W benzynowej wersji 170 Sb zastosowano silnik górnozaworowy.
The 170 S sedan version was built from May 1949 to February 1952, the two convertibles to November 1951.
170 Vb and Db has wider rear track, solid bumpers, smooth bonnet.
Only as a sedan, there is, barely visible from the outside, revised the 170 Sb from January. Its special features includes steering wheel, gearshift, new heating, hypoid rear axle, camshaft drive by chain, wider track, button starter on the dashboard. There is also a diesel version — the 170 SD.
170 Da OTP
170 S Kombiwagen Lueg
|2nd||Mille Miglia||300 SL||Kling/Klenk|
|1st||24h Le Mans||#21||300 SL||Lang/Riess|
|2nd||24h Le Mans||#20||300 SL||Helfrich/Niedermayer|
|1st||Carrera Panamericana||300 SL||Kling/Klenk|
|2nd||Carrera Panamericana||300 SL||Lang/Grupp|
|24h Le Mans 14.06.1952||Entrant:||Results:|
|#20||300 SL||#009||Helfrich / Niedermayer||Daimler Benz AG||2nd||2nd - 2001-3000||3rd|
|#21||300 SL||#007||Lang / Riess||Daimler Benz AG||1st||1st - 2001-3000||2nd|
|#22||300 SL||#008||Kling / Klenk||Daimler Benz AG||fail.||-||-|
The Motor YEAR BOOK, 1953
Low drag has been the keynote of the only other largely new car produced in Germany during the past year, which is the Mercedes-Benz Type SL. Second in the Mille Miglia and the winner at Berne, Nürburgring, and Le Mans, this car uses modified Type 300 parts in an entirely new chassis frame. The 3-litre engine, fitted with three carburettors, develops 175 h.p. at 5,200 r.p.m., the maximum engine speed being approximately 6,000 r.p.m. and the four-speed gearbox gives the rather wide indirect ratios of 1.325, 1.89, and 3.16:1. Hence with a top gear giving say 140 m.p.h. at 5,000 r.p.m. the speeds on indirect ratios at 6,000 r.p.m. would be 128, 89, and 53 m.p.h. respectively.
The normal Mercedes-Benz type of swing axle is used at the rear and the pivot-type wishbone with open coil spring at the front. These suspension elements are not, however, attached to the classic type of Mercedes-Benz oval tube frame, but to a multi-tubular type which distributes stress through the full depth of the car from the facia panel down to the point of minimum ground clearance.
In order to reduce drag to a minimum the six-cylinder in-line engine is inclined at 45 deg. from the vertical, a special ribbed sump being used, giving a conventional horizontal base. This arrangement gives a vertical carburettor and an almost horizontal exhaust manifold, the former being fed with cold air through an intake pipe leading to a pressure box sealed by the top of the bonnet.
A remarkable innovation on these cars was the provision of two doors in which the hinges were adjacent to the centre line of the roof, the door thus opening upwards to permit driver or passenger to enter. This arrangement provides in fact very reasonable access in view of the exceedingly low height of the roof; perhaps even more important, it enables the frame tubes on each side of the cockpit to be widely spaced thus contributing materially to the stiffness of the structure at what is normally its weakest point.
In addition to this out and out sports-car of which only eight were constructed, Mercedes-Benz also commenced production of the 300 S model. This is a shorter, somewhat lighter version of the 300 with a higher compression ratio engine developing rather more power, the vehicle being intended for high-speed road work and sold fitted with an open body or with a drophead or fixed head coupe.