Mercedes-Benz W 121 B II

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Mercedes Benz
MB 190 SL on 2006-07-16 (ret kl) .JPG
W 121 B II
Sales designation: 190 SL
Production period: 1955-1963
Class : Sports car
Body versions : Coupé , convertible
Engines: Petrol engine :
1.9 liters (77 kW)
Length: 4290 mm
Width: 1740 mm
Height: 1560 mm
Wheelbase : 2400 mm
Empty weight : 1180-1200 kg
successor Mercedes-Benz W 113

The Mercedes-Benz W 121 B II (sales name Mercedes-Benz 190 SL ) is a sports car from Daimler-Benz , which was offered as a convertible from 1955 to 1963 (optionally also available with a coupe roof ).

The number 190 in the sales designation stands for the cubic capacity measured in centiliters , the additional designation SL is short for "Sport Leicht".

Model history

General

SL rear view with the convertible top closed

The Mercedes-Benz 190 SL is technically based on the sedan of the W 121 series ("pontoon model"). To distinguish it from the pontoon model 190, the factory code W 121 was supplemented by the addition B II (for series II), so that the correct internal designation is W 121 B II . Based on the later designation of the SL models with the abbreviation R (for Roadster, from model series 107 ), the 190 SL is occasionally referred to as the R 121.

The 190 SL was only available with a 1.9-liter gasoline engine . This was an independent development (M 121 B II) and with 77 kW (105 PS) made more than the sedan's engine of the same size.

In 1953 there were first studies of a two or four-seater variant of the 180 pontoon limousine model, the bodies of which largely corresponded to the limousine, but were rejected in favor of a design by Walter Häcker and Hermann Ahrens.

The 190 SL should come close to its "big brother", the 300 SL gullwing. The performance was, however, considerably lower (77 kW / 105 PS compared to 158 kW / 215 PS). That is why Daimler-Benz called the 190 SL a “touring sports car” in its brochures.

The coexistence of two different SL model series was unique in the history of Daimler-Benz. Only since the introduction of the SLK series have there been two different roadster models again, which is why the 190 SL is sometimes viewed as the predecessor of the SLK.

development

The 190 SL prototype for the New York exhibition in February 1954

In September 1953, the US importer of Daimler-Benz, Max Hoffman , presented his ideas for increasing US business to the company's executive board. He wanted two differently designed sports car models to complement the previously rather conservative Mercedes model range.

190 SL and 300 SL at the International Motor Sports Show in New York in February 1954

The 300 SL racing coupé from 1952, which had attracted attention in the USA by winning the Carrera Panamericana , was the basis for the conception of a real sports car . In addition to this, a sporty touring car with high everyday suitability should also be offered. Hoffman received the promise that from February 6 to 14, 1954 a study of these vehicles could be exhibited in New York at the "International Motor Sports Show".

Despite the extremely short development time of just five months, prototypes of the 300 SL and 190 SL could be made, which were enthusiastically received by visitors at the New York Motor Show and the trade press. The development of the 300 SL was already very advanced, so that production could begin in August 1954. In the course of 1954, Walther Häcker's body design team carried out several optical retouches on the New York version of the 190 SL in order to bring this vehicle closer to the shape of the 300 SL designed by Friedrich Geiger (e.g. removal of the air scoop the bonnet and retouching of the indicators, radiator grille, bumpers, rear fenders and dashboard).

The first revised 190 SL was shown at the Geneva Motor Show in March 1955 . Series production began two months later at the Sindelfingen plant , where the 300 SL was also produced. The originally targeted maximum speed of 190 km / h could not be achieved. In practice, the maximum was often reached at around 170 km / h.

At the 1955 IAA in Frankfurt am Main, the basic price of the most expensive variant, the “Coupé with hardtop attachment and fabric top”, was DM 17,650  , which, based on today's purchasing power and adjusted for inflation, corresponds to 45,100 euros. A Porsche 356 cost 13,000 DM (today 33,200 euros). With some additional equipment, the price of a 190 SL could rise to over 20,000 DM (51,100 euros). A Mercedes 180 pontoon limousine was available for half of this. The sales price in the USA was lower than that in Germany. The price in Germany remained unchanged over the entire eight-year construction period.

With 25,881 vehicles built, the concept of a touring sports car based on high-volume technology proved to be successful. The 190 SL embodied in the young Federal Republic of Germany of the economic miracle time the "we-are-again-who-feel" and was a popular prop in many German films of that era. The success of the vehicle can be summarized in the following three points:

  • comfortable touring car with the sporty design of the 300 SL and appealing driving performance
  • Compared to other touring sports vehicles, it is relatively undemanding series technology and easy handling
  • Versatility (as an open roadster or closed coupé)

photos

Facelift

Over the course of almost eight years of production, more than 400 improvements were made to the series. Most of them were inconspicuous. The following is a selection of the major changes in the 190 SL series:

  • April and September 1955: Change of the rear axle ratio from 3.70 to 3.89 - later 3.90
  • February 1956: hardtop made of steel (previously made of aluminum)
  • March 1956: Additional chrome strips on the coupé also on the roadster
  • April 1956: fan and heater blower, brake booster (type ATE T 50) supertone and flasher standard, the Roadster coupe replaced folding seat the bucket seat
  • May 1956: Time clock with manual winding in the glove box lid as standard
  • June 1956: enlargement of the rear lights (analogous to the Ponton sedan 220a and 220 S)
  • November 1956: exterior mirrors on the driver's side as standard, bonnet and trunk lid made of thicker sheet metal
  • February 1957: inside door handles with modified lock operation
  • July 1957: license plate lights on the bumper horns, front license plate cover in chrome
  • March 1958: Padded sun visors, for the passenger side with make-up mirror
  • July 1958: Steering wheel lock as standard, starter actuation with push button
  • July 1959: windscreen washer as standard
  • October 1959: Redesigned hardtop (optically matched to the 300 SL Roadster) with a large panoramic rear window
  • August 1960: New trunk lid handle and new trunk lid lock
  • September 1960: cigar lighter as standard
  • January 1961: New tank cap, heating and ventilation handles made of Hostalen plastic
  • June 1961: front turn signal in yellow
  • August 1961: New engine series M 121.928
  • October 1961: Installation of attachment points for seat belts
  • May 1962: Front wheel arches provided with PVC underbody protection for corrosion protection

Technology and innovation

construction

The body of the 190 SL was aerodynamically shaped based on the model of the 300 SL gullwing. A C w value of 0.461 was determined with the hard top .

In terms of style and dimensions, the front of the 190 SL was comparable to that of the 300 SL gullwing

Many style elements were taken over from the "big brother" 300 SL, u. a. the front mask, the bumpers, the front headlights and parts of the bonnet. The rear lights and chassis components came from the pontoon vehicles. The exterior of the 190 SL was given chrome trim in line with contemporary tastes. In the USA, bumper horns were mandatory because of the height required there; in Europe, they were available at an additional cost.

In addition to visual requirements, the engineers also considered functionality. The horizontal lancets (pointed bulges) attached to the front and rear fenders, for example, not only gave the car an elegant appearance, they also protected the vehicle flanks from blown dirt.

The body of the 190 SL was made of sheet steel, the bonnet, trunk lid, door sill and door skin were made of aluminum . The 190 SL weighed 1180 kg (1200 kg with the hardtop on). In the original concept, an unladen weight of around 1000 kg was aimed for, but necessary reinforcements on the body made the actual vehicle weight higher.

The 190 SL was offered in three versions:

  • from May 1955 Roadster with soft top - model code 121,042 - price 16,500 DM (based on today's purchasing power 42,164 euros)
  • from December 1955 coupé with hardtop attachment (i.e. without soft top / convertible top box) - model code M 121,040 - price 17,100 DM
  • from December 1955 Coupé with hardtop attachment and soft top - same model code as Coupé - price 17,650 DM (45,103 euros)

The majority of the models produced were roadsters. Here there was the possibility to retrofit a suitable hardtop. With the most expensive version, the "Coupé with roadster top", both roofs were available for year-round use. The 190 SL Coupé version was very rarely ordered because after removing the hardtop you had to rely on good weather to drive open. Likewise, a later retrofitting of the fabric top including the locking mechanism and top compartment resulted in high additional costs.

A sports version of the 190 SL was offered in the first sales brochures. For racing use (regional mountain races or rallies were thought of), better driving performance should be achieved by reducing the vehicle weight. For this purpose, the bumpers and the convertible top could be removed. In addition, the windshield could be replaced by a small, lightweight Plexiglas pane in the driver's seat and the doors could be exchanged for special light metal specimens without windows. However, only 17 vehicles of this “sport roadster” were produced (source: Motor-Klassik 2/1986); the model variant was discontinued in March 1956.

Chassis and engine

OHC four-cylinder engine in the 190 SL

Many components were based on the sedan 180 (W 120) presented in 1953, for example the floor assembly related to the Ponton model, in which the wheelbase was only slightly shortened. The newly developed single-joint swing axle was used on the rear axle .

The OHC four-cylinder engine with 1897 cm³ displacement, 105 HP and a compression of 1: 8.8 was a new development. This engine was later installed in the Mercedes-Benz 190 (code W 121 B I) presented in 1956, where it made 75 hp in a throttled version.

Since a gasoline injection was rejected by the company management for cost reasons, various carburetor alternatives from SU ( Skinner Union ) from Great Britain, the Italian company Carburatori Weber and the Deutsche-Vergaser-Gesellschaft ( Pierburg GmbH / Solex -Vergaser) offered themselves . After several series of tests and thanks to the friendly relationships between the board members of Daimler-Benz and Pierburg, two Solex flat-flow register carburettors were installed in each of the series vehicles . This decision led to one of the few weak points of the 190 SL that emerged over the years. Often the throttle valve shafts of the Solex carburetors kicked out over time; as a result, the engine run could no longer be set precisely. This also resulted in a drop in performance and a hard-to-adjust idling of the engine. The necessary carburetor overhaul was and is an expensive undertaking. The less susceptible Italian Weber carburettors were retrofitted on many used vehicles (especially those that were reimported from the USA).

The drum brakes with cooling fins ("turbo cooling") were similar to those of the larger 300 SL. From the second model year (1956), the T 50 brake booster from ATE was installed as standard . After that, the braking performance was also praised in various test reports. Disc brakes were only used in the subsequent model, the 230 SL ("Pagoda").

The transmission of the 190 SL was a further development of the four-speed transmission installed in all Mercedes-Benz passenger cars at the time. After the US study from 1954 still had a long gooseneck gearshift lever and a steering wheel gearshift was shown in the first brochures, the 190 SL received a straight gearshift lever on the transmission tunnel when series production started. An automatic transmission did not exist.

Technical specifications

Mercedes-Benz 190 SL (1955–1963)
Engine:  Mercedes-Benz M 121
Displacement 1897 cc
Bore × stroke:  85 x 83.6 mm
Compression:  8.5: 1
from engine no. 3804 (November 1956) 8.8: 1
Performance at 1 / min:  77 kW (105 PS) at 5700
Max. Torque at 1 / min:  142 Nm (14.5 mkp) at 3200
Valve control:  overhead camshaft ( OHC ) driven by duplex roller chain
Mixture preparation:  Two flat- flow register carburetors, type Solex 44 PHH
Cooling:  Water with pump and thermostat,

Contents of the cooling system: 10 l

Transmission:  fully synchronized four-speed gearbox with center shift ( rear-wheel drive )
Brakes:  Hydraulically operated drum brakes (front duplex)
with brake booster (total braking area 1064 cm²)
Front suspension:  Wishbones
Rear suspension:  Single-joint pendulum axle with longitudinal thrust struts
Suspension:  Coil springs and additional rubber springs (front with stabilizer ),
telescopic shock absorbers
Body:  Supporting all-steel body,
frame-floor system welded to the body
Wheelbase 2400 mm
Track width front / rear:  1430/1475 mm
Wheel size:  6.40-13
Dimensions L × W × H:  4290 × 1740 × 1320 mm
Empty weight (without driver):  1180 kg, with hardtop 1200 kg
Fuel consumption:  10.8-14.2 l / 100 km *
Top speed:  170-173 km / h *
Acceleration, 0-100 km / h:  14.0-14.3 s *

 * Measured values ​​from the test reports in the magazines "ADAC-Motorwelt", edition 06/1956, "Automobil-Revue", edition 11/1956 and "Auto, Motor und Sport", edition 15/1960

Furnishing

Interior

The upholstery colors of the 190 SL and 300 SL models from 1957. The leather-checked fabric combination was only available on the 300 SL gullwing.
On request, a separate transverse seat could be installed in the rear of the 190 SL.
The dashboard of the 190 SL was similar to that of the 300 SL gullwing.
Color chart of the 190 SL and 300 SL from 1957

The interior of the 190 SL was luxuriously equipped. The Roadster had MB-Tex upholstery (artificial leather) in four colors to match the paintwork. Initially, the roadster had "bucket seats" related to those of the 300 SL, and from 1956 the thicker padded seats of the 190 SL coupé were installed. Leather seat covers were standard in the coupé versions.

A separate cross seat could be installed in the rear so that a third person could be taken along and removed again in a few simple steps. If you didn't take a third person in the back, two full suitcases could be accommodated there. Tailor-made luggage sets for the rear and the trunk were available as an extra. When the soft top was closed, some utensils could be stored in the top compartment, and map pockets were attached to the doors.

The interior floor was covered with rubber mats, later there was also an interior carpet made of hair-yarn bouclé .

The heating control system with additional ventilation for defrosting the windows, which can be set separately for the driver and front passenger, was very advanced at the time.

The dashboard is related to the 300 SL gullwing: the rev counter on the left, the speedometer on the right. Below that were three other instruments: oil pressure, cooling water temperature and fuel gauges. Later, a Kienzle time clock with manual winding was added in the lockable glove box lid. The dashboard was upholstered with synthetic or real leather. A radio could be installed. The dimmable interior mirror and an ashtray were on the dashboard.

The 43 cm diameter steering wheel restricts small drivers' field of vision; a power steering did not exist. The first sun visor versions were made of metal and celluloid . In the late 1950s these were replaced by leather-covered panels; then on the passenger side with a make-up mirror.

Exterior painting

Silver-gray metallic was initially offered as a standard paint finish. A short time later there were 12 series paint jobs. In the sales documents from 1957 onwards, 27 additional colors were listed that could be ordered at an additional cost. For the coupé, there was also the option of ordering the hardtop in a different color than the lower part of the vehicle. There were ten color combinations here, but they were rarely ordered (according to information from the Mercedes-Benz interest group, MBIG, only 3.6% of all vehicles of the W 121 series were ordered with a two-tone paint finish in 1960).

Optional extras

The following special equipment could be supplied (from 1956 they were part of the standard equipment):

  • Heating and defroster fans
  • ATE T 50 brake booster
  • Headlight flasher
  • Windshield washer
  • Strong tone horn
  • lockable glove box
  • Clock in the glove compartment lid

In addition, the following optional equipment was always available at an additional cost:

  • Special colors or two-tone paintwork
  • Leather interior
  • Bumper horns
  • Whitewall tires
  • Hard top, with wooden storage box
  • Cross seat for the rear area (third seat)
  • Ski mounts
  • Becker radio with antenna
  • various suitcase equipment
  • Fog lights
  • Front seat belts (from 1961)

Production numbers

The 190 SL went into series production in May 1955. The last copy was delivered on February 8, 1963. The production figures (in brackets USA export) are distributed over the model years as follows:

  • May to December 1955: 1727 (830)
  • 1956: 4032 (1849)
  • 1957: 3332 (1806)
  • 1958: 2722 * (628)
  • 1959: 3949 (1650)
  • 1960: 3977 (1264)
  • 1961: 3792 (1509)
  • 1962: 2246 (778)
  • January 1 to February 8, 1963: 104 (54)

Total: 25,881 copies, of which 20,636 export models (of which USA = 10,368 pieces), 5245 vehicles with German delivery

*) The decline in sales in 1958 was related to the " Nitribitt affair". Many customers no longer wanted such a "disreputable vehicle" and canceled orders, and new vehicle registrations stabilized just a year later.

Contemporary perception

Press reports

Road & Track wrote in the test report 11/1955: “The most outstanding thing about the 190 SL is without a doubt the quality of its construction and workmanship. The car immediately gives a strong feeling of solidity. "

The ADAC-Motorwelt summarized the test report of issue 6/1956: “Finally, the 190 SL should be briefly identified again: the comfort and room layout according to a touring car, but travel performance approximated with a sports car, a special level of driving safety, the consumption figures of an average touring car , plus a selected elegance of the line and dignified furnishings. "

Automobil-Revue 11/1956: "With its elegant shape and the flat bonnet with the new, low and wide radiator front adopted from the sports car, the Mercedes 190 SL is generally regarded as the most beautiful creation of the Daimler-Benz company."

Sports Car World stated in April 1957: “The 190 SL is an ideal road car that is easier to handle than a 300 SL. The 190 SL is as exciting as the 300 - in a calm, more subtle way. In the 300 SL you are simply overarmed in traffic, while with the 190 SL you are just properly equipped. The 190 SL has excellent steering properties, drives just as safely, a fully synchronized transmission, the same quality of workmanship and better rear suspension. As a sporty street car ... the 190 comes very close to our sense of perfection. "

Auto Motor und Sport stated in the 15/1960 issue: “The 190 SL owes its good reputation not only to its elegant appearance, but also to its robustness, reliability and clean driving characteristics. ... The 190 SL has proven itself many thousands of times, its owners are satisfied. Driving safety, road holding Driving performance is impeccable, bodywork and workmanship are excellent. "

There were only a few points of criticism, such as B. the somewhat tough and rough power delivery of the triple-bearing engine from 4500 rpm, the steering wheel protruding into the field of vision or the low lateral support of the front seats. At the end of its production time, the performance was only described as average, although the top speed of the 190 SL was on a par with the Porsche 356 Super 90.

Racing and rally sport results

Replica of a 190 SL in racing version with a small polycarbonate windshield and roll bar, without bumpers and hood

In addition to a few middle placements at local rally events, the biggest success was the first place of a privately converted racing SL with driver Doug Steane in the autumn of 1956 at the Macau Formula 3 Grand Prix.

Little known were the world record drives for diesel vehicles with a 190 SL in the autumn of 1961. The speed records were set on the old Hockenheimring with a 190 SL in racing version and a 65 hp diesel engine .

The reason for the low sporting success of the 190 SL was that it was too weak and too heavy; after an amendment to the FIA ​​regulations in March 1956, the roadster, as a closed convertible, would have been assigned to the GT class and had to face much stronger competition. But even after the previous "sports car" classification, the 190 SL would have had no chance in the opinion of the then Mercedes racing director Alfred Neubauer . Therefore, only a few examples of the 190 SL were made in racing version. The vehicles known today are conversions of the serial 190 SL.

The 190 SL as a classic car

Performance of the 190 SL

The 190 SL is currently one of the most coveted classic automobiles on the classic car market, with prices rising sharply (market prices have almost doubled in the last ten years). Perfectly restored copies cost up to 200,000 euros. With a 190 SL export quota of almost 80%, only just over 5000 vehicles were delivered in Germany. Most of these did not survive the 1960s / 70s due to the lack of anti-rust measures. Original German models in well-preserved substance are rare.

Interested parties often have to look for a 190 SL in the USA, but even there (preferably in the more southern states) there are hardly any good cars left. Caution is advised when re-imports, because often the vehicle history can no longer be traced beyond doubt or sloppy repairs or restorations have been carried out. In the case of a restoration, it is quite possible that sums above the actual vehicle value are reached. In this respect, the quote known in classic car circles can also apply to the 190 SL: "Acquiring an expensive vehicle is usually the better purchase."

Existence in Germany

According to the Federal Motor Transport Authority , the number of 190 SL vehicles registered in Germany on January 1, 2005 was 1,368.

Trivia

Buyer of the vehicle

Prominent owners of a 190 SL included: Gina Lollobrigida , Grace Kelly , Romy Schneider , Frank Sinatra , Cary Grant , Alfred Hitchcock , Maureen O'Hara , Zsa Zsa Gabor , Ringo Starr , Toni Sailer and Rosemarie Nitribitt .

The name "Nitribitt-SL"

The Frankfurt prostitute Rosemarie Nitribitt owned a black 190 SL with red leather seats. The murdered woman in October 1957 had contacts with wealthy customers and allegedly also with well-known personalities from politics and business. The violent death of the 24-year-old Nitribitt, which had never been clarified, filled all the tabloids for months with reports of high cash assets and sexually motivated machinations from her never identified, but only suspected suitors from the upper class.

The film adaptation of this story was a box-office hit in the cinemas in 1958: The girl Rosemarie with Nadja Tiller in the leading role showed the double standards prevailing in the upper classes of the time. In the same year, Daimler-Benz recorded a temporary but significant decline in sales of the 190 SL - the car's clean image was allegedly damaged.

Both in the 1958 movie and in the 1996 television remake of Sat.1 starring Nina Hoss , a red 190 SL was shown instead of a black one.

Replicas

Alongside the 300 SL, the Mercedes-Benz 190 SL is the most widely reproduced Mercedes-Benz model in the world. The replicas by Scheib in Germany and Gullwing in Switzerland were particularly successful .

In Japan, Duesen Bayern has had a vehicle similar to the 190 SL since February 2002 under the model name Mystar , which is based on the BMW Z3 . The manufacturer released a sports version of this car in May 2007 under the model name Agnes .

literature

  • Günter Engelen, Dieter Landenberger: W 121: 1955–1962. Stuttgart: Motorbuch-Verlag 2005, ISBN 3-613-02568-X .
  • The powerful 190 SL touring sports car . In: Motor vehicle technology 6/1955, pp. 202/203

Web links

Commons : Mercedes-Benz W 121 B II  - collection of pictures, videos and audio files

Individual evidence

  1. History of the 190SL at www.carpassion.com
  2. 50 years of the Mercedes 190 SL ; Retrieved November 3, 2010
  3. ^ Jürgen Schlegelmilch: Mercedes-Benz. Your good star on all roads. Four decades of Mercedes-Benz advertising , p. 43, Heel Verlag, Königswinter (2007) ISBN 978-3-89880-709-8
  4. The figures were based on the template: Inflation determined, rounded to a full 100 euros and apply to the previous January
  5. Contemporary witnesses on wheels. (PDF; 2.5 MB) In: Annual Report 2004. Kraftfahrt-Bundesamt, p. 31 , accessed on May 13, 2015 .
  6. Article on the affair in the world ; Retrieved November 2, 2010
  7. Car image about the Duesen Bayern MyStar , accessed on November 3, 2010.