Mercedes-Benz C111

A little history

If you’re from the same generation as I am, and were already fascinated by cars when you were a kid, then you do remember this impressive orange coupe sporting the famous three-pointed star that appeared in all magazines throughout the Seventies. That’s indeed what it was designed for: to be a showcase of Mercedes-Benz’ know-how. It fulfilled this role splendidly, along with that of test-bed for what were then high technologies.

The C111 was actually the name of more than a single car, but rather of a series of experimental vehicles. The very first model appeared in Frankfurt in September 1969, though it had been submitted to comprehensive tests since April. Its main goal was to experiment a Wankel rotor engine. A three-rotor type rated at 280 hp, this block was unable to demonstrate sufficient capacities, so a C111/II fitted with a centrally-mounted, 370 hp four-rotor engine followed during the spring of 1970, in Geneva. Performances were now astounding, as the car even recorded a reported 290 kph top speed, an impressive figure at the time. Could the car be produced? It was already fitted with such niceties as air conditioning and plush leather seats, while its gullwing doors were a hint at its prestigious ancestor, the 300 SL, so it is possible that Mercedes-Benz considered the possibilities, though it denied it. At any rate, world politics decided otherwise.

Many an automobile maker was then toying with the idea of fitting Wankel engines to their production cars. They were light, compact, simple thus reliable, and could develop high outputs. Their only problem was their huge appetite for gasoline, a flaw that was inherent to their design and thus that no tweaking of any kind could ever solve. But who cared when oil was so cheap and plentiful? The 1973 crisis suddenly broke out to prove otherwise. Oops. Wankel engines were promptly put away in the kind of storage reserved for “brilliant” ideas that had proved not so good after all, being promised to re-enter the limelight at a time that, in all likelihood, would never come. To be frank, we escaped the worse as Wankel engines were also polluting in proportions that today would make any conventionally-powered gas-guzzler of that carefree era appear eco-friendly. Only three manufacturers, then more advanced in their experiments, put Wankel-powered cars in production: NSU, Mazda and Citroën. This generally ended up with more tears than mirth.

The experimental fibreglass coupe from Mercedes-Benz didn’t disappear, though a completely different approach was needed. After a short eclipse, its Wankel engine was discarded, and replaced by the 3.0-litre five-cylinder diesel block that was in use in several production models, first of all the 240 D 3.0. Economy was the new talk of the town, but Mercedes-Benz wanted to demonstrate that it wasn’t incompatible with performance. Thanks to a turbocharger and an intercooler, the C111/IID could reach a remarkable 190-hp output. In June 1976, the car resurfaced in its newest form on the Nardo track, where it broke sixteen world records over two days and a half. During these tests, the C111/IID also lapped the circuit at 252 kph.

The C111/IID’s successes pushed Mercedes-Benz to develop yet another prototype, the C111/III. Gone were the production-like coupe approach of the previous models, the new car was designed from the ground up for records. In April 1978, the very sleek car was again sent to Nardo, where nine records were broken – no longer records for diesel-powered cars, but absolute ones. Average speeds of more than 300 kph were maintained, though fuel consumption didn’t exceed 16 litres per 100 kilometres. The only problem encountered was the explosion of a tyre at high speed, which damaged the car beyond repair – but fortunately a spare car had been brought, so the run was simply started anew.

A last record tempted Mercedes-Benz. It was unofficial, but highly prestigious. In 1975, a Can-Am car had set the fastest average speed on one circuit lap, at 355.854 kph. A new C111/IV was especially prepared to tackle this last challenge. The Mercedes-Benz team returned to Nardo in 1979. On May 5, project manager Dr. Hans Liebold lapped the track at an astounding 403.978 kph. Besides, the car broke a few more records. Then, time had come for all the C111 to head for the museum.

About the model

Model: Mercedes-Benz C111/II
Year: 1970
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps ref. 430-030060, limited edition - 1,440 pieces
Acquired: second hand with box, as a gift from a friend and fellow collector, in August 2010, in Manila, Philippines

That’s a splendid scale model of arguably the most famous of all C111s that Minichamps produces. Though I’m not fond of opening parts for 1/43 models, the German company perfectly adjusted the rear hatch, which discloses the unconventional Wankel engine. All details near perfection, while the model is finished in a superb orange paint, close to the weissherbst of the original. My rating is 17/20.

Mercedes-Benz 500 to 580K (W29)

A little history

After the legendary Mercedes-Benz SSK and SSKL had retired in 1932, only the SS remained as the famous company’s sports car offer. Two years later, the SS was finally withdrawn when a new 500K topped the range.

The 500K represented a sharp turn for Mercedes-Benz. It indeed inherited powerful engines fitted with superchargers, optional short wheelbase variants and immeasurable reputation from its predecessors, but the new cars were more urbane, with luxury set as their ultimate goal rather than strict performance.

Though most 500Ks produced in Mercedes-Benz’ Sindelfingen’s plant were heavy saloons built on the longer chassis, that were the shorter, sportier versions which focussed the bulk of the attention. With the Reich superhighway system filling out into a dense network, the very design of automobiles was evolving in a particular way in Germany. Most manufacturers were offering streamlined cars able to sustain high cruising speeds. For such a high-performance vehicle as its own, Mercedes-Benz couldn’t discard such a version, which came in the form of an impressive “Autobahnkurier” special coupe that was a sign of things to come.

All 500Ks were powered by a 5.0-litre inline eight. This new engine was rated at a rather leisurely 100 bhp but, in line with the company’s tradition, was equipped with a supercharger offering extra power at the driver’s request, by a simple touch of a button on the car’s dashboard or with the gas pedal through a kick-down system. When in use, the supercharger would push the output up to 160 bhp, which actually was still short of the SS series, of which many versions had been rated at more or less 200 bhp. Other technical details of the car deserve to be mentioned, as they were extremely advanced for the times: the 500K received an all-independent suspension, hydraulic power-assisted brakes on all four wheels, and a five-speed synchromesh gearbox was available.

It was in October 1936 that Mercedes-Benz broke with its habit and chose Paris instead of Berlin to introduce the W29’s next version, the 540K. The new name reflected the engine’s growth to 5.4-litre, with outputs now at 115 / 180 bhp, without or with supercharger in use. Using knowledge acquired through their all-conquering Grand Prix racing team, the 540K was totally reworked and its weight greatly reduced. As the 500K before it, the 540K too had its halo model, the outstanding Spezial Roadster, which has since then become one of the few classics among all classics. Actually this version, penned by Hermann Ahrens, had been introduced with the latest 500Ks, but became Mercedes-Benz’ most effective image-builder following the 540K’s introduction. Nonetheless, once again most of the production concentrated on less striking saloons and limousines.

In 1939, Mercedes-Benz started to work on the 540K’s replacement, internally known as W129 but supposed to be introduced as the 580K. Engine was again enlarged to 5.8-litre, with outputs up to 130 / 200 bhp, without or with its supercharger on. Several prototypes were built and clothed in the exclusive Spezial Roadster body, or as equally extraordinary coupes. They were tested until 1940, when the necessities of the war brought the program to a halt. Interestingly, the very last units ever built in this series were armoured cars built on the 540K chassis on special request from the Third Reich authorities, the last vehicles being delivered in 1944.

About the models

Model: Mercedes-Benz 540K Spezial Roadster
Year: 1936
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.3 of its Voitures Classiques press series
Acquired: brand new, in October 2005, in Souillac, France

A nice Ixo-built model of the famed Spezial Roadster has been proposed by Altaya. It is aptly painted in the traditional red paint these cars often sported, and is nicely fitted with many separate parts. The only drawback is the size of the headlights, which are much too large in diameter. My rating is 13/20.













Model: Mercedes-Benz 540K
Year: 1936
Maker: Solido
Scale: 1/43
Distributed by: Solido, “Sixties” series
Acquired: brand new, in August 2003, in Brive, France

Solido offers this older model, curiously enough in its “Sixties” rather than “Âge d’Or” series. Despite its age this is still a pleasant die-cast in any collection, helped by the fact that rather than the omnipresent Spezial Roadster, Solido chose a plainer yet more original four-seat convertible. Just for the anecdote, a curious problem occurred with this model, as one day I found one of its headlights resting on the shelf next to the car, broken. The model never having been bumped beforehand this was rather odd, but fortunately was fixed without any problem. My rating is 12/20.

Mercedes-Benz S-Class (W108 and W109)

A little history

Though the “Heckflosse” was maintained as Mercedes-Benz’ base model beyond 1965, its largest derivatives were replaced by a new 6-cylinder W108/109 range, better known as the S-Class. The new cars appeared in August 1965. Their main feature was their clean, elegant style signed by 31-year old designer Paul Bracq, who finally got rid off the embarrassing fins of their predecessors.

The W108 was, by far, the most popular model. In its original form (250 S), it was powered by a version of the trusted straight six, enlarged to 2.5 litres and good for 130 hp. Fitted with fuel injection (250 SE), the car was rated at 150 hp. Top-of-the-range model was a long wheelbase version, the W109, fitted with the old 3.0-litre six. Named the 300 SEL, this car suffered from only marginally better performances than the 250 SE while its fuel consumption was totally unacceptable, even by the time’s standards: around 18 litres per 100 kilometres on average. This problem was fortunately solved in 1967 when a brand-new 2.8-litre engine was introduced. Simultaneously, Mercedes-Benz added to its range a new car designed as an image-builder, the 300 SEL 6.3. Its name says it all: the German company dropped the 6.3-litre V8 of its 600 model, an engine which production facilities were largely underused, into the W109’s engine compartment. Though at first sight the abilities of the 300 SEL 6.3 don’t seem so extraordinary nowadays, it was then no less than the fastest production saloon in the world (220 kph), able to match most GTs on the drag strip (0-100 in 6.5 seconds). As a comparison, the large Mercedes-Benz, in which five passengers could enjoy such luxuries as leather seats, power windows and air suspension, could actually beat any road-going Porsche of the time in all respects.

The W108/W109 range was built until the end of 1972, when replaced by the new W116.

About the model

Model: Mercedes-Benz 300 SEL 6.3
Year: 1968
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps, limited edition - 1,536 pieces
Acquired: brand new, in May 2006, in Manila, Philippines

Minichamps proposes a very interesting scale model of the famed 300 SEL 6.3. Details are excellent for a die-cast in this price range. Minichamps fits a Monaco plate to its model, aptly enough for such an expensive car. My rating is 16/20.

Mercedes-Benz 190 to 300 “Peilstege” aka “Heckflosse” (W110, W111 and W112)

A little history

The rounded, pontoon-bodied Mercedes-Benz of the Fifties started to give way to a squarish new car in 1959, with the introduction of the larger and wider W111. Modern-looking overall, the W111 was characterized at the back by its finned rear wings, hence the name “Heckflosse” which has been unofficially attached to this generation of cars in their native Germany, and up front by its combined lamp units, known as Lichteinheiten, a feature then unknown at a time when round headlights were still the norm. The W111’s engine was a 2.2-litre inline six.

In 1961, the Heckflosse range was extended downward with the introduction of the W110, a simpler version powered by gasoline or diesel fours, both of 1.9-litre displacement. The “pontoon” cars were then gone for good. The diesel, an interesting option for fleets and particularly for taxis, largely outsold the gasoline version throughout the model’s lifespan. During the same year, the old top-range 300 model was replaced by the W112, a chrome-laden W111 which received a 3.0-litre six based on the famed 300 SL’s engine, power steering, automatic transmission and pneumatic suspension, all standard equipments.

These basic three models, known to the public as the 190 (W110), 220 (W111) and 300 (W112), were built until 1965 without major modifications. That year, the whole range was improved: the two lesser models received larger engines, making them known thereafter as the 200 and the 230, while the 300 was eliminated due to the recent arrival of the prestigious 600, crowning Mercedes-Benz’ offer. In its place a new 250 SE (W108) appeared, a brand-new car powered by a larger (2.5-litre) six fitted with fuel injection, and graced by a stylish body penned by designer Paul Bracq, who eliminated the then old-fashioned fins.

The four-cylinder W110 and six-cylinder W111 were built until 1968, when the brand-new W114 and W115 were introduced as their replacements.

About the models

Model: Mercedes-Benz 220 SE
Year: 1959
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.11 of its La Légende Mercedes-Benz press series
Acquired: brand new, in January 2008, in Souillac, France

Altaya proposed a rather correct W111 in its recent collection about Mercedes-Benz. The quality of the models Ixo provides to Altaya have been greatly improved over the years – notice the rear lights and the replacement of the plastic radiator mascot by a much thinner photoetched one. My rating is 14/20.













Model: Mercedes-Benz 200 D
Year: 1964
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.7 of its Taxis du Monde press series
Acquired: second hand with mismatched stand and box, in October 2007, through mail from a fellow collector from Rouziers de Touraine, France

Altaya proposed this Cairo Mercedes-Benz in its collection dedicated to the taxis of the world. I’ve been glad to find it as part of a set sold by another collector as my father drove a 200 D for a while. He had sold a Ford Consul 315 of which he was particularly happy and purchased a W110, which was the worst car he ever had. The car spent the majority of the time at the garage being repaired, so with the warranty soon over my father quickly sold it, promising never to buy a Mercedes-Benz again.

As with most older Altayas the weakest point of this model is its rear lights, here simply painted in uniform red paint – too bad as the rest of the car is rather correct. Like all Mercedes-Benz die-casts, the star above the radiator is first to be damaged, and unsurprisingly I received mine without this part. I’d give 12/20 to this model.

Mercedes-Benz 600

A little history

After World War Two, though its executives had initially declared that the company had “ceased to exist”, Mercedes-Benz’ production was painfully restarted. Among all of its pre-war models, the company select the most popular ones (that is, “popular” by comparison) at the expense of the most exclusive. Despite the many difficulties that laid ahead of such a car maker in a country brought to its knees by military defeat, Mercedes-Benz made it into the Fifties, helped by its extraordinary reputation, its spotless record for reliability and its popularity among taxi operators.

Just a few years later, Mercedes-Benz was again a major player on the automotive scene. In 1951, it significantly introduced a top-of-the-line 300 model (W186). It entered production in November, marking the company’s return in the luxury field. Passing through four successive stages, the 300 was built until 1962, being gradually replaced by the W111 “Heckflosse” in 1959 and the W112 in 1961.

Though the 300 had been nicknamed “Adenauer”, by reference to the then-German chancellor Konrad Adenauer’s use of four different 300s, the W112 wasn’t made for heads of state and monarchs. A better suited vehicle was still due to be launched.

This car, the 600 (W100), finally appeared in September 1963, entering production during the following year. Powered by a massive 6.3-litre V8 engine (and not a 6.0-litre as its name could have implied), the 600 could boast performances that few sports cars of the time could, notably a 200+ kph top speed and a very good handling despite its extreme size and weight. Nevertheless, it was as a luxury car that the 600 was obviously built. One of its most striking characteristics in relation with comfort was the use of an adjustable air suspension, resulting in an extremely smooth ride. A centralized hydraulic system also allowed the 600 to benefit from power-everything: even the boot could be closed automatically. Disk brakes on all four wheels were fitted as standard, as was an automatic transmission. In fact, the 600 was so exceptional that it was voted “best car in the world” in 1967. Not surprisingly, such quality comes with a price – quite literally. A very expensive car, the 600 was boxing in the same category as the Rolls-Royce, nothing less, which limited its production to very low volumes.

The base model was a large four-door limousine (many sources speak of a saloon, but having six side windows, even the smaller 600 is, stricto sensu, a limousine), available with or without glass separation between the front and rear compartments. In standard guise, the 600 was already astonishing, but even more incredible was to come as the Pullman, set on a stretched chassis. Seating seven, the 600 Pullman could be acquired in four- and six-door forms. In addition, a landaulet, this rare type of body in which the rear seats are covered by a collapsible top, was also available and became a favourite for the pope and several African dictators alike.

The oil crisis hit the world late in 1973. The production figures of the 600 were already low; the plummeted even further, making useless to plan a replacement for the car, which external design was showing wrinkles by that time. The career of the 600 thus extended until 1981, when the venerable limousine finally retired.

About the models

Model: Mercedes-Benz 600 Pullman
Year: 1963
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.2 of its La Légende Mercedes-Benz press series
Acquired: brand new, in January 2008, in Souillac, France

A few years ago, Ixo released a very nice 600 that logically joined the series initiated by Altaya. Pluses include the photo-etched star on top of the radiator, and the very nice treatment of the rear compartment, which features curtains and handle straps. A good 15/20 for this model.





Model: Mercedes-Benz 600 Pullman
Year: c.1968
Maker: Vitesse
Scale: 1/43
Distributed by: Vitesse
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

Vitesse's reproduction of a 6-door Pullman is older than Ixo's rendition, though it doesn't show so much. Though the famous star isn't photo-etched and therefore the front doesn't necessarily compare favourably, Vitesse fitted its model with silver plastic mouldings round the wheel arches (these parts are only painted on the Ixo) and the exhausts, though somewhat large, are hollow. All in all both models are equal in terms of quality and detailing so I'll again give a 15/20.





Model: Mercedes-Benz 600 Landaulet
Year: c.1968
Maker: Vitesse
Scale: 1/43
Distributed by: Vitesse
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

Vitesse also made a 6-door landaulet (how many of the real thing have ever been built?) based on its limousine. The silver paint of the one I put my hands onto becomes it perfectly. I'm now looking for a 1/43 banana republic dictator to place at the rear. Again, 15/20.