{"id":1307,"date":"2021-09-28T20:46:00","date_gmt":"2021-09-28T18:46:00","guid":{"rendered":"http:\/\/benz-books.com\/blog\/?p=1307"},"modified":"2024-03-21T02:41:23","modified_gmt":"2024-03-21T00:41:23","slug":"mercedes-190-sl-car-saved-sl-name","status":"publish","type":"post","link":"https:\/\/benz-books.com\/blog\/1307\/mercedes-190-sl-car-saved-sl-name\/","title":{"rendered":"Mercedes 190 SL, the car that saved the SL name"},"content":{"rendered":"

\"Mercedes<\/p>\n

Mercedes 190 SL:\u00a0The 190SL did not have an easy start in life. Not that it was the black sheep of the family, but neither was it the white swan. It was the little brother of a show business star who had been sent to a gifted plastic surgeon to make him look the part. That beauty was just skin deep, though, for underneath it all was not the talent of a thoroughbred, but the genes of a reliable, hard-working farm horse.<\/p>\n

Max Hoffman<\/a>, U.S. importer for Daimler-Benz and other brands in the 1950s, was, as we all know, behind the 300SL<\/a>. He knew his American clientele, so he asked the Daimler-Benz board not only for the super car, but also for a similar-looking beauty for people who wanted the looks, but not necessarily the price tag.<\/p>\n

Daimler-Benz<\/a>, which had no significant presence in the U.S., listened to what Mr. Hoffman had to say. But Hoffman was not satisfied with the response. At a meeting between Hoffman and Daimler-Benz executives in Stuttgart on September 2, 1953, it was suggested that the 180 Sedan<\/a> platform be used.<\/p>\n

\"Mercedes<\/p>\n

The wrong option<\/h2>\n

When Nallinger<\/a> showed Hoffman the concept of a lower-priced convertible based on the 180 sedan, the famously short-tempered Hoffman simply replied: “That’s not going to happen”. Of course, he would have been right if the project had gone ahead. Something more attractive was needed.<\/p>\n

Shortly after this meeting, on September 25, 1953, stylist Walter H\u00e4cker<\/a> showed his boss, head of design Karl Wilfert<\/a>, the first blueprints of what would become the Mercedes 190 SL prototype.<\/p>\n

\"190SL,<\/p>\n

Everyone, including Hoffman, was excited; not only did the car have similarities to the 300SL, but it also carried design elements from the 180\/190<\/a> sedan backwards from the rear fenders. After getting the go-ahead from his superiors, H\u00e4cker did something incredible: In just three days, he managed to complete the final blueprints needed to build the car.<\/p>\n

\"Mercedes<\/p>\n

Although the concept of the car was essentially born at the insistence of Max Hoffman, he did not have it his own way. For cost reasons, a number of components such as the chassis and the front suspension with sub-frame had to be shared with the 180 sedan.<\/a> This subframe was isolated from the chassis with rubber bushings and offered an almost vibration-free ride. A feature that was unheard of in a two-seater open touring car at the time.<\/p>\n

\"\"<\/p>\n

An attractive new design<\/h2>\n

Although the 180 Sedan<\/a> and 190SL<\/a> shared similar genes, there were some important differences. The 180<\/a> chassis had been shortened by 254 mm (10 in) and the rear axle was not the carry-over from the previous 170S<\/a>, but from the more powerful 220a. This meant that it already had the improved single-link, low-pivot swing axle. Fortunately, the idea to upgrade the aging side-valve engine of the 170S\/180 never came up.<\/p>\n

Instead, it was a fairly advanced four-cylinder in-line version originally developed in its basic form for the 180<\/a>. This engine was loosely based on the M186<\/a> from the larger 300<\/a> Sedan. It had a chain-driven overhead camshaft and twin Solex 44PHH<\/a> governor downdraft carburetors.<\/p>\n

The carburetor system, by the way, was designed by a 27-year-old young engineer. He later became known as the father of the M100<\/a> engine for the majestic Mercedes 600<\/a>. His name was Dr. Kurt Obl\u00e4nder. He also tested the Mercedes 190 SL<\/a> prototype for its road holding. The new engine was called M121 B II<\/a>, it had 1,897 cc (116 cu in) and offered 105 hp.<\/p>\n

\"\"<\/p>\n

Dr. Obl\u00e4nder with the running prototype<\/em><\/p>\n

Two prototypes were built<\/h2>\n

Despite some reservations from other Daimler-Benz departments and even from Dr. Nallinger<\/a> himself, it gave a respectable top speed of 172 km\/h (108 mph) and could accelerate the roadster from a standstill to 100 km\/h (62 mph) in 14.4 seconds. However, 190SL enthusiasts later agreed that the car would have benefited from an additional 30 to 50 hp.<\/p>\n

The wheelbase was 2,400 mm (94.5 in), identical to that of the 300SL. The overall length of the car was 4,220 mm (166 in), which was about 300 mm (11.8 in) shorter than its bigger brother. Gasoline consumption was fairly moderate with an average of 9 liters per 100 km (26 mpg). The 65 liter (17 gallon) fuel tank also proved to be adequate. Although never officially advertised, the car could be ordered with four different gear ratios: 3.70:1, 3.89:1, 3.90:1 and 4.10:1. The 3.90:1 was the most common, as it offered the best balance between acceleration and top speed.<\/p>\n

As promised to Hoffman, one of two prototypes of the car was sent to the New York Auto Show in February 1954, along with the 300SL<\/a>. It did not run, however, and its Solex carburetors<\/a> were made of wood. The second prototype did run and was used for testing back home. The power and performance figures published for the New York<\/a> appearance proved to be on the optimistic side.<\/p>\n

Visitors to the show, of course, were unaware of this. The public and the press admired the 190SL<\/a> and saw in it an elegant, smaller sports car sibling to the out-of-this-world 300SL<\/a>.<\/p>\n

\"190SL<\/p>\n

Mercedes 190 SL prototype vs. actual production model<\/em><\/p>\n

\"Mercedes<\/p>\n

Mercedes 190 SL is launched in 1995 in Geneva<\/h2>\n

More than a year after its introduction in New York, the Mercedes 190 SL was finally unveiled at the Geneva<\/a> Motor Show<\/a> in March 1955. Its base price in Germany was 16,500 DM ($4,125). Its starting price in the U.S. was just under $4000, making it more expensive than the elegant and fast Jaguar XK140<\/a>. In memory of the Silver Arrows<\/a> racing cars, the 190SL<\/a> was only available in silver metallic in its first year.<\/p>\n

\u00a0\"190SL,<\/p>\n

Prototype instruments lay-out vs. production version<\/em><\/p>\n

\"190SL,<\/p>\n

Gasoline consumption was fairly moderate, averaging just under 9 liters per 100 km, or about 26 mpg. Also the 65 liter or 17 gallon fuel tank proved to be quite sufficient. Although never officially advertised, the Mercedes 190SL could be ordered with four different gear ratios: 3.70:1, 3.89:1, 3.90:1 and 4.10:1. The 3.90:1 was the most common, as it offered the best balance between acceleration and top speed.<\/p>\n

\"Mercedes<\/p>\n

\"190SL,<\/p>\n

In the course of its career, the car underwent minor improvements, here is a small selection:<\/p>\n