Mercedes-Benz W 110

The Mercedes -Benz W 110 is a passenger car of the Mercedes-Benz brand. Daimler -Benz speaks of " models ". Vehicles of this type were built between 1961 and 1968 and belonged to the upper middle class and replaced the "Ponton series" W 120 / W 121 W 110 Colloquially was referred to as " small tail fin ". He divided the body ( " unit body " ) with the substantially identical W 111, which was in 1959 came on the market.

  • 2.1 190 and 190 D, 1961 to 1965
  • 2.2 200 and 200 D, 1965-1968
  • 2.3 230, 1965-1968
  • 2.4 facelift 1967

Model history


Distinguishing feature of the W 110, as well as the related series W 111 and W 112, the tail fins, which the manufacturer Mercedes -Benz, who was otherwise a rather conservative design, made ​​concessions to the then prevalent car design in the U.S.. The straight, elegant body shape with the lateral corrugations in the sheet metal was designed by the then - head designer Karl Wilfert MB and his team. Compared with American vehicles, the tail fins are in the W 110, however, rather small. The manufacturer called it " Peilstege " which should make parking easier - they clearly marked the end of the car. The body was characterized by a hitherto unknown passive safety: she had first a stable passenger cell and crumple zones effective. Mercedes did extensive crash tests, for example, they brought a vehicle at 80 km / h over a ramp to the rollover.

The diesel versions of the 190 D and 200 D were popular because of their durability, reliability, driving comfort, the large trunk and the low fuel consumption with taxi drivers. Diesel models have been produced in much greater numbers than the gasoline engine. With a curb weight of just 1.4 tons diesel with 55 hp have a relatively low engine power; the maximum speed automatic transmission is 127 km / h and acceleration from 0 to 100 km / h with manual transmission at 29 seconds - a VW Beetle 1200 with 34 hp takes only slightly longer at 33 seconds.

Mercedes -Benz had since the end of production of the Borgward 1800 diesel 1954, until the appearance of the Opel Rekord 2100D 1972 the sole manufacturer of diesel cars in Germany.


190 and 190 D, 1961 to 1965

In June 1961, the production of the 190 and 190 D. began The type W 110 shares many body panels with the upper class model W 111/112 ( "Big Fin " ), the rear end is almost identical to the 220 ​​( b ) of the Series W 111 of the models with six-cylinder engines, the " Small fin" differs by the shorter 14.5 cm front end, round headlights instead of vertical ( " light units " ), considerably smaller taillights, bumpers simple and less chrome trim. Fog lamps gave it as an option under the main headlights. The front turn signals were initially located along with the parking lights up on the front fenders. On the left fender is built up to 1963 and the mirrors, then it is mounted on the driver's door behind the vent windows, which improves the view and the setting allowed by the driver 's seat. The taillights were still in 1961 a different form, to the middle protruding glass profile was flattened above. The interior and trunk sizes are identical to the "big fin". All models have an unusual instrument panel with vertical " roll tachometer " ( " fever thermometer speedometer " ), the display varies depending on the speed of yellow over red / yellow to red. In all models, the filler neck is located behind the rear license plate down to -folding.

The vehicles were sold (Diesel) under the designation 190 and 190 D, to distinguish it from the pontoon previous models was the internal designation 190c and 190 Dc. The following four-cylinder were installed: the 190c of the M 121 with 1.9 liter displacement and 80 hp, mixture preparation by a Solex 34 PJCB downdraft carburetor. The 190 D was originating from the Ponto Series and enlarged to 2 liters pre-chamber diesel engine OM 621 III with Bosch Four -plunger injection pump and 55 hp.

The chassis consists of a front double -wishbone suspension with coil springs, even without ball joints and therefore connected with bolts, and a rear -joint swing axle with coil springs and balance spring in the middle. The foot brake is hydraulic actuation with drum brakes front and rear, with optional brake booster. The parking brake is designed with floor exercise and cables. As of August 1963, a dual-circuit brake system with brake booster and disc brakes were fitted as standard front.

200 and 200 D, 1965 to 1968

As of July 1965, the cars were called 200 and 200 D. 200 D received a revised engine (OM 621 VIII) with five times instead of three bearing crankshaft, causing the motor to run was quiet. Also, the gasoline engine M 121 received five main bearings; its engine capacity grew to 2 liters, the power to 95 hp. The mixture preparation was now by two 38 PDSJ downdraft carburetor Solex. The 200 differ from their predecessors in addition to the other engines through standard auxiliary lights below the main headlights, fog lights, parking lights and turn signals included.

There was also a larger 65 -liter tank ( as an option also 85 l ), chrome vents in the C-pillars as in W 111 / W 112 and two horizontal chrome strips on the rear - the chrome trim back accounted for on the fins, making these delicate effect. Tail fin bodies were at that time out of fashion, her zenith was towards the end of the 1950s. The rear lights had the 190 for a top rear center slightly tapered shape and red indicators. In 200 they were now straight and above, has been somewhat larger and had because of the new traffic regulations in Europe now yellow flashing glasses.

230, 1965-1968

A new addition was the 230 with the 2.3 - liter inline six- cylinder M 180 as the strongest model of the W 110 series - first with 105 hp and two Solex 38 PDSI -2 downdraft carburetors, as of July 1966, 120 hp and two Zenith 35/40 INAT downdraft carburetors register, identical to the "big " model 230 S. The 120 - hp engine brought the 230 with a manual gearbox to 175 km / h with acceleration from 0 to 100 km / h in 13 seconds. The first Mercedes-Benz production vehicle of 230 separate coolant expansion tank was back in the engine compartment. Man made out of a virtue of necessity, because the space in the shorter front car of the W 110 was just for a straight six. Because of the longer engine block, the radiator had to completely engage in the radiator frame - a filler directly on the radiator was not possible. Externally the 230 models of the 200 and 200 D differs only by the text " 230 " on the trunk lid. In the interior, additional grab handles were attached to the rear doors, the rear seat was standard with a built-in, fold-out armrest. The 230 is sort of a hybrid of the modular system, a transitional version between the small four-cylinder and the large six-cylinder - Mercedes- Benz once had the model 219 from the W assigned this role ( 1956-1959 ) 105. The number of produced 230 is 40,300.

Facelift in 1967

In 1967, the W 110 models were last revised, a newly developed safety steering column increased passive safety. The new steering column moves on impact in together. For the new steering column, the dashboard has been slightly revised in the area of the steering lock. Additionally, there was a new steering wheel with improved impact absorber, new buttons for the various controls on the dashboard and the window cranks and new interior door handles and redesigned exterior mirrors.

In February 1968, the production of the W 110 series was discontinued after almost seven years. Successors were produced from the autumn of 1967, successful W 114 and W 115 ( " Stroke Eight ").

The W 110 is a prized classic car today.


  • Sedan 4-door
  • 4-door sedan as a 7- seater long version ( Binz- conversion )
  • 5-door station wagon, called " Universal" ( built by IMA in Belgium)


In the official sales program, there were 1966 and 1967, the station wagon "Universal " was preceded in 1965 the production of the 190s also as combination in small numbers.

The vehicles under license from Daimler -Benz at IMA in early 1965 in Mechelen ( Belgium) were manufactured under the name " Universal" by Mercedes quality specifications were initially only station wagon. There three "small" models were offered: produced 200, 200 D, 230 and as a "great " W 111 of the 230 S. Total: 2754 IMA Universal tailfins station wagons. In low levels, also tailfin sedans were produced at IMA. Later, some of the successor type W115 sedans were manufactured by IMA. The company went bankrupt in 1968.

IMA -folds are due to the cooperation agreements with Daimler -Benz as the only " official" station wagons of the tail fin models; other combos are considered alterations. For restoration shows that the corrosion protection at IMA was not quite at Mercedes- Level: IMA station wagons are, as evidenced by the reports and buyer's guides of the classic car club VDH, often worse condition than sedans and show production- and use-dependent, often have a high need for restoration, especially at the rear end, with the combination specific special parts.

In addition, there were sedans from the W 110 also special bodies as ambulances, hearses and station wagon. Most of these were delivered as part manufactured bodies without a roof, rear window and trunk lid from the Sindelfingen plant to various body corporate. Binz and Meanies built ambulances, but also hearse vans and station wagons.

Pollmann, Rappold, Welsch, Stolle, Pilato and other companies produced primarily hearses. In a very small number next to commercial trucks and station wagons were of the company Jauernig ( Austria ), Marbach ( Switzerland ), Movauto (Portugal) and Haegele made ​​to order.


Gasoline engines:

  • 2.3-liter six-cylinder engine (M 180) 105 hp (230, 1965-1966 ) ( two flat-slide carburetor )
  • 2.3-liter six-cylinder engine (M 180) 120 hp (230, 1966-1968 ) ( two carburetor )

Diesel engines:

  • 2.0 - liter four-cylinder (OM 621 III ) 55 hp (190 Dc, 1961-1965 ) ( crankshaft mounted in triplicate)
  • 2.0 - liter four-cylinder (OM 621 VIII ) 55 hp ( 200 D, 1965-1968 ) ( crankshaft mounted five times)


The transmission is a fully - locking and synchronized four-speed manual transmission - standard with column shift, on request from 8/ 1964 means circuit. All models were available as an option with a slightly gruff four-speed automatic transmission with hydraulic clutch. A four-speed automatic at the time was rather unusual, transmission machines with hydraulic converters in vehicles from other manufacturers usually had three and very rarely only two gears. The first course of the Mercedes- automatic can be selected via the selector lever in position 2 only with the function, or: When fully depressing the accelerator ( kickdown) the automatic mode takes for better acceleration when starting in first gear. Another special feature of the Mercedes- automatic, was the use of two oil pumps. In addition to the normal engine-side oil pump, there is a second pump on the rear-wheel drive. Because these output-side pump lubricates, Mercedes cars of that model years can be towed with automatic transmission, unlike other automatic car ( jump start ), and they can be towed safely over long distances. ( The towing of vehicles, their gear machine has only one engine side oil pump, causing bearing damage on longer distances in the machine. )

In the " tailfin " W110 for the first time an automatic transmission were combined with diesel engines. The diesel engine delivers real lack of throttle as opposed to gasoline no usable vacuum signal from the intake to the transmission control - Daimler -Benz therefore had to go for the diesel new ways of transmission control.

The control units of those years did not have a torque converter, but a Föttinger fluid coupling with only two wheels instead of three of a torque converter - pump on the engine and turbine wheel at the transmission input are available, but the idler wheel is missing. Torque converter came on at Mercedes- Benz vehicles until 1973.

This diesel drive with automatic achieved only modest performance.

Production figures


The 72 -year-old Berlin taxi driver Ralf Werner is still driving its customers with a W 110 in light ivory, model 190 Dc, built in 1964 - the oldest taxi from Berlin. As part of the new dust regulation in the environmental zone from January 2008 it was prohibited the operation of the vehicle as a taxi in the distant future and denied him the H-plates for historic vehicles due to the commercial use again. Werner wanted to try to get an exemption for its very popular with passengers classic cars, if necessary through legal proceedings. Meanwhile, the H flag he has been awarded again, so that he could take a normal vehicle operation.

An insertable seat cushion between driver and front passenger seat was for vehicles with steering wheel gearshift, the possibility of using a third seat in the front row of seats. The armrest acted folded up as a backrest for the middle seat