbo V6 developing somewhere in the 220 to 260kW range.

As always, we’ll keep you posted as new details of the 2011 Mercedes SLK are revealed; in the meantime, check out more 2011 SLK spy photos in the gallery below.  Thanks to Autojunk.nl and TheMotorReport.com.au for the pictures.

New spy photos have emerged that give us another glimpse as to what we can expect from the next-generation Mercedes SL-Class – a model that’s said to be coming mid to late 2012 as a 2013 model.  Unfortunately, Mercedes’ false body panels are still in place, masking much of the roadster’s actual contours; however, if you remember the last series of SL spy photos we brought you, it appears as though the model’s profile is notedly similar to that of the current SL.  Things that are said to be changing include a lower weight, thanks to a new lightweight aluminum spaceframe chassis, as well as a lower, wider stance to improve the model’s handling characteristics.  Also rumored is a variety of component sharing with the SLS, including both suspension and the SLS AMG’s seven-speed dual-clutch transmission.

We’ll of course keep you posted if we hear anything new; in the meantime, you can view more of the 2013 Mercedes-Benz SL-Class in the gallery below, or head over to TMR for the full story.

In April 1971 a new SL rolled out onto the highway, the Mercedes-Benz 350 SL. For the first time in the history of the model series an eight-cylinder power plant did duty under the long bonnet. From all sides it made the impression of a strong, self-confident, imposing open-top vehicle. Its fathers also gave it an equally well designed, removable coupé roof for the road. Besides elegance and quality the body radiated safety, since the crash behaviour of the two-seater was far ahead of its time.

Difficult decision

The decision to manufacture the R 107 series (“R” as in Roadster instead of “W” as in Wagen = car) was taken by the Board of Management after intensive debates on 18 June 1968. At dispute was whether there should be a Targa-roof version, i.e., one with a removable roof panel, instead of the fabric-topped variant, because owing to higher safety standards alarming news was to be heard from the USA regarding the licensing of open-top cars.

That a decision finally was made in favour of an open-top two-seater with a fabric roof and an additional removable hardtop can be attributed to Hans Scherenberg, the head of Development, who fought tooth and nail for it: “The SL gave me great pleasure, but also caused me great trouble. This was no easy decision for us,” he summed up the decisive meeting.

The coupé question still was unanswered, however. It was not decided that day. Discussion centred around whether one should additionally, and soon, make a four-seater sports coupé based on the R 107 series, or wait for the coming S-Class

(W 116) to build it on that basis. But then a production model would not have arrived until much later, in the mid-1970s.

Karl Wilfert, then the head of Body Design in Sindelfingen, developed – pretty much on his own authority – a coupé based on the R 107 and presented it one day to the Board of Management as a “rough draft”. Rejected at first, Wilfert managed to push through his idea of a sports coupé with the tenacity which was so characteristic of him.

And so six months after its premiere the SL was followed in October 1971 by a comfortable four-seater Sports Coupé, the 350 SLC, whose unconventional lines also found it many friends around the world in the course of the years. Internally the series was designated C 107. Up to the windscreen its appearance matches that of the open-top variant; behind the windscreen the overall height and length grows. A flat roof spans the four-seater passenger compartment in a gentle curve, going over into a large and very steep rear window that arches in two directions. The boot lid is slightly convex in shape, unlike the SL’s.

In the side view the length of the Coupé is documented, firstly, by the 360 millimetre longer wheelbase (2820 millimetres versus 2460), secondly by the line of the side windows. Without awkward B-pillars they are completely retractable, as is usual in a Mercedes-Benz Coupé. The SLC’s coefficient of drag is better than that of the SL so that the Coupé attains the same performance despite an added weight of some 50 kilograms.

A particularly noteworthy fact is that it fully lived up to its classification as a “Sports Coupé”, gaining wins for Mercedes-Benz in many rallies and long-distance races.

Safety as agenda

Béla Barényi’s safety concept with front and rear crumple zones and a rigid passenger cell found expression in the 107 series in a further developed form. The backbone of the R 107 series is not simply a shortened and reinforced saloon floor assembly, as in the predecessor, but an independent frame-floor unit with a closed transmission tunnel and box-shaped cross and longitudinal members which featured differing sheet metal thicknesses and a resultant carefully defined crumple pattern.

The SL definitely had to be an open-top car, and that being the case the only protection in a possible roll-over would be provided by the A-pillar plus windscreen. They were thoroughly redesigned and had 50 percent more strength to show than in the previously built version. In addition, to enhance its strength the windscreen was bonded into the frame. This resulted in a remarkable power of resistance in the roof-drop test with the result that the open-top car could be licensed for the USA even without a Targa bar. To complete the logic the rear window of the hardtop also was bonded into its frame.

Even in the interior there were pioneering changes to report. The hard dashboard made way for an ingenious sheet-steel design that yields on impact both in the top section and the knee area and is foam-padded. The switches and levers were recessed. Another new feature: the four-spoke steering wheel based on the latest findings of accident researchers. The proven impact absorber was still in place, but the steering-wheel rim, spokes, padded boss and hub were covered with polyurethane foam. As further safety feature the fuel tank was no longer installed in the rear end but above the rear axle, protected against collision. From March 1980 the anti-lock braking system ABS was offered; from January 1982 also airbag and belt tensioner.

A bestseller right off the bat

But it was not the safety aspects that motivated customers around the world to quickly reach for the new SL. It was the promise of an open-top automobile – the only one offered in the USA over a period of several years – that was a successful piece of work in every respect. Its distinctive front end with the dominant SL face, the wide-band headlamps and grooved indicator covers had a powerful aura; the lines of the low silhouette were harmonious – soft top open or closed, or with hardtop. And the very slight inward curve of the boot lid, along with the concave hardtop, were reminiscent of “Pagoda” days. The wide-band tail lights with their ribbed surface not only were largely insensitive to soiling, but additionally gave the rear end a touch of vigour.

Extremely conducive to comfort and ease of operation was the easily and speedily operated soft top, a refined version of the “Pagoda” top. It took just 30 seconds to open or close it. Folded, it disappeared underneath a cover that was meanwhile customary in the SL series.

A number of details underscored the car’s safety aspirations. The seats were available from the start with head restraints, and seat belts also were included. Physical well-being and driver-fitness safety were served by the heating system with its very spontaneous response, supported by new air ducting at the doors. Newly developed wind-deflecting mouldings on the A-pillars, which also served to channel off mud-laden water in the rain, and dirt-repelling covers on the exterior mirrors enabled good visibility. They kept the side windows clean even in inclement weather. The windscreen wipers arranged closely to each other in the centre of the car swept a respectable 70 percent of the windscreen area, were always optimally positioned in the flow of air and did not lift off even at higher speeds.

Engines with catalytic converter

During its 18-year “lifetime”, which was not planned to last that long, but in the end was indeed successful, this SL got a whole series of six- and eight-cylinder engines. Its model designations accordingly are quite varied.

The eight-cylinder models were led by the 350 SL (1971 to 1980), whose 3.5-litre engine (M 116) already was known from the W 108, W 109 and W 111 series. The

147 kW which it delivered at 5800 rpm helped the SL, which did weigh 1600 kilograms after all, to clock nine seconds for 0 to 100 km/h and reach a top speed of 210 km/h. The 350 SLC had identical performance figures.

From autumn 1971 onwards the 450 SL also was produced. Its engine (M 117) developed an output of 165 kW at 5000 rpm. Top speed was 215 km/h, and it needed 8.8 seconds to go from 0 to 100 km/h. In 1972 the corresponding Coupé version, the 450 SLC followed, with identical engine and identical performance. Prior to March 1973, both were destined exclusively for export to North America; after that they were included in the general sales range.

In July 1974 the SL model range was extended: as a consequence of the oil crisis of 1973, the SL and SLC now were available as models 280 SL and 280 SLC with the

2.8-litre M 110 engine. It developed 136 kW at 6000 rpm and had proven its reliability in the two years before in the “Stroke Eight” series W 114/115 and in the W 116-series

S-Class. Both models had identical performance: the top speed was 205 km/h; sprinting from 0 to 100 km/h in 10.1 seconds was possible.

So three SL engines now were available – nowadays nothing unusual, but in those days something new in the history of this model category. Only the attentive observer could distinguish between the three variants: The 280 SL could be recognised by its narrower tyres in comparison to the 350 SL and the 450 SL. In addition, the 450 SL featured an inconspicuous front spoiler which was attached to the rear lower end of the front apron and distinctly increased the radiator’s air throughput.

Between November 1975 and February 1976 the fuel injection systems of all three engines were changed for better compliance with the emission standards, which meanwhile also had become stiffer in most European countries. The electronically controlled Bosch D-Jetronic was abandoned for the newly developed mechanically controlled Bosch K-Jetronic. The changeover entailed minor losses in performance in all three cases: in the 280 SL to 130 kW at 6000 rpm, in the 350 SL to 143 kW at

5500 rpm, and in the 450 SL to 160 kW at 5000 rpm.

At the same time the compression ratios of the 2.8 and 3.5-litre engines were slightly reduced. The 3.5 and 4.5-litre engines additionally got a contactless transistorised ignition and hydraulic valve play compensation to facilitate maintenance.

The compression ratio of the 2.8-litre unit was raised to the old figure again in April 1978. With a few supporting measures the engine then regained its earlier power potential of 136 kW, but now already at 5800 rpm.

In September 1977 Mercedes-Benz launched the 450 SLC 5.0 with a V8 engine (M 117) enlarged to a displacement of five litres. A hidden innovation was the first-time application of hypereutectic cylinder contact surface machining, which made it unnecessary to insert cylinder liners. The engine delivered 177 kW at 5000 rpm, good for zero to 100 km/h acceleration in 8.5 seconds and a top speed of 225 km/h. The vehicle’s bonnet and boot lid were made of aluminium, and it had light-alloy wheels as standard. On the outside the 450 SLC 5.0 was recognisable by, among other things, a narrow spoiler on the rear end.

Revising the series

At the Geneva Motor Show in March 1980 the SL and SLC presented themselves in updated form. The interior appointments including steering wheel were matched to those of the 126-series S-Class, and the engineering was brought up to the same level. The previous three-speed automatic transmission with torque converter was replaced with a four-speed variant. Models 280 SL and 280 SLC were given a five-speed manual transmission as basic equipment. In addition, the hardtop now was included in the standard specifications of the open-top variant. But above all the light-alloy eight-cylinder engines of the 126-series S-Class, slightly modified, made their arrival in the 107 series. The six-cylinder engine of the 280 SLC remained unchanged.

The new 500 SL, equipped with the 5.0-litre V8 (M 117) familiar from the 450 SLC 5.0, replaced the 450 SL and made an output of 177 kW at 5000 rpm available, to give the new top-of-the-range model a 0 to 100 km/h acceleration of 7.8 seconds and a top speed of 225 km/h.

Models 350 SL and 350 SLC were sent off into retirement after nine years of production. Their successors were the 380 SL and 380 SLC, whose 3.8-litre light-alloy engine (M 116), with 160 kW at 5500 rpm, originated after the pattern of the five-litre unit, by enlarging the bore of the long-serving 3.5-litre V8 with grey cast iron cylinder block. Both models attained top speeds of 215 km/h and needed nine seconds to go from 0 to 100 km/h.

From the outside the new models were almost indistinguishable from the previous models, except for the model plate. All three SL models now had a light-alloy bonnet and the discreet front spoiler familiar from the 450 SLC 5.0; the 500 SL also got a light-alloy boot lid with black plastic rear spoiler, already familiar from the five-litre Coupé.

In autumn 1981 both V8 engines were thoroughly redesigned in the context of the “Mercedes-Benz Energy Concept” to reduce their consumption and pollutant emissions. Along with an increase in compression ratio the measures comprised camshafts with changed valve timing, air-bathed injection valves, and an electronic idling speed control. Owing to the altered camshaft tuning the maximum torque could be shifted to a lower engine speed range and, in the case of the 3.8-litre engine, even increased. This power plant underwent particularly far-reaching changes: to get a more favourable volume-to-surface ratio the bore was reduced and the stroke increased. The modified 3.8-litre V8 thus had a slightly larger displacement. In both eight-cylinders, in exchange, so to speak, for the improved economy, minor losses in power had to be accepted, output dropping to 150 kW at 5250 rpm in the 380 SL and to 170 kW at

4750 rpm in the 500 SL. As in the 126 series the final drive ratio was adjusted to the changed engine characteristics and made higher, from 3.27 to 2.47 in the 380 SL and from 2.72 to 2.24 in the 500 SL.

For the SLC Coupés these changes came too late, however: at the Frankfurt International Motor Show in September 1981, along with the “Mercedes-Benz Energy Concept” the 380 SEC and 500 SEC models of the C 126 series were presented, spelling retirement for the SLC models, which had been built for exactly ten years.

But even after ten years of production no thought was being given to a replacement for the SL models. Four years after the Energy Concept was presented, they even came in for extensive refinements, and so in September 1985, again at the Frankfurt show, a completely revised SL model range was introduced. The emphasis was on a restructured engine range. A discreet facelift, primarily recognisable from the front spoiler and wheels with aluminium rims (diameter: 38.10 centimetres), was also part of the package. The front axle was done over and the brakes enlarged with fixed callipers. To prevent the cars from pulling to one side during braking, the steering offset was reduced.

Comprehensive model refinement package

All engines were available in two versions: with a catalytic converter and slightly less output, and as so-called catalyst retrofit version without catalytic converter. The catalyst retrofit versions could be fitted later on with a catalytic converter, for example when the widespread supply of unleaded petrol was ensured, and had their ignition system, electronics and cable harness prepared for this.

A newly designed 3.0-litre six-cylinder engine (M 103) which had made its first appearance in the 300 E of the mid-range series W 124 nine months earlier replaced the tried and tested 2.8-litre engine, as it had already done previously in the respective S-Class Saloon. As a result the 280 SL was discontinued, and after a 22-year interruption there was again a sports car with the magic model designation 300 SL. It delivered an output of 138 kW at 5700 rpm without catalytic converter (top speed:

203 km/h; 0 to 100 km/h in 9.6 seconds) and 132 kW with catalytic converter (200 km/h; 9.9 seconds).

A new edition to the range was the 420 SL with the 4.2-litre V8 engine (M 116), which at 5200 rpm delivered 160 kW without and 150 kW with catalytic converter. It was created by adopting the bore of the original 3.8-litre engine and combining it with the stroke of the “post-Mercedes-Benz Energy Concept” 3.8-litre engine, and now replaced that unit in the SL, the S-Class Saloon and the SEC Coupé. The 420 SL accelerated from 0 to 100 km/h in 8.5 seconds (with catalytic converter: 9 seconds) and attained a top speed of 213 km/h (205 km/h).

The 5.0-litre engine (M 117) also was modified; with catalytic converter operation in mind it now had an electronic ignition system and the electronically/mechanically controlled Bosch KE-Jetronic injection system and developed an output of 180 kW at 4750 rpm. With catalytic converter the output was 164 kW at 4700 rpm. These values helped the 500 SL attain a top speed of 225 km/h (with catalytic converter: 215 km/h) and accelerate from 0 to 100 km/h in 7.3 seconds (7.8 seconds).

The most spectacular new development in the engine range was a 5.6-litre eight-cylinder (M 117), which was created by increasing the stroke of the 5.0-litre V8 and gave the SL an output of 170 kW at 4750 rpm. The 560 SL was reserved to the export markets USA, Australia and Japan. Fitted with an emission control system in the US version it had a top speed of 223 km/h and sprinted from 0 to 100 km/h in 7.7 seconds.

Production of the R 107 series ended in August 1989, more than 18 years after the production start-up of the 350 SL. With that this SL series set an internal record that probably never will be broken: in the entire history of the company no other passenger car series has ever been produced over such a long period. All told, in Sindelfingen 237,287 open-top cars were built, a number which impressively demonstrates the great popularity of the 107 series. Of the Coupé a total of 62,888 were built from 1971 to 1981.

The R 107 series in the press

In a first test of the Mercedes-Benz 350 SL auto motor und sport, Germany, No. 9, 1971, wrote: “Good suspension comfort, definitely up to saloon standard, proves to be an essential feature of the 350 SL: at low and high speeds it absorbs big bumps well and takes small bumps in a way that they never are a disturbance even on very poor roads.”

In 1986 Road & Track, USA, No. 11, 1986, compared the Mercedes-Benz 560 SL, which was in the last era of its production, with the Cadillac Allanté and summed up: “Legendary quality is Mercedes’ primary stock in trade. But brilliant performance and outstanding ABS braking have freshened it this year. Against these attributes, Cadillac brings better handling and greater luxury to bear while failing to match Mercedes’ performance and quality.”

New spy photos have emerged thanks to the fine gentlemen of Motor Trend that provide some glimpses as to what we can expect from the next-generation Mercedes SL-Class.  Making the spy photos even better is the fact that accompanying the next-gen SL, a current model is also present, thus making comparisons between the two a little easier task.

Overall, it appears the next SL will maintain overall proportions similar to the current model (in other words, this isn’t going to be anywhere near magnitude of changes we saw the SL undergo in 2003).  A flatter nose is visible, even with heavier camouflage up front, while repositioned mirrors are another obvious change.  Inside, new air vents like those of the SLS AMG are present, while the navigation screen has been enlarged and moved up.

As for the rest of the changes, I’ll let you check out the photos and judge for yourself.  To see more of the next-generation Mercedes SL, visit the spy photo gallery below or head over to Motor Trend where you can view the original article in its entirety.

New spy photos have emerged today showcasing the next-generation 2011 Mercedes SLK-Class.  Looking at the photos, numerous styling traits from the SLS AMG are present, with notable similarities including the front grille and overall shape in the rear.  From a size standpoint, the 2011 SLK appears to maintain the general proportions of the current model, while the retractable hard top remains present as well.

Rumors indicate the 2011 Mercedes SLK could make an appearance as early as September at the Paris Auto Show, while some expect it will debut at next year’s Geneva Motor Show.  Whenever the official launch, expect the roadster to be powered by a new range of engines, including (for the first time) a diesel variant.  We’ll keep you posted if we hear anything new; in the meantime you can see more 2011 SLK spy photos in the gallery below or view the full SLK spy gallery over at Car Advice.

It’s certainly no secret Mercedes has been working on a roadster variant of the SLS AMG, and now new renderings have appeared from the European patent office outlining (literally) the model from a variety of angles.  As expected, the SLS AMG Roadster will be equipped with a cloth top as well as traditional front-hinged doors.   Aside from these differences, the model will maintain the overall form of the traditional Gullwing variant.

Rumor has it production of the 2012 SLS AMG Roadster will commence in early 2011, while European deliveries will start at the end of spring the same year.  For more details of the 2012 Mercedes SLS Roadster, you can check out the full gallery below.

The last examples of the Mercedes-Benz SLR Stirling Moss are currently being built, bringing the active era of the SLR super sports car from Mercedes-Benz and McLaren to an end. In 2004, with the swing-wing Coupé, Mercedes-Benz and McLaren jointly set out to continue the story of the legendary SLR racing sports cars of the 1950s. Five exciting variants in the SLR family have been produced – two coupés, two roadster versions and finally the uncompromisingly purist SLR Stirling Moss. This breathtaking, high-speed racer is a limited edition of 75 examples, and is the final chapter in the modern SLR story. Overall 2000 SLR models have been produced – substantially more than any other sports car in this elite category. An SLR also represents a membership ticket to the SLR. CLUB. The spirit of the SLR will live on in this exclusive community of gentleman-drivers even after production ceases.

Three letters are all it takes to make car fans go into raptures: SLR. On paper, the legendary name simply stands for “sporty”, “light” and “raceworthy”. But, for connoisseurs, this magical combination of letters designates a dream car of special standing, promising unequalled driving enjoyment – a unique symbiosis of outstanding dynamics, superior performance and exceptional comfort.

In January 2009 Mercedes-Benz presented the most spectacular and uncompromising version of the reinterpreted 300 SLR as the last model in the SLR family – the SLR Stirling Moss. With neither a roof nor a windscreen to separate the driver and front passenger from nature, allowing them to enjoy sheer high-speed excitement with all the attributes of a speedster. Further attributes of the new Mercedes-Benz SLR McLaren Stirling Moss include highly sophisticated technology and breathtaking design that provides a new take on the SLR legend. A V8 supercharged engine developing 478 kW (650 hp) accelerates the SLR Stirling Moss from zero to 100 km/h in less than 3.5 seconds, and is good for a top speed of 350 km/h – performance that no other standard-production car can match. This extreme concept makes the new high-performance sports car a worthy and legitimate bearer of the name of British motor-racing legend Stirling Moss, who piloted the legendary Mercedes-Benz SLR racing cars to a succession of victories in the 1950s.The SLR Stirling Moss accompanied by the 300 SLR and members of the SLR. CLUB celebrated its maiden journey at this year’s Mille Miglia, in the hands of the former Mercedes Formula 1 drivers Mika Häkkinen and David Coulthard. Sir Stirling Moss himself had even made a return to Brescia to be an eye-witness to this historic event. The SLR Stirling Moss is a limited edition of 75 examples, and production of the SLR series will then cease at the end of 2009.

The SLR spirit lives on

The SLR project was conceived for a limited period, and as a limited edition, from the very start, and is now coming to a magnificent, entirely fitting end with the SLR Stirling Moss. The SLR spirit lives on, however, and will be perpetuated by the enthusiastic members of the SLR. CLUB. In addition to a passion for driving, the members of this exclusive community of gentleman-drivers, all of whom have an SLR model in their garages, share a discerning, sophisticated lifestyle and the enjoyment of encounters with like-minded enthusiasts. The high-quality event calendar of the SLR. CLUB includes driving events on the most demanding race circuits, participation in the Mille Miglia and tours covering the most picturesque routes in Europe. Individual, long-term backup and care at the very highest level for SLR. CLUB members is assured by dedicated Mercedes-Benz personnel well beyond the end of production.

The birth of a legend

The SLR legend was born in 1955, when Rudolf Uhlenhaut, then head of passenger-car testing and in charge of racing-car development at Mercedes-Benz, transformed a fascinating idea into reality. He combined the design and technology of the spectacular Mercedes-Benz 300 SL “Gullwing” model produced since 1954 with the outstanding characteristics of the 300 SLR, one of the most successful racing machines of all time, which at that time dominated all the major road races – above all the notorious Tourist Trophy in Northern Ireland and the two Italian classics: Targa Florio and Mille Miglia. Here Stirling Moss and Dennis Jenkinson piloted the racing Mercedes to victory in a record time that still stands to this very day. But the Brits were not the only ones to achieve success in the Mercedes-Benz 300 SLR. Juan Manuel Fangio, who went on to become Formula-1 World Champion five times, and the speedy Karl Kling drove the sports car from Untertürkheim to many a place on the rostrum.The road-going Coupé version of this legendary racing machine – better known as the “Uhlenhaut Coupé” among automotive aficionados – was at the heart of the passionate affection for the SLR held by automotive enthusiasts.

High-class synthesis of legend, performance and comfort

The models in the Mercedes-Benz SLR McLaren family, which have been rolling off the assembly lines at the world championship-winning team’s headquarters in Woking since 2004, are the most emphatic reminders of the glory years of the SLR during the 1950s. They have brought the core values of the historic SLR models into the modern era – an exciting design featuring many details reminiscent of its predecessors, innovative technology and carefully hand-crafted, high-grade materials. They also continue the tradition of the high-class Gran Turismo models in time-honoured fashion. The Mercedes-Benz SLR McLaren models offer a beguiling mix of optimum handling, extremely high speed and outstanding acceleration, not to mention a wealth of exquisite appointments, all of which makes for a truly unique driving experience.

To keep faith with the traditionally unique standing of the SLR, Mercedes-Benz and McLaren Automotive pooled all of their extensive motor-racing know-how to produce the super sports car. By way of example, the SLR models set the very highest of standards in terms of handling, rigidity and safety for high-performance cars thanks to the extremely widespread use of exceptionally lightweight yet very strong carbon-fibre materials, including the carbon-fibre front structures based on Formula 1 monocoque constructions, which optimise the car’s crashworthiness.

Outstanding powerplant for the front-mid-engine concept

In addition to this, the front-mid-engine concept allows the masses to be concentrated near the centre of the car, which makes for a low mass moment of inertia and consequently exceptional agility and handling dynamics. This concept, together with a chassis configuration born on the racetrack, forms the basis for optimum handling and peerless driving enjoyment.Here an important part is also played by the powerful high-tech engine with motor-racing genes, which was developed at Mercedes-AMG and provides power in abundance. In the Coupé and Roadster models, the driver can call upon 460 kW (626 hp) from the eight-cylinder powerplant with a displacement of 5.5 litres, while the “722” models develop 478 kW (650 hp), ranking the SLR engines among the most powerful units for road-going production sports cars.

Exciting design and exquisite interior

The design of the SLR high-performance sports cars generates sheer excitement by virtue of the stretched bonnet, taut waistline, rear-set passenger cell and short rear end of the Coupé and Roadster – making the thrill of high-speed performance visible as well. Features born on the racetrack include the downforce-enhancing aerodynamic concept incorporating a diffuser, an enclosed underbody, a spoiler and the AIRBRAKE.

As for the interior of the Mercedes-Benz SLR McLaren models, the designers have created a synthesis of puristic sports-car feeling and extraordinary luxury. Exquisite materials such as carbon fibre, aluminium and leather developed exclusively for the SLR are of the highest quality and exclusivity. They dominate the passenger area of the Gran Turismo and further emphasise the unique nature of the car.

As you may remember, about a month ago we brought you the details of a special concept vehicle known simply as the F-Cell Roadster. Inspired by the legendary Benz patent motor car and featuring design traits of modern F1 race cars, the F-Cell’s 1.2 kW hybrid drive allows the model to reach a top speed of 15 mph and achieve an operating range of 217 miles.

Over the weekend, the F-Cell Roadster took to the road, completing a portion of the historic route once traveled by Bertha Benz – a journey that has since been recognized as the first long distance journey in an automobile.  Specifically, the F-Cell Roadster started in Manheim, where it was then driven via Ladenburg and Heidelberg before passing its symbolic finish line at the chemist’s shop in Wiesloch – the location where Bertha Benz stopped to refuel in 1888.

Commenting on the F-Cell Roadster’s journey, Dr. Thomas Weber, the member of the Daimler AG Executive Board responsible for corporate research and development at Mercedes-Benz Cars, notes:  “This trip by the F-CELL Roadster is symbolic of the current change taking place in automobile engineering.  At that time Bertha Benz was not yet able to purchase the petrol she needed at a filling station, and for emission-free mobility we are also dependent on the widespread distribution of fuels for the future – electric power and hydrogen. But just as Bertha Benz refused to be discouraged by inconveniences in her day, we are just as determined to help ensure that these technologies achieve their breakthrough.”

To see photos from the Mercedes F-Cell’s trip, keep scrolling for the full photo gallery highlighting the event (click any picture to enlarge).  You can also read more about the F-Cell Roadster as well as Bertha Benz’ historic route in the official press release, also included below.