Mercedes-Benz R107 and C107

Mercedes -Benz W 111

Mercedes -Benz C 126

The Mercedes -Benz R 107 is a two-seater roadster fitted with optional rear auxiliary seats. Its sister model, Mercedes -Benz C 107 has compared to the Roadster over an extended wheelbase and is a five -seat coupe with full rear seats. The cars belong to the SL series from Mercedes -Benz.

Model history


The SL- 107 series (W 113 series ) came in 1971 as a successor to the so-called "Pagoda " on the market, founded with the broadband H4 headlights and the large ribbed tail lights, a new line of design at Mercedes -Benz. A slight wedge shape pointed to improved aerodynamics. Responsible designer of this series was again Friedrich Geiger, who was responsible for the already timeless creations of the 300 SL (including Roadster ) and derived from the W111 coupe. The appearance of the R107, was formative for the Mercedes -Benz design in the 70s. Many details can be found in the 1972 introduction of the S -Class, the Mercedes -Benz W116.

As with the previous model provided the United States the largest market. Most of the vehicles were equipped with the large volume V-8 engines. The A-pillar was designed especially for fixed -overs, an airbag was launched in 1982.

With the types 450 SLC, 450 SLC 5.0 and 500 SLC Daimler -Benz took the late 1970s at large rallies as of the 30,000 km long Vuelta à la America del Sud ( 1977), the Safari Rally (1979 ) and the Bandama Rally (1979/1980) in part.

A successor has already been developed in the early 1980s, however, set aside in favor of middle-class W124 and W201 series. Thus, the long cycle of the model R 107 over 18 years explained. Successor to the SL (R 107) was presented in 1989 Mercedes-Benz R 129, the official successor of the SLC ( C 107 ) was the 1981 SEC introduced the 126 series

Motors and Drives

The engines in the R 107 were partially new designs. The V8 engines were previously presented in 1969 (300 SE / L) in the large sedans or were, as the six-cylinder M 110 in the 280 SL (1974 ), further developments of the M 130 from the W 113

The six-cylinder has a twin cam cylinder head and makes 185 hp ( between 2/1976 and 4/1978 177 HP ). The two V8 engines were initially (1971), with displacement of 3.5 liters (147 kW/200 hp, internal name M 116) and from 1972 with 4.5 liter ( 225 hp, 117 M ). Over the entire duration of the R 107 of 18 the engines were always adapted to changing environmental conditions and changes in performance or displacement. So there was the SLC - 450 SLC Coupe 5.0 from 1978 with a five-liter V8 with 240 hp and the constructed new aluminum cylinder block.

This engine had 1980 then 500 SL in the Roadster. In 1985 there was the most extensive revision of the R 107: A new three-liter six-cylinder ( M 103 ) with 188 hp in the 300 SL and from 3.8 to 4.2 liters (420 SL) reamed M 116 with 218 hp. The delivery was also possible with catalyst. The catalyst was in 1986, and was fitted as standard from 1989 on duty. Versions without catalyst remained available until 1989 and from 1987 were called catalyst retrofit version ( Rückrüstfahrzeug, a vehicle in which you run on leaded fuel was able to expand the catalyst also necessary in countries).

The "exotic " of the 107 series, the 560 SL was not compacted low contrary to many opinions from 1985 as a result of the now improved quality of gasoline in the United States. He was with 5547 cc displacement and 170 kW ( 231 hp ) only slightly weaker than the not offered in America European flagship model of the series. The engine power of the SL 500 was increased in the same year to 180 kW ( 245 hp ), and he was thus the most powerful model since the start of production of the 107 series in 1971. However, the 560 SL had the shorter gear ratio of the 420 SL and was in the U.S. very popular, which is also the sales figures proved. This top version of the series exhibited as a single model as an additional security standard one knee impact protection and side impact protection with reinforcements in the doors on.

Safety and Equipment

The new SL sat in the field of passive safety, setting new standards: Béla Barényi safety concept with front and rear crumple zones and rigid passenger cell - the "three- box " principle - also found in the 1971 SL reflected. The backbone of the R 107 was not simply a shortened and strengthened limousine soil group as its predecessor, but an independent floor assembly with a closed transmission tunnel and box-shaped transverse and longitudinal beams whose specialty lay in different sheet thicknesses and the resulting defined crumple.

Since the SL should be an open car without a Targa bar, remained as the only safety potential for the Roadster event of a rollover, the A- pillar plus windscreen. They were designed from the ground up and yielded a 50 percent increase in strength than the version built so far. In addition, the windshield was bonded to increase the strength to the frame. This resulted in a remarkable power of resistance in the roof-drop test result that the open car was admissible even without a Targa bar in the U.S.. The rear window in the hardtop was also stuck.

Even in the interior, there was trend-setting innovations. The dashboard was both in the upper and in the knee area stoßnachgiebig and foam padded. Also, a new four-spoke steering wheel was built according to the findings of accident researchers. What remained was the proven impact absorber; but the steering wheel rim, the four spokes, padded boss and hub were covered with polyurethane foam. Telescoping safety steering column and the steering gear located behind the front axle complement the security measures under the sheet metal. The vehicles come standard with three-point belts. The door handles were also redesigned so that they do not jump up after accidents by itself, however, continue to be open with hand force.

Easy to use - the "fastest " of all convertibles and roadsters - was the top of the SL, an ingeniously simple design that dispenses with any automatic. In folded down, it disappeared like its predecessors, under a cover. For standard specification also includes the operation to be recommended in winter hardtop roof, which can be converted in a few steps and the roadster gives the look of a coupe.

The seats were available from the beginning with head restraints and automatic safety belts. At the request was instead of the standard luggage rack behind the seats surcharge a " seating " available, which, however, was only approved for children up to 30 kg and very cramped.

For well-being, the independent function of the dynamic pressure and valve regulated, spontaneously responsive heating, supported by a new kind of air conditioning of the doors provides. A small gag was the integrated rechargeable flashlight in the glove compartment. Stain-resistant cladding on A-pillars and door mirrors have good visibility even in bad weather. The center of the car closely juxtaposed wipers keep 70 percent of the disk space free to sit perfectly in the air stream and not lift off even at higher speeds.

Over the years, the range continued to grow in passive and active safety features. So it was from 1980 and from 1982 an ABS airbag for the driver.

As with Mercedes -Benz usual, the list of Features Extras was long and could significantly increase the cost of cars. From power windows on the seat heating to air conditioning and the B- net - car phone much was offered as an option.

The SLC ( C 107 )

On the basis of the W 111 model series, the " tailfin " Daimler -Benz in 1961 presents both a coupe and a convertible, which, after a reasonable construction period should be followed by a new model. The next base, the slow maturing new S-Class, however, was not timely available to present a fact anabolic coupe at the beginning of the 70s. Thus, recourse was had to the SL- base, especially since already waited a well-developed design by Karl Wilfert in Sindelfingen prototype on its realization. The factory designation was accordingly C 107

The SLC, as the sports coupe was officially called, had its premiere at the Paris Motor Show in October 1971. Pending the windscreen its appearance corresponded to the roadster. Over the five-seat passenger compartment stretches the flat roof which opens into a huge, curved in two directions, very steep rear window, in turn, the stern dictates a relatively large length and the trunk lid as opposed to the Roadster has a slightly convex contour. In the side view, the length is documented by the longer wheelbase, 2820 millimeters versus 2460, and also by the line of the side windows, which are like a Mercedes -Benz coupe usual, fully retractable, without disturbing B-pillar. At the SLC, however, placed himself in a difficulty of this question: The short distance between the door and the rear wheel arch required a complicated and therefore potentially trouble-prone tilt-and- retraction mechanism to be completely submerge the rear side windows. Karl Wilfert way out of this dilemma were the later stylistically somewhat controversial but highly distinctive, double-glazed " screens " with the built-in slats that divide the side window and out so that the front movable part can be completely submerged.

For the first time in this car the standard first-aid kit was stowed in a special recess under the rear window, a model for many following Mercedes - Benz models by 1995.

Offered was the SLC from 1971 to 1981 as SLC 350, then 450 SLC, 280 SLC, 380 SLC, 450 SLC 500 SLC and, with the same engines and transmission equipment, such as the Roadster. A 420 SLC did not exist, because at that time were in the coupe already, the parallel models of the W126 in the market. An exception was from 1978 to 1980 the 450 SLC 5.0, in which the new light-alloy V8 five liter was initially launched. In addition, this car got the first time in the 107er series a front spoiler and a rubber lip as a rear spoiler.

The drag coefficient of the SLC proved to be significantly better than that of the SL, so that he reached the same performance despite extra weight of 45 to 50 kilograms. In the course of its ten-year history of the SLC found a total of 62 888 buyers.

Export models

The 560 SL (1985 to 1989) was designed as an export model for the American, Australian and Japanese market and was never officially offered in Europe. The often referred to as ugly " Bumpers" ( bumper) of the U.S. models are stainless.

When SL 560 ( U.S. version ), most body parts, such as hoods, doors, bumpers, hardtop, etc. with the original vehicle VIN are also marked (vehicle identification number / chassis number). It can be concluded at any Vorunfallschäden. Replaced parts are for " replacement" marked with a "R".

These 560s U.S. versions were delivered from the factory in the substantial full equipment. The only additional equipment are optional was a seat heater.

The 450 SLC 5.0 ( 1980 500 SLC) came up with a special feature: To save weight ( among other reasons because of the factory rally intended use ) were the big hoods aluminum built. He also received a small rubber rear spoiler as standard - a first for Daimler -Benz.

The types 450 SLC 5.0 and 500 SLC are different not only in the name: While the predecessor 450 SLC 5.0, a three -speed automatic transmission went with wider, corresponding to the high torque gear sets, the otherwise identical 500 SLC was first driven through a four-speed automatic transmission, that was just to build durable with improved materials and manufacturing processes. The aluminum hoods are found only on the version 450 SLC 5.0.

The SLC in motorsport

The long- distance rally London - Sydney was for Daimler -Benz in 1977 after a long motor sport break with the first, second, sixth and eighth place a first major success in the re-emergence of sport commitment. Mercedes -Benz had all Motorsportakivitäten after the catastrophic accident at the 24h of Le Mans complete set 1955.

For the 1978 upcoming activities of the 280 E and 450 SLC 5.0 were considered. The vehicles were similar to the series and therefore the regulations. You have been upgraded with additional high beams headlight grilles, higher body As, bucket seats, roll cage, extra gasoline pumps and a trip master. The team entered on under the direction of Erich Waxenberger.

The first challenge was the " Vuelta a la Americana Sud", a mammoth rally of nearly 30,000 kilometers through ten countries in South America from 17 August to 24 September 1978. The first five places went to Mercedes -Benz, which at number one, two and four, the SLC 450 5.0, three, and five 280 E.

In 1979, from April 12 to 16 Safari Rally, which ended after several breakdowns and breakthroughs with a second and a sixth place for the 450 SLC 5.0 and a fourth for the 280 e.

The Bandama Rally ( Rally today Ivory Coast ) through the savannas of the Ivory Coast from 9 to 14 December 1979 on 5600 km ended for the Mercedes -Benz crew with a quadruple victory. How difficult was this rally, the result showed from 1972: At that time, no car reached the goal, therefore, there was no winner.

In 1980 the " big boat " 450 SLC 5.0 was revised again, weight reduced and prepared for wider and bigger tires with larger wheel arches and fender flares. In the Rally of Portugal from 4 to 9 March, the fourth and fifth place were achieved.

The Safari Rally in Kenya from 3 to April 7, 1980 ended with a third, sixth and tenth place for Mercedes -Benz.

From 24 to 30 May, the Acropolis Rally 15 years previously ran at the Dieter Glemser had reached at least one placement. This time it held to a back seat. Malfunctioning brakes, steering bending stones, broken fuel lines and lost fuel cap had thrown back the Mercedes factory driver.

At the rally Codasur in Argentina from July 19 to 25, only one team crossed the finish line and reached the second place.

The recent participation in the Bandama rally in December, this time brought a double victory. 50 percent of the starters SLC had reached the target without injuries: At this rally, which had in 5336 km total length of only 792 km paved road, a feat - and the last, because Daimler -Benz withdrew with the end of the 1980 season back from the Rally Sport.