Press Release
"Hydrak" hydraulic-automatic clutch
As with their predecessor models, the three new W 111 models were also optionally available with the "Hydrak" hydraulic-automatic clutch, although only until early 1962. After years of in-house development to reach production standard, a fully fledged automatic transmission was ready for use from April 1961, initially in the 220 SEb only, and then also from August 1962 upon order with the 220 b and 220 Sb - at an extra cost of DM 1,400. Unlike with the Borg-Warner automatic transmission available with the 300 c from 1956 and the 300 d successor model from 1957, the company's own design did not use a torque converter, but instead relied on a hydraulic clutch. This had the advantage of reducing power loss. The downstream four-speed planetary gear train consisted of two planetary gear sets, three multi-plate clutches and three band brakes.
A new top-of-the-range model
In August 1961 the 300 SE was introduced as the new premium-class model, a vehicle which in terms of its external appearance and technical design lent heavily on the 220 SEb, but which also included numerous technical tidbits as standard. In addition to the four-speed automatic transmission and the likewise newly developed power steering, basic equipment also included air suspension - a first for a Mercedes-Benz passenger car - which offered a combination of sporty handling with top-quality ride comfort. The brakes represented a further innovation in the model bearing the internal designation W 112, since this was the first Mercedes-Benz production car to be equipped with a dual-circuit brake system as well as disk brakes at the front and rear wheels.
The 3.0-liter direct injection engine was based on the tried-and-tested unit used in the 300 d model, but it featured a light-alloy block with pressed-in cylinder liners and was approximately 40 kilograms lighter as a result. As with the predecessor model, mixture preparation was achieved using timed manifold injection with a Bosch two-plunger injection pump. In January 1964, the compression was raised very slightly and the injection system converted to a Bosch six-plunger injection pump. This permitted engine output to be increased from 160 to 170 hp (125 kW).
The body of the 300 SE was almost identical to that of the 220 SEb, but it offered more in the way of chrome trim. The most distinctive difference was the chrome strip in the lateral beading that ran from the headlamps to the rear lights; in addition, the 300 SE featured trim around front and rear wheel arches as well as a broad chrome strip beneath the doors. Less striking, perhaps, were the additional small "300 SE" plates integrated into the ornamental moldings on the C-pillars. The 300 SE was also optionally available without these decorative elements.
The advent of the long version
At the Geneva Motor Show in March 1963, the company introduced the long 300 SE version, which apart from its 100-millimeter longer wheelbase, was identical to the basic 300 SE model. The extra space served exclusively to increase legroom in the rear and the entry width for the rear doors. The long 300 SE was also optionally available with partition wall and electrically operated dividing screen. Apart from the difference in length between the 300 SE and the long 300 SE, an additional equipment detail made it easy to distinguish between the two cars: The long version had no ornamental molding on the C-pillar since the through-flow ventilation was designed differently and there were therefore no vents. With effect from the introduction of the long-wheelbase version, both variants, the 300 SE and the 300 SE long, were also available with four-speed manual transmission; this reduced the sale price by DM 1,400.
In July/August 1965 production came to an end for the 2.2-liter and 3.0-liter models with "tailfin" bodies. The successor models were the 250 S, 250 SE and 300 SE, which collectively belonged to an entirely different model generation. At the same time, the 220 b was replaced by the 230 S. In spite of the unusual model designation, the new model was basically a familiar face: The 230 S was to all intents and purposes identical to the 220 Sb, though with a revised engine. By boring up the tried-and-tested 2.2-liter unit and increasing the compression, output was raised by 10 hp to 120 hp (88 kW). Another new feature was the hydropneumatic compensating spring on the rear axle, which replaced the coil spring used up to that point and ensured a constant body height regardless of the size of the load. From the outside it was impossible to distinguish the 230 S from the 220 Sb - other than by casting a glance at the model designation on the trunk lid.
Even though the 230 S had something of the character of an end-of-line model from the outset, a total of 41,107 units were built prior to the discontinuation of production in January 1968, 341 of which were chassis for special bodies. One special version of the 230 S should not go without a mention: A station wagon, which was built at the Belgian firm of coachbuilders IMA on the chassis of the 230 S and sold through the Daimler-Benz sales organization from August 1966 onwards under the model designation "230 S Universal".
Between 1959 and 1968 the
The 111/112 series in the press
Autocar,
"In summary the 220 SE has outstanding road manners, undoubtedly allied to the firm's long experience in racing. In addition, it permits the achievement of high and sustained cruising speeds with very good economy. The interior is planned to carry five people and their luggage over long distances, in a manner matched by few other cars, irrespective of their country of origin."
Sports Cars,
"'Fabelhaft' is the German word for fabulous and this about sums up the new W 220 Mercedes. It sets a new standard for the industry, a standard that few manufacturers will be able to equal."
Auto, Motor und
"The 300 SE also operates as a kind of signboard for the Daimler-Benz car range, combining in one vehicle every design refinement available: Air suspension, automatic transmission, power steering. … There are few cars in the world in which one can travel in such comfort and safety as in the 300 SE."
Mercedes-Benz 250 S - 300 SE, 300 SEL - 300 SEL 6.3, 108/109 series (1965 to 1971)
The new premium-class model generation consisting of the 250 S, 250 SE and 300 SE were presented in August 1965, establishing succession to the 220 Sb, 220 SEb and 300 SE tailfin models. All three models shared a body designed by Paul Bracq, whose clean lines dispensed with all fashionable excess and whose restrained elegance has timeless appeal even today. In terms of their engineering design, the new models were based to a large extent on their predecessors. Other than the body, however, new features also included the two 2.5-liter engines, which were developed by increasing the bore and lengthening the stroke of the corresponding 2.2-liter units; in the direct-injection version a six-plunger injection pump now replaced the two-plunger pump. In contrast to its predecessor model, however, the new 300 SE was no longer fitted with air suspension. Instead, as with the two 2.5-liter models, it had a hydropneumatic compensating spring on the rear axle, which replaced the familiar coil spring and ensured a constant body height regardless of the load.
In March 1966 the model range was expanded to include the 300 SEL, which had a 100-millimeter longer wheelbase compared with the basic model, the extra space serving exclusively to increase legroom in the rear and the entry width of the rear doors. As with its direct predecessor with the same model designation, the new 300 SEL featured air suspension as standard. Internally the models with conventional suspension were grouped under the W 108 model series, the air-sprung 300 SEL however was given its own series with the designation W 109.
Two special variants
In 1966 and 1967 two very special variants of the 300 SEL were built in
Production of the 250 SE and 300 SE models came to an end at the start of 1968, with the introduction of the two successor models 280 S and 280 SE in January. These differed from their predecessors only in terms of their engines and certain equipment details. The newly-developed 2.8-liter six-cylinder delivered 140 hp (103 kW) in the carburetor version, and 160 hp (118 kW) with direct fuel injection. Likewise from January 1968 onwards, an output-enhanced version of the injection engine giving 170 hp (125 kW) was fitted not only to the 280 SL, but also to the 300 SEL, where it replaced the 3.0-liter light-alloy engine in service to that point.
The top-of-the-range 300 SEL 6.3
March 1968 saw the introduction of the top-of-the-range 300 SEL 6.3, featuring the V8 engine and automatic transmission of the 600 and hence with the performance potential of a top-class sports car. Its presentation at the Geneva Motor Show caused a sensation, especially as there had been no announcements made prior to the event. The 6.3's only distinguishing external features were its wider tires, double halogen headlamps and an additional set of high beams. The engine delivered 250 hp (184 kW), but of greater significance perhaps was its mighty torque of 51 mkg, which took the sedan from 0 to 100 km/h in 8 seconds and gave the car a top speed of 221 km/h. Although the 6.3 cost over DM 10,000 more than the 300 SEL and was more than double the price of the 280 SE, the 300 SEL 6.3 was the object of lively interest and unit numbers totaled 6,526.
In fall 1969, the 300 SEL with the 2.8-liter six-cylinder engine was replaced by the 300 SEL 3.5, whose power unit - a completely new design - was a "small" V8 engine with 3.5-liter displacement and 200 hp (147 kW). From March 1971 onwards this engine was also used in the 280 SE 3.5 and 280 SEL 3.5 which had conventional steel springs. The 280 SE with six-cylinder engine was also still available, but the 280 SEL was removed from the range in preference for the eight-cylinder model. In parallel to the 3.5-liter V8 engine, there was also a more powerful variant with 4.5-liter displacement built exclusively for the North American market. This was delivered from May 1971 in the 280 SE 4.5, 280 SEL 4.5 and 300 SEL 4.5 export models.
One special model variant in the W 108/W 109 series not available on the free market was built in 1971 - the armored version of the 280 SEL 3.5. No armored vehicles had been produced at Daimler-Benz since the bullet-proof 600
Production of the highly successful W 108/W 109 series came to an end in September 1972. Successors were the "S-Class" models of the W 116 series.
The 108/109 series in the press
Auto, Motor und
"We took delivery of one of the closely guarded first units, a vehicle not yet even fitted with the "6.3" designation. The lack of model badge seemed to cause confusion to many a Porsche 911 and 911 S driver, normally accustomed to being kings of the motorway and who now suddenly found themselves being left looking flat-footed by the distinguished and relatively harmless-looking Mercedes. Should any of them be reading this, we would wish to point out that they have no cause to return their vehicles to the factory on account of deficient performance."
Mercedes-Benz S-Class, 116 series (1971 to 1980)
A brand-new premium-class vehicle generation was presented to the public in September 1972. The first officially designated "Mercedes-Benz S-Class" - internal designation W 116 - replaced the W 108/W 109 series and was initially comprised of three models: the 280 S, 280 SE and 350 SE. Six months later the S-Class sedan was also offered with the larger 4.5-liter V8 engine in parallel to the 450 SL and 450 SLC. At the same time the 450 SEL was introduced, its wheelbase lengthened by an extra 100 millimeters; as with its predecessor models, the additional space served to increase legroom in the rear. The long version was also available from November 1973 as a 350 SEL and from April 1974 as a 280 SEL.
One noteworthy engineering innovation first featured as standard in the W 116 series sedans was the double-wishbone front suspension with zero-offset steering and anti-dive control, as tested originally in the C 111 experimental vehicle. This permitted further dynamic handling improvements. Rear suspension was essentially the same as the design that had by this stage been tried and tested over many years in the Stroke Eight models and which was also in use in the 350 SL.
High level of security
In terms of passive safety, too, the S-Class was at the forefront of engineering. The variety of safety design features integrated for the first time into the 350 SL were of course included without exception in the S-Class sedans. The fuel tank, for example, was no longer positioned in the rear end but above the rear axle for protection in case of accident; in the interior, maximum protection was offered by the heavily padded instrument panel, yielding or recessed switches and levers, and a four-spoke safety steering wheel with impact absorber and broad padded boss. The most significant improvement over the predecessor series was the even stronger safety passenger cell with stiffened roof-frame design, high-strength rigid roof and door pillars and reinforced doors. By controlling the deformability of front and rear end it was also possible to improve considerably energy absorption in the front and rear crumple zones.
Special wind deflectors on the A-pillars guaranteed good visibility. In wet conditions these served as channels for dirty water, keeping the side windows clean in bad weather. Other safety features included wrap-around turn indicator lamps that provided good visibility even from the sides, and large rear lights, which offered good resistance against soiling thanks to their ribbed surface profile.
