วันจันทร์ที่ 26 ธันวาคม พ.ศ. 2554

>>Mercedes MGP W02


>>Mercedes MGP W02


Michael Schumacher 2011 Malaysia Qualify.jpg
Category Formula One
Constructor Mercedes GP
Predecessor MGP W01
Technical specifications
Chassis Moulded carbon-fibre and honeycomb composite monocoque
Suspension (front) Wishbone and pushrod activated torsion springs and rockers
Suspension (rear) Wishbone and pullrod
Engine Mercedes-Benz FO 108Y 2,400 cc (146.5 cu in) 90° V8, limited to 18,000 RPM Naturally aspirated, 18,000 RPM limited with KERS, mid-mounted
Transmission Mercedes seven-speed semi-automatic carbon-fibre sequential gearbox with reverse gear hydraulic activation hand-operated, seamless shift
Weight 640 kg (1,411 lb) (including driver)
Fuel Petronas
Tyres Pirelli P Zero
BBS Wheels (front and rear): 13"
Competition history
Notable entrants Mercedes GP Petronas
Notable drivers 7. Germany Michael Schumacher
8. Germany Nico Rosberg
Debut 2011 Australian Grand Prix
The Mercedes MGP W02 is a Formula One racing car, the second car designed and built by Mercedes Grand Prix after buying 2009 World Constructors' Champions Brawn GP. The car will be driven by seven-time World Drivers' Champion Michael Schumacher and Nico Rosberg in the 2011 Formula One season. The car was unveiled at the Circuit Ricardo Tormo in Valencia, Spain on 1 February 2011. Two days before the car was unveiled, Mercedes released a render of the car showing a more traditional approach to the airbox than the one Mercedes used on the MGP W01 chassis and a darker silver livery.Both Schumacher and Rosberg drove the car on the first day of the Valencia tests.

>>Mercedes MGP W01<<

Schumacher Bahrain 2010 (cropped).jpg
Category Formula One
Constructor Mercedes GP
Designer(s) Thomas Fuhr (Managing Director)
Kevin Taylor (Chief Designer)
Loïc Bigois (Head of Aerodynamics)
Craig Wilson (Head of Vehicle Engineering & Dynamics)
Predecessor Brawn BGP 001
Successor MGP W02
Technical specifications
Chassis Moulded carbon-fibre and honeycomb composite monocoque
Suspension (front) Wishbone and pushrod activated torsion springs and rockers
Suspension (rear) as front
Engine Mercedes-Benz FO 108X 2,400 cc (146.5 cu in) 90° V8, limited to 18,000 RPM naturally aspirated mid-mounted
Transmission Mercedes seven-speed semi-automatic carbon-fibre sequential gearbox with reverse gear hydraulic activation
Weight 620 kg (1,367 lb) (including driver)
Fuel Petronas
Tyres Bridgestone
BBS Wheels (front and rear): 13"
Competition history
Notable entrants Mercedes GP Petronas
Notable drivers 3. Germany Michael Schumacher
4. Germany Nico Rosberg
Debut 2010 Bahrain Grand Prix


The Mercedes MGP W01 was a Formula One motor racing car designed and built by the Mercedes GP Petronas team for the 2010 season and was driven by the returning seven-time World Champion Michael Schumacher and Nico Rosberg. The car was revealed at the Circuit Ricardo Tormo near Valencia at the first official test of the year on February 1. The team's silver livery was officially unveiled at the Mercedes-Benz Museum in Stuttgart on January 25, 2010 on the chassis of a Brawn BGP 001 following Mercedes' purchase of the championship-winning team of 2009.

The team's achievements in their first season did not come close to those of Brawn the previous year, with the Mercedes battling Renault for the title of 'best of the rest' behind the leading three teams of Ferrari, McLaren and Red Bull. Rosberg finished on the podium three times, at Sepang, Shanghai and Silverstone. Schumacher's best finishes were three fourth places. He did not score a race win, podium, pole position or fastest lap for the first time since his début season in 1991, and also scored the worst finish of his F1 career at Valencia, where he finished fifteenth. Schumacher was penalised for dangerous driving after forcing his former Ferrari team-mate Rubens Barrichello towards the pit wall at 180 mph (290 km/h). At the last race in Abu Dhabi Schumacher spun while trying to overtake Rosberg and was hit by Vitantonio Liuzzi's Force India.

The team finished fourth in the Constructors' Championship, with 214 points.



Nico Rosberg finished on the podium at the Malaysian Grand Prix; Mercedes' first podium as a works entry since 1955.



Some parts of the W01 were revised as part of the upgrade at the Spanish GP; increasing the wheelbase of the car to improve the weight distribution, as well as changing the engine cover design. The shorter wheelbase was used again at the next grand prix, deemed more suitable for the narrow streets of the Monaco GP circuit.


>>Mercedes-Benz W154


Mercedes-Benz W154


Mercedes-Benz W154 vl EMS.jpg
Category Grand Prix
Constructor Mercedes-Benz
Designer(s) Max Sailer, Albert Heess, Max Wagner, Rudolf Uhlenhaut
Technical specifications
Chassis Oval tubular frame
Suspension (front) Independent suspension with wishbones, coil springs, hydraulic dampers
Suspension (rear) De Dion axle, torsion bars, cockpit adjustable hydraulic dampers
Engine M154 & M163 3.0 litre V12 (60°) supercharged front-engine, longitudinally mounted
Transmission Mercedes-Benz 5-speed manual transmission ZF differential
Weight 980 kg (2,161 lb) (1938)
910 kg (2,006 lb) (1939)
Tyres Continental
Competition history
Notable entrants Daimler-Benz AG
Notable drivers Manfred von Brauchitsch, Rudolf Caracciola, Juan Manuel Fangio, Karl Kling, Hermann Lang, Richard Seaman
Debut 1938 Pau Grand Prix (non-championship)
1938 French Grand Prix (European Championship)

The Mercedes-Benz W154 was a Grand Prix racing car designed by Rudolf Uhlenhaut. The W154 competed in the 1938 and 1939 Grand Prix seasons and was used by Rudolf Caracciola to win the 1938 European Championship.
The W154 was created as a result of a rule change by the sports governing body AIACR, which required supercharged engine capacities to be limited to 3000cc. Mercedes' previous car, the W125 used a 5700cc engine and was therefore ineligible to be entered. Mercedes decided that a new car, designed from the outset to comply with the new regulations would be preferable to modifying the existing car and thus designed the W154.
Although using the same chassis design as the 1938 car, a different body was used for the 1939 season and the M154 engine used during 1938 was replaced by the M163. As a result of the new engine, the 1939 car is often mistakenly referred to as a Mercedes-Benz W163.

Concept

For the 1938 season, Grand Prix racing's governing body AIACR moved from a formula limited by weight to one limited by engine capacity. This meant Mercedes-Benz's previous car, the W125, was not eligible for entry into 1938 Grands Prix. When designing the new car, Mercedes based the chassis on that used in the W125. The new engine regulations allowed a maximum capacity of 3000cc with a supercharger or 4500cc without. After testing both types, Mercedes chose to use a supercharged 3000cc variant.

Chassis and suspension

A W154 being demonstrated in 1986 by Hermann Lang
The chassis was largely based on that of the preceding W125. The frame was constructed using oval tubes made of nickel-chrome molybdenum to provide a stiff chassis.
The bodywork of the W125 was aluminium metal, which like its predecessors was left unpainted in its bare silver colour. This brought Mercedes' cars during this period, including the W154, the nickname of Silver Arrows.
The suspension was also near identical to the W125. The rear consisted of De Dion tube, a non-independent suspension designed to keep the two rear wheels in parallel using a solid tubular beam. The rear also had hydraulic rear dampers, which were possible to adjust from within the cockpit during a race.

Engine and transmission

Due to the new regulations, a completely new engine was used for the 1938 season. The M154 was a 3000cc supercharged V12, attaining an output between 425-474 horse power. In 1939, the 2-stage supercharged version of this 2,961.54 cc V12 engine (67.0 x 70.0 mm) recorded a test bed power of 476 BHP (483 PS) at 7,800 rpm.
To compensate for the smaller engine compared to the W125, the W154 had an extra gear with a 5-speed manual transmission. The first gear was protected by a latch to avoid being engaged accidentally.

 Racing history

1938

A W154 in 1938 configuration in the Mercedes-Benz Museum.
The W154 made its debut in the opening race of the 1938 season, the non-championship Pau Grand Prix in April. Two cars were entered, for Caracciola and Lang. Lang crashed during practice and the team withdrew his car, leaving Caracciola the lone W154 driver in the race. René Dreyfus took pole position in a Delahaye, but Caracciola was second and managed to beat Dreyfus away from the line at the start of the race. Despite leading the race, Caracciola was suffering from an old leg injury, and when he pitted for fuel he handed the car over to Lang. Dreyfus took the lead, but would not need to pit as his Delahaye's lower fuel consumption meant he could complete the race non-stop. Lang's car developed a spark plug problem and finished the race in second place, nearly two minutes behind Dreyfus' winning car. The car's next outing at Tripoli, again a non-championship race, was much more successful. The three cars that were entered for Lang, von Brauchitsch and Caracciola qualified first, second and third respectively. The gap from Caracciola to fourth placed Clemente Biondetti was over three seconds. The cars retained these positions at the end of the race and although von Brauchitsch and Caracciola had both suffered engine problems, Caracciola still finished over eight minutes ahead of fourth placed Raymond Sommer.
The first race of the European Championship was the French Grand Prix, held at the Reims-Gueux circuit. Three cars were entered, for Caracciola, von Brauchitsch and Lang. A poor turnout meant that there were only nine competitors. Team manager Alfred Neubauer offered to enter a fourth W154 for Richard Seaman, but the organisers insisted on a maximum of three cars per team. Lang took pole position, with von Brauchitsch second and Caracciola third, ahead of the two Auto Unions of Christian Kautz and Rudolf Hasse. The Mercedes-Benz cars led from the start. After two laps, four cars had retired, leaving only the Mercedes-Benz and Talbot cars in the race, the Talbots already a minute behind. Lang had difficulties in a pit-stop and Caracciola's engine started firing on only eleven of its twelve cylinders. This left von Brauchitsch to claim victory ahead of Caracciola and Lang. The only other finisher was René Carrièrè in a Talbot, ten laps behind.
Three weeks after the French Grand Prix came the second race of the European Championship, the German Grand Prix. Four W154s were entered and they took the first four positions on the starting grid; von Brauchitsch took pole position from Lang, Seaman and Caracciola. At the start, Lang took the lead but on lap three his car's spark plugs oiled up and he had to make an emergency pit stop. Shortly afterwards, team manager Alfred Neubauer brought Lang in to the pits so that Walter Bäumer, a reserve driver for Mercedes-Benz, could take over. Lang's mechanical problems allowed von Brauchitsch to take the lead. Meanwhile, Caracciola had been struggling with abdominal pain and stopped on lap ten to allow Lang to take over his car. Von Brauchitsch came in for his second pit stop on lap sixteen, followed by Seaman in second position. During von Brauchitsch's pit stop, a mechanic spilt fuel over the car which was then ignited by a spark from the car's exhaust pipe. This allowed Seaman to exit the pits in the lead of the race. When his car's fire had been extinguished, von Brauchitsch also left the pits, only to crash his car later during the lap. Seaman continued on to win the race, followed by Lang in Caracciola's car. Lang's car, being driven by Bäumer, retired from the race with engine problems.
Following the French Grand Prix, Mercedes-Benz travelled to Italy to contest two non-championship races - the Coppa Ciano at Montenero and the Coppa Acerbo at Pescara. For the Coppa Ciano, Caracciola was entered in an experimental car with a larger saddle tank and a shorter tail section. Pole position went to Carlo Felice Trossi in a Maserati 8CTF, but he retired on lap eight with engine troubles. Caracciola retired due to a punctured fuel tank, leaving von Brauchitsch to win from Lang. After the race, von Brauchitsch was disqualified for receiving outside assistance, which left Lang as the winner. At the Coppa Acerbo, Mercedes-Benz failed to win the pole position for the second race in a row; Tazio Nuvolari took pole position for Auto Union. In the race, Nuvolari retired when his differential broke, leaving Caracciola to win. The two other W154s of von Brauchitsch and Lang retired with engine problems. Lang's car caught fire after a conrod severed the fuel pipe to his car's engine; the fire burnt away all of the aluminium bodywork.[8][9]

1947-1957: Indianapolis 500

Don Lee's W154 at Indianapolis in 1947.
After the war, the W154 designated as chassis nine was discovered in Czechoslovakia. This was the car with which Lang had won the Coppa Ciano in 1938. The car was sold to Don Lee, an American racing team owner. During 1938, the rules for the Indianapolis 500 were modified to allow the European Grand Prix cars to compete, and in 1947, Lee entered his W154 with Duke Nalon as the driver. Nalon discovered that Riley Brett, an Offenhauser mechanic, had obtained some Mercedes engine blueprints. Nalon was able to make copies and from these, the team was able to prepare the engine. The mechanics started the engine but left it running on idle which caused the fuel to condense in the engine manifold. Due to the engine being mounted at an angle, the rear cylinders filled up with fuel, breaking the conrods and one piston. A new piston was hastily sand cast in time for the race.
Although Nalon set the second fastest qualifying speed, the qualifying system meant that he would start the race from 18th position. During the race, the replacement piston failed after 119 laps and the car had to retire from the race.
Nalon was not rehired for the 1948 race. Ralph Hepburn was to be the driver, having not found a drive for the previous season's race. Hepburn later decided to instead drive a Novi for team owner Lew Welch. Meanwhile, one of Welch's drivers, Chet Miller, had decided that the Novi was too difficult to drive. Miller agreed to drive the W154 for Don Lee. He qualified the car in 19th position, but come the race, had to rely on a relief driver after 29 laps. Ken Fowler took over on lap 30 and he handed it over to Louis Tomei on lap 50. Tomei continued through to lap 108, when the car had to retire with oil problems.
In 1949, Don Lee sold his W154 to Joel Thorne, another team owner. Thorne had the Mercedes engine removed and a Sparks straight-six engine installed. The car's bonnet no longer fit, so a new one had to be manufactured. Thorne drove the car himself, but failed to qualify for the race.
Alfred Neubauer attended the 1949 race, in order to investigate the feasibility of a works Mercedes entry at Indianapolis. Neubauer studied Lew Welch's Novi team, and based on the information he had gained, Mercedes attempted to adapt the W154 for oval racing. The target was an entry in the 1951 Indianapolis 500. The cars were entered for two races in Argentina that year and attained two second place finishes. However, Mercedes discontinued the programme.
The ex-Don Lee W154 made one final appearance at Indianapolis in 1957. The car was now owned by Edward Shreve, and had a Jaguar straight-six engine fitted. Danny Kladis drove the car, but failed to qualify for the race.

Complete results

Race results

European Championship results

Year Team Engine Drivers 1 2 3 4
1938 Daimler-Benz AG Mercedes-Benz M154 FRA GER SUI ITA
Hermann Lang 3 Ret 10 Ret
Manfred von Brauchitsch 1 Ret 3 Ret
Rudolf Caracciola 2 2 1 3
Richard Seaman 1 2 Ret
1939 Daimler-Benz AG Mercedes-Benz M163 BEL FRA GER SUI
Hermann Lang 1 Ret Ret 1
Manfred von Brauchitsch 3 Ret Ret 3
Rudolf Caracciola Ret Ret 1 2
Richard Seaman Ret
Heinz Brendel Ret
Hans Hartmann 6
Colour Result Points
Gold Winner 1
Silver 2nd place 2
Bronze 3rd place 3
Green Completed more than 75% 4
Blue Completed between 50% and 75% 5
Purple Completed between 25% and 50% 6
Red Completed less than 25% 7
Black Disqualified 8
Blank Did not participate 8
Bold – Pole
Italics – Fastest lap

 Non-championship results

Year Event Venue Driver Result Category Report
1938 Pau Grand Prix Pau Rudolf Caracciola
Hermann Lang
2 Grand Prix Report
Tripoli Grand Prix Mellaha Hermann Lang 1 Grand Prix Report
Manfred von Brauchitsch 2
Rudolf Caracciola 3
Coppa Ciano Livorno Hermann Lang 1 Grand Prix Report
Rudolf Caracciola Ret
Manfred von Brauchitsch DSQ
Coppa Acerbo Pescara Rudolf Caracciola 1 Grand Prix Report
Hermann Lang Ret
Manfred von Brauchitsch Ret
Donington Grand Prix Donington Park Hermann Lang 2 Grand Prix Report
Richard Seaman 3
Manfred von Brauchitsch 5
Walter Bäumer Ret
1939 Pau Grand Prix Pau Hermann Lang 1 Grand Prix Report
Manfred von Brauchitsch 2
Rudolf Caracciola Ret
Eifelrennen Nürburgring Hermann Lang 1 Grand Prix Report
Rudolf Caracciola 3
Manfred von Brauchitsch 4
Hans Hartmann 8
Richard Seaman Ret
Belgrade City Race Kalemegdan Park Manfred von Brauchitsch 2 Grand Prix Report
Hermann Lang Ret
1947 Indianapolis 500 Indianapolis Duke Nalon Ret American National Championship Report
1948 Indianapolis 500 Indianapolis Chet Miller*
Ken Fowler
Louis Tomei
Ret American National Championship Report
1949 Indianapolis 500 Indianapolis Joel Thorne DNQ American National Championship Report
1951 Juan Peron Grand Prix Costanera Hermann Lang 2 Formula Libre Report
Juan Manuel Fangio 3
Karl Kling 6
Eva Peron Grand Prix Costanera Karl Kling 2 Formula Libre Report
Hermann Lang 3
Juan Manuel Fangio Ret
1957 Indianapolis 500 Indianapolis Danny Kladis DNQ American National Championship Report
† The Grand Prix class was run at the same time as the Voiturette class.
* Fowler and Tomei were relief drivers for Miller. Miller drove laps 1-29, Fowler drove laps 30-50 and Tomei drove from 51-108, when the car retired.

>>Mercedes-Benz W125


Mercedes-Benz W125


Mercedes-Benz W 125 Donington.jpg
Category Grand Prix
Constructor Mercedes-Benz
Designer(s) Max Sailer, Albert Heess, Max Wagner, Rudolf Uhlenhaut
Technical specifications
Chassis Tubular frame
Suspension (front) Independent suspension with wishbones, coil springs, hydraulic dampers
Suspension (rear) De Dion axle, torsion bars, hydraulic dampers
Engine Mercedes-Benz M125 5.6 litre Straight-8 supercharged
Transmission Mercedes-Benz 4-speed transverse
Fuel Methanol/benzol blend
Competition history
Notable entrants Daimler-Benz AG
Notable drivers Manfred von Brauchitsch, Rudolf Caracciola, Hermann Lang, Richard Seaman
Debut 1937 Tripoli Grand Prix



The Mercedes-Benz W125 was a Grand Prix racing car designed by Rudolf Uhlenhaut to race during the 1937 Grand Prix season. The car was used by Rudolf Caracciola to win the 1937 European Championship and W125 drivers also finished in the second, third and fourth positions in the championship.
The supercharged engine, with 8 cylinders in line (94.0 x 102.mm) and 5,662.85 cc (345.56 CID), attained an output of up to 595 horse power (444 kW) in race trim. The highest test bed power measured was 637 BHP (646 PS) at 5,800 rpm. It gave 245 BHP (248 PS) at a mere 2,000 rpm. In 1938, the engine capacity of supercharged Grand Prix cars was limited to 3000cc, and the W125 was replaced by the Mercedes-Benz W154.
The W125 was considered the most powerful race car ever for about 3 decades, until large capacity US-built V8 engines in CanAm sportcars reached similar power in the mid 1960s. In Formula One racing itself, the figure was not exceeded until the early 1980s, with the appearance of turbo-charged engines in Formula One.
The W125 reached race speeds of well over 300 km/h (190 mph) in 1937, especially on the AVUS in Berlin, equipped with a streamlined body.
In land speed record runs, a Mercedes-Benz W125 Rekordwagen was clocked at 432.7 km/h (268.9 mph) over a mile and a kilometer. This car was fitted with a DAB V12 engine (82.0 x 88 mm) of 5,576.75 cc (340.31 CID) with a power of 726 BHP (736 PS) at 5,800 rpm. The weight of this engine caused the car to weigh over the 750 kg maximum limit, so it never appeared in Grand Prix.

Concept

Due to the uncompetitiveness of their W25 car, Mercedes pulled out of the 1936 Grand Prix Season midway through the year in order to concentrate on designing a car that would see them return to the top of the rankings. A new racing department ('Rennabteilung') was set up within Mercedes-Benz in order to work on the car. Rudolf Uhlenhaut, previously a production car engineer for the company, was selected to lead the design team. Uhlenhaut had not previously designed a racing car, but had significant experience testing road cars on the Nürburgring race track, experience which allowed him to adapt his knowledge relatively easily to race cars.
When testing the old W25 car, Uhlenhaut remarked that the suspension was too stiff, preventing the wheels from following the road. During the test session, a wheel came off the car, yet Uhlenhaut continued to drive the car as if nothing had happened. This stiffness caused the chassis to flex and the rear axle to bend by up to 7-10 cm (3-4 inches) under braking. The brief for the new car included a stiffer chassis and more travel on the suspension to avoid the problems experienced in the 1936 car.

Chassis and suspension

The W125 cockpit
The W125 had a much stiffer tubular frame construction compared to the previous W25 model. This was achieved using oval tubes made of nickel-chrome molybdenum steel which flexed considerably less than the frame used in the W25.
The bodywork of the W125 was aluminium metal, which like its predecessor was left unpainted in its bare silver colour. This brought Mercedes' cars during this period (and rivals Auto Union, whose cars were the same colour) the nickname of Silver Arrows, the racing colours of Germany being silver.

Engine and transmission

With no regulations limiting engine size, other than the 750 kg total car weight limit, Mercedes designed a 5.6 litre engine configured with eight inline cylinders and an overhead camshaft for the W125. Named the M125, the engine was also fitted with a Roots type supercharger producing 632 lb·ft (857 N·m) of torque at the start of the season. The engines built varied in power, attaining an output between 560 and 595 horse power (418-444 kW) at 5800 rpm. Fuel used was a custom mix of 40% methyl alcohol, 32% benzene, 24% ethyl alcohol and 4% gasoline light. The engine weighed 222 kg (490 lbs) - approximately 30% of the total weight of the car, and was mounted in the front of the car.
Like its W25 predecessor, the W125 used a 4-speed manual transmission. The gearbox design was changed to a constant mesh type, which provided better reliability compared to the unsynchronized transmission of the M25. In a constant mesh gearbox, the transmission gears are always in mesh and rotating, but the gears are not rigidly connected to the shafts on which they rotate. Instead, the gears can freely rotate or be locked to the shaft on which they are carried. The previous unsynchronised transmission required the gears to be spinning at roughly the same speed when engaged; otherwise, the teeth would refuse to mesh.

Racing history

The W125 made its first competitive outing in May at the 1937 Tripoli Grand Prix with Mercedes-Benz entering four cars. German Hermann Lang won his first Grand Prix motor race to give the W125 a victory on its début and provide Mercedes with their first victory over rivals Auto Union since May 1936. The next race was held at the AVUS motor-racing circuit in Germany, a 12-mile (19 km) long circuit consisting of two long straights of approximately 6 miles (10 km) length joined at either end by a curve. As such, it was possible for a car to reach its top speed. Mercedes entered two W125 cars, a streamliner which was modified from the original design to increase its top speed on the straights and a standard car driven by Richard Seaman in case of problems with the streamliner. The streamliner had a top speed 25 km/h (16 mph) faster than the regular car. On lap three of the race, the streamliner retired while leading due to a gearbox failure. Seaman's regular W125 finished in fifth position.
Hermann Lang demonstrating a Mercedes-Benz W125 at the Nürburgring in 1977. Lang drove a W125 to victory on its début.
At the Eifelrennen held at the Nürburgring circuit, Mercedes entered five W125's, including one driven by Christian Kautz fitted with the new suction carburettor supercharger system. Kautz finished in ninth, while team-mates Rudolf Caracciola and Manfred von Brauchitsch finished in second and third places. For the next race, Mercedes split their entries between two races which occurred within a week of another. Two cars were sent to the USA to compete in the Vanderbilt Cup, one of which was fitted with the suction carburettor supercharger used on Kautz's car, and three cars went to Belgium to compete in the first round of the 1937 European Championship. Richard Seaman finished second in the Vanderbilt, and third and fourth place were achieved in the Belgian Grand Prix. Following Seaman's success in the Vanderbilt with the new supercharger system, it was fitted to all of the W125s.
The following two races were also both part of the European Championship. The next round in Germany saw both Mercedes and rivals Auto Union competing on home soil. Mercedes triumphed, as Rudolf Caracciola took his first victory of the year and Manfred von Brauchitsch followed him home in second position. In the next round at Monaco, the positions were reversed as von Brauchitsch won and Caracciola finished in second. A third Mercedes W125, driven by Christian Kautz, took third place.
The non-championship Coppa Acerbo in Italy was the next event the W125 entered. During practice Richard Seaman crashed into a house and destroyed his car. Therefore only von Brauchitsch and Caracciola started the race. During the race, Seaman took over from Caracciola and despite an engine fire, he finished the race fifth. von Brauchitsch fared better finishing in second position. The Swiss Grand Prix was the penultimate round of the 1937 European Championship. Like in Monaco, Mercedes W125s finished in the top three places, Caracciola taking the win with Hermann Lang in second and von Brauchitsch third. The final round of the championship marked a return to Italy, where at the Livorno Circuit, Caracciola held off team-mate Lang to win the race by 0.4 seconds and become European Champion. von Brauchitsch retired from the race and took second place overall in the Championship. Kautz and Lang took third and fourth places meaning Mercedes drivers occupied the top four positions in the championship table.
The W125 entered into two non-championship events before the end of the season. The Masaryk Grand Prix in Czechoslovakia gave the W125 its final victory when Caracciola won the race, von Brauchitsch finished second and Seaman came in third. The race was marred as Hermann Lang had crashed into spectators on lap five, resulting in twelve injuries and two deaths.
Manfred Von Brauchitsch driving the W125 at the 1937 Donington Grand Prix
The final competitive race Mercedes entered the W125 into was the 1937 Donington Grand Prix. Rosemeyer prevailed, von Brauchitsch finished in second place and Caracciola in third while both of the other W125s failed to finish. The British ERA were outclassed, failing to get classified in their home race.

Retirement from racing

1938 saw changes in the rules, with the maximum limit on weight being replaced with a maximum limit on engine capacity and a minimum weight for the car being introduced; the W125 was no longer eligible for entry without major modification. Instead, Mercedes-Benz developed a new car, the Mercedes-Benz W154, and the W125 was withdrawn from racing.

Complete results

European Championship

(results in bold indicate pole position)
Year Team Engine Drivers 1 2 3 4 5
1937 Daimler-Benz AG Mercedes-Benz M125 BEL GER MON SUI ITA
Hermann Lang 3 7 2 2
Christian Kautz 4 6 3 6 Ret
Manfred von Brauchitsch Ret 2 1 3 Ret
Rudolf Caracciola 1 2 1 1
Richard Seaman Ret 4
Goffredo Zehender 5
Colour Result Points
Gold Winner 1
Silver 2nd place 2
Bronze 3rd place 3
Green Completed more than 75% 4
Blue Completed between 50% and 75% 5
Purple Completed between 25% and 50% 6
Red Completed less than 25% 7
Black Disqualified 8
Blank Did not participate 8

Non Championship results

Year Team Engine Drivers 1 2 3 4 5 6 7
1937 Daimler-Benz AG Mercedes-Benz M125 TRI AVUS EIF VAN ACE MAS DON
Hermann Lang 1 9 DNF DNF
Rudolf Caracciola 6 DNF 2 DNF 5† 1 3
Richard Seaman 7 5 DNF 2 DNS/5† 4 DNF
Manfred von Brauchitsch DNF 3 2 2 2
†Seaman's car was destroyed in practice and did not start. During the race, Seaman took over Carraciola's car and finished fifth.

วันอาทิตย์ที่ 25 ธันวาคม พ.ศ. 2554

>>Mercedes-Benz Zetros

Mercedes-Benz Zetros


Military Zetros

Zetros at IAA trade fair in Hannover (Germany)
The Mercedes-Benz Zetros is an off-road truck for extreme operations. It was first presented at the Eurosatory (defence industry trade show) 2008 in Paris.

Variants

The Zetros is only available with a 326 horsepower (243 kW) engine and all-wheel drive:
  • Zetros 1833 (4x4)
  • Zetros 2733 (6x6)

>>Mercedes-Benz W201

Mercedes-Benz W201

Mercedes 190
Mercedes-Benz W201
Manufacturer Mercedes-Benz
Production 1982–1993
1,874,668 built
Assembly Bremen, Germany
Sindelfingen, Germany
Successor Mercedes-Benz C-Class
Class Compact executive car
Body style(s) 4-door saloon
Layout FR layout
Engine(s) 1.8L 8v I4 - 2.0L 8v I4 - 2.3L 8v I4 - 2.3L 16v I4 - 2.5L 16v I4
2.6L I6
Diesel 2.0L - 2.5L Non-Turbo
Diesel 2.5L Turbo
Transmission(s) 4-speed automatic
4-speed manual
5-speed manual
Wheelbase 104.9 in (2664 mm)
Length 175.1 in (4448 mm)
Width 66.1 in (1679 mm)
Height 54.7 in (1389 mm)

1987 Mercedes-Benz 190 E 2.3 (US)

Mercedes 190 D

1990 Mercedes-Benz 190E 2.5-16 (UK)
This is about the luxury compact car produced from 1982 to 1993. See Mercedes-Benz 190 for other models sold with the same name.
The Mercedes-Benz W201 was the last incarnation of the Mercedes-Benz 190 nameplate. It was a sports sedan/compact executive car produced by the Mercedes-Benz division of Daimler-Benz. It was replaced in 1993 by the C-Class.
Dubbed "the Baby Benz", the W201-based 190 was the most affordable model in the marque's lineup, being designed to fill the gap in the range below the W123, the equivalent of a modern Mercedes E-class. Amongst the items that were a first for Mercedes was the 190's patented 5-link suspension at the rear, used in subsequent E- and C- class models, and developments used today in Mercedes road cars. It had front and rear anti-roll bars, and anti-dive, anti-squat geometry. The 190 was available with airbags, ABS brakes and seatbelt tensioners, and other advanced safety features.


Background

£600 million was spent researching and developing this car with Mercedes-Benz acutely aware that a failure of this model could easily bring down the rest of their model range and the entire company’s reputation. Mercedes-Benz later said the 190 was 'massively over-engineered'[2]. The W201-based 190 was introduced in November 1982. The UK market was kept waiting up to 12 months longer than mainland Europe in order to stimulate sales.
Local 'red tape' in Bremen (which produced commercial vehicles at the time) prevented Daimler-Benz from building the 190 there, so production was started in Sindelfingen at a capacity of just 140,000 units per year. Eventually after just the first year, Bremen was cleared for production of the 190, replacing its commercial vehicle lines, and there the 190 was built with the first running modifications since release

190E 2.6 straight-six cylinder

Following the 1980s trend for 16 valve models, Mercedes-Benz unveiled the 2.6 model in 1986. This was fitted with a new 2.6 L six-cylinder M103 petrol engine from the new W124 E-Class model range, and produced 160 bhp (119 kW). Being a straight six, it had smoothness lacking from four-cylinder petrol or diesel engines. Although it might look superfluous alongside the similarly powerful 2.3-16 valve, it was intended as a less sporting alternative to the 16 valve models. The late motoring journalist LJK Setright once rated the 190 E 2.6 as one of his favourite cars.

190E 2.3-16 & 2.5-16 "Cosworth"

Back in the late 1970s, Mercedes competed in rallying with the big V8-powered Coupés of the R107 Series, mainly the light-weight Mercedes 450 SLC 5.0. Mercedes wished to take the 190 E rallying, and asked British race car engineering company Cosworth to develop an engine with 320 bhp (239 kW) for the rally car. This project was known as project "WAA" by Cosworth". During this time, the Audi Quattro with its all wheel drive and turbocharger was launched and made it apparent that the 2.3-16v would not be competitive.[vague] With a continued desire to compete in high-profile motorsport with the 190, and also now an engine to do it with, Mercedes turned to the Deutsche Tourenwagen Meisterschaft (DTM) (German Touring Car Championship) motorsport series instead. Cars racing in this championship, however, had to be based on a roadgoing model. Mercedes therefore had to put into series production a 190 fitted with a detuned version of the Cosworth engine. This high performance model was known as the 190 E 2.3-16, and debuted at the Frankfurt Auto Show in September 1983, after its reputation had already been established. Three cars, only slightly cosmetically altered, had set three world records in August at the Nardo testing facility in Italy, recording a combined average speed of 154.06 mph (247.94 km/h) over the 50,000 km endurance test, and establishing twelve international endurance records.

Engine

The Cosworth engine was based on the 2.3-liter 8-valve 136 hp (101 kW) unit already fitted to the 190- and E-Class series. Cosworth developed the cylinder head, "applying knowledge we've learnt from the DFC and BDA". It was made from light alloy using Coscast's unique casting process and brought with it dual overhead camshafts and four valves per cylinder, meaning 16 valves total which were developed to be the "largest that could practically be fitted into the combustion chamber".
In roadgoing trim the 190 E 2.3-16 produced 49 hp (36 kW) and 41 ft·lbf (55 N·m) of torque over the basic single overhead cam 2.3 engine on which it was based. The 2.3 L 16 valve engine made "185 hp (137 kW) at 6,200 rpm and 174 ft·lbf (235 N·m) at 4,500 rpm, the oversquare 95.50 x 80.25 mm bore and stroke dimensions ensuring that it revs easily up to the 7000 rpm redline". Acceleration from 0-100 km/h (62 mph) was less than eight seconds, and the top speed was 230 km/h (143 mph).
US-Specification cars had a slightly reduced compression ratio (9.7:1 instead of 10.5:1), and were rated at 167 hp (125 kW) @ 5800 rpm and 162 lb·ft (220 N·m) @ 4750.
The roadgoing version of the engine was reconfigured with reduced inlet and exhaust port sizes, different camshaft profiles, no dry sump configuration and Bosch K-jetronic replacing the specialised Kugelfischer fuel injection. These changes helped bring power down to the required 185 bhp (138 kW) specification, but still resulted in a "remarkably flexible engine, with a very flat torque curve and a wide power band". The heads for the engines were cast at Cosworth's Coscast foundry in Worcester and sent to Germany to be fitted to the rest of the engine, parts of which were different from the standard 2.3 including light pressed alloy pistons, and rings designed to withstand higher engine speeds, whilst con-rods, bearings and bearing caps were found to be strong enough as standard and left unaltered.

2.5 model

An enlarged 2.5 L engine replaced the 2.3 L in 1988. It offered double valve timing chains to fix the easily snapping single chains on early 2.3 engines, and increased output by 17 hp (12.5 kW) with a slight increase in torque. For the European market without catalyst the car delivered 202 bhp (150 kW). Catalyst equipped 2.5-16s produced a slightly reduced 197 bhp (147 kW). It is debated whether the 2.5 L engine was developed and built by Mercedes or Cosworth. Mercedes was not keen to broadcast the fact that their most sporting saloon car has an engine developed by a British company. However some cylinder heads from 2.5 L cars are stamped with the Coscast logo indicating they were cast at Cosworth's foundry just like the 2.3s. Cosworth also list a Project code "WAB" for the development of the 2.5-16 cylinder head just as they do for the 2.3-16 cylinder head.

16v differences

Due to their performance, the 16 valve cars were different from the other 190 models. The body kit on the 2.3-16 and 2.5-16 reduced the drag coefficient to 0.32, one of the lowest cd values on a four door saloon of the time, whilst also reducing lift at speed. The steering ratio was quicker and the steering wheel smaller than that on other 190s, whilst the fuel tank was enlarged from 55 to 70 L. The Getrag 5-speed gearbox was unique to the 16 valve and featured a 'racing' gear pattern with 'dog-leg' first gear, left and down from neutral. This meant that the remaining 2nd, 3rd, 4th and 5th gears were in a simple H pattern allowing fast and easy selection. The gearchange quality was, however, noted as "notchy, baulky", criticisms also levelled at the BMW M3 (E30) which shared the same gearbox. An oil cooler was fitted to ensure efficient oil cooling for the inevitable track use many of these cars were destined for.
The strictly four-seater interior had Recaro sports seats with strong side bolsters for front and rear passengers. 3 extra dials - an oil temperature gauge, stopwatch and voltmeter - were included in the centre console. The 190 E 2.3-16 was available in only two colours, Blue-Black metallic (Pearl Black in the US), and Smoke Silver (which looks gold). The 2.5-16 added Almandine Red and Astral Silver.
All 2.3-16 valve 190 models are fitted with a Limited Slip Differential (LSD) as standard. They were also available with Mercedes' ASD system which was standard equipment on the 2.5-16v. The ASD is an electronically controlled, hydraulically locking differential which activates automatically when required. The electronic control allows varied amounts of differential lock from the standard 15% right up to 100%. It is not a traction control system however, and can only maximize traction rather than prevent wheel spin. Activation of the ASD system is indicated by an illuminating amber triangle in the speedometer.
The suspension on 16 valve models is very different from the standard 190 (W201). As well as being lower and stiffer, it has quicker dampers, larger anti-roll bars, harder bushings and hydraulic Self-Levelling Suspension (SLS) on the rear. This allows the rear ride height to remain constant even when the car is fully loaded.
At the inauguration of the new, shorter Nürburgring in 1984, a race with identical cars was held, with former and current F1 pilots at the wheel. A rather unknown young driver named Ayrton Senna took First Place in that race.
Private Teams such as AMG later entered the 2.3-16 in touring cars races, especially the DTM. In the late 1980's, the 2.5-16 (never released in the United States) raced many times, against the similar BMW M3 and even the turbocharged Ford Sierra Cosworth.

Evolution models

With the debut of the BMW M3 Sport Evolution, Mercedes' direct competitor, it became obvious that the 2.5-16 needed a boost for the circuit. In March 1989, the 190 E 2.5-16 Evolution debuted at the Geneva Auto Show. The Evo I, as it came to be called, had a new spoiler and wider wheel arches. Many changes were to under-the-skin components such as brakes and suspension. There was a full SLS suspension allowing vehicle ride height to be adjusted from an interior switch. All were intended to allow the Evolution cars to be even more effective round a track.
The Evo I's output similar to the 202 bhp (151 kW) of the "regular" 2.5-16. However this car had a redesigned engine of similar capacity but, most importantly, a shorter stroke and bigger bore which would allow for a higher rev limit and improved top-end power capabilities. Additional changes stretch to "rotating masses lightened, lubrication improved and cam timing altered". Cosworth also list a project code "WAC" for the development of the short-stroke Evolution engine.
Only 502 units of the Evolution model were produced for homologation in compliance with DTM rules. For those customers desiring even more performance, a PowerPack option engineered by AMG was available for DM 18,000. The PowerPack option included hotter camshafts, a larger diameter throttle body, more aggressive ignition and fuel management as well as optimization of the intake and exhaust systems. The net result was an additional 30 bhp (22 kW).
In March 1990, at the Geneva Auto Show, the 190 E 2.5-16 Evolution II was shown. With the success of the first Evolution model, this model's 502-unit production was already sold before it was unveiled. This car retailed in 1990 for USD $80,000.
The "Evo II" included the AMG PowerPack fitted to the same short stroke 2.5 engine as the Evolution, as well as a full SLS suspension allowing vehicle ride height to be adjusted from an interior switch. An obvious modification to the Evolution II is a radical body kit (designed by Prof. Richard Eppler from the University of Stuttgart) with a large adjustable rear wing, rear window spoiler, and Evolution II 17 inch wheels. The kit served an aerodynamic purpose — it was wind tunnel tested to reduce drag to 0.29, while at the same time increasing downforce. Period anecdotes tell of a BMW executive who was quoted as saying "if that rear wing works, we'll have to redesign our wind tunnel." The anecdote claims that BMW did.
As mentioned 502 were made in "blauschwarz" blue/black metallic. But the last two, numbers 501 and 502 were made in astral silver.

16V AMG Power Pack

Available only to 2.5-16 and Evolution I models, optional AMG Power Pack increased power to 224 bhp (166 kW) at 7,200 rpm and torque to 181 lb·ft (245 N·m) at 5,000 rpm, whilst pushing the top speed up to 155 mph. In their final incarnations, these engines produced up to 350 bhp (260 kW) in racing tune.
Engine displacement (cc) Model Configuration Power PS (kW) Max Speed mph (km/h)
1996 Carb I4 8V 105 (77) 115 (185)
1797 Inj I4 8V 109 (80) 115 (185)
1996 Inj I4 8V 122 (89) 122 (195)
2298 Inj I4 8V 136 (100) 124 (200)
2597 Inj I6 12V 166 (122) 133 (215)
2299 Inj ECE I4 16V 185 (136) 143 (230)
2299 Inj RÜF I4 16V 177 (130) 140 (225)
2299 Inj KAT I4 16V 170 (125) 137 (220)
2498 Inj RÜF I4 16V 204 (150) 146 (235)
2498 Inj KAT I4 16V 194 (143) 143 (230)
2498/2463 Inj I4 16V AMG p/p 225 (165) 152 (244)
2463 Inj KAT I4 16V Evolution (Evo I) 194 (143) 143 (230)
2463 Inj I4 16V Evolution II (Evo II) 235 (173) 155 (250)
1997 Diesel I4 8V 75 (55) 100 (160)
2199 Diesel I4 8V 73 (54) 100 (160)
2497 Diesel I5 10V 94 (69) 109 (175)
2497 Diesel Turbo I5 10V 122 (89) 119 (192)

The turbo diesel model listed was not marketed in right hand drive form for the UK.

AMG models

AMG was not part of Mercedes-Benz when the 190 was first produced, but a separate racing and tuning company. After many racing victories it became world famous and a lot of people wanted AMG to tune their Mercedes-Benz cars. As they had a lot of racing experience they were tuning all the factory petrol engines for the customers and 190 E was one of them. Engine tuning added 25 bhp (19 kW). They fitted aerodynamic features (spoilers) improving Cw and high speed stability, alloy wheels, leather interior and larger engines up to 6 liter V8's. After victories in DTM with AMG 190 E 16V's, Mercedes bought AMG in 1991. The 190 E 3.2 AMG was the first model sold through Mercedes-Benz dealerships with Mercedes-Benz new car warranty. About 200 complete cars were made, in black or silver: they were very expensive (about $90,000). Besides 200 complete 190 E 3.2 AMG's, Mercedes-Benz sold AMG body kits and 3.2l AMG engines separately, so there are 190's fitted with those features from factory or afterward. Sporty 190E 3.2 AMG straight-six 12 valve engines produced 234 bhp (174 kW), and reached 260 km/h (162 mph).

Limited Editions

For the UK market a special edition 190 was released for the 1993 model year. The car was given the badge name 190LE though on the rear boot lid it read 190E (on the left hand side of the lock) and LE on the right hand side. Roughly 1000 LEs were produced and each one came with a large A3 sized certificate giving each car a unique number.
LEs were available in three colours only; Azzuro Blue (blue/purple), Brilliant Silver and Rosso Red (Burgundy). The Azzuro blue coloured cars came with a grey checked cloth interior, the silver ones with black checked cloth and the Rosso Red with biscuit/cream checked cloth.
Some believe that the LE was marketing ploy used by Mercedes to clear out their parts bin. LEs were equipped with extra features that had been options on the other models and were only available with the 1.8 or 2.0 litre engine. Both the 1.8 and 2.0 litre engine came equipped with a standard electric tilt and slide steel sunroof, four electric windows, electric aerial, 8 hole alloy wheels, Blaupunkt Verona CR43 Radio/cassette and walnut wood trim (as opposed to Zebrano wood). The 2.0 litre engined version had in addition rear headrests and a front armrest. This represented a huge cost saving of nearly £3500 when compared to an identical specced non-LE 1.8 car and roughly £2000 for a identically specced 2.0 litre non-LE car.
No further options could be added to LE cars from the factory - though some were equipped with other dealer installed items.


1987 190D 2.5 Turbo US spec. Note: signature louvers on fender.


190 today

Together with the BMW M3, which enjoyed fewer sales worldwide in spite of being less expensive, the 190 E 2.3-16 and 2.5-16 continue to be used in the "Normally Aspirated cars up to 2500 cc" class in endurance and 24 hour racing at the Nürburgring Nordschleife, as newer models from BMW and Honda are not designed to be as competitive as these two 1980's veterans.
Production of the 190 ended on May 5, 1993. About 1.8 million were produced. It was replaced by the C-Class, with Mercedes announcing that they were stopping the process of 'over-engineering' their cars. The 190 is considered by some to be a classic car, there are a number of owners clubs. In spite of their age many 190's can still be seen on roads today.