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49-456: The secret services used a stolen Mercedes-Benz SL (R107) , driven by two criminals named Klaus-Dieter Loudil and Manfred Berger who were recruited by the secret services. In the car were forged passports, one of them with a photograph of Sigurd Debus . Serial numbers of the passports showed that they were stolen from German authorities. Mr. Debus was an inmate in the Celle prison. He was considered

98-582: A 5.0-litre 450SLC driven by Hannu Mikkola won the Bandama Rally in Côte d'Ivoire , with others finishing 2nd, 3rd and 4th. That same year the factory had used the 450SLC '5.0' to contest the Safari Rally , only narrowly missing out on victory because of suspension breakages. Nevertheless, the car driven by Hannu Mikkola finished 2nd. Results in 1980 were worse, and the factory team was disbanded at

147-690: A 500SL painted Signal Red, built on 4 August 1989; it currently resides in the Mercedes-Benz museum in Stuttgart , Germany. North America was the key market for this Personal luxury car , and two thirds of R107 and C107 production was sold there. The R107/C107 for the North American market sported four round low-output sealed beam headlights, due to unique U.S. regulations . Sales in North America began in 1972, and cars wore

196-516: A 560SL was introduced for certain extra-European markets, notably the USA, Australia, and Japan. Also in 1985, the Bosch KE Jetronic was fitted. The KE Jetronic system varied from the earlier, all mechanical system by the introduction of a more modern engine management "computer", which controlled idle speed, fuel rate, and air/fuel mixture. The final car of the 18 years running 107 series was

245-532: A Red Army Faction terrorist suspect. Some tools to be used for a prison escape attempt were brought secretly to Debus' prison cell by the secret services. The action should have taken place one night earlier when twelve secret service officers, one GSG 9 demolition squad officer and Jürgen Wiehe, a civil servant in the Ministry of the Interior of the state of Lower Saxony , waited for the right moment to detonate

294-752: A fixed roof and an optional sliding steel sunroof. It replaced the W111 Coupé in 1971 and was in turn replaced by the C126 S-class coupé in 1981. The R107 and C107 took the chassis components of the midsize 1968 Mercedes-Benz W114 model and mated them initially to the M116 and M117 V8 engines used in the W108, W109 and W111 series. The body styles for both R107 and C107 did not change materially from introduction in 1971 to their end of production in 1981 (coupé) and 1989 (soft-top) respectively. The SL (R107) variant

343-418: A fuel-injected 2.8L straight-6 as 280SL and 280SLC. In September 1977 the 450SLC 5.0 joined the line. This was a homologation version of the big coupé, featuring a new all-aluminium five-liter V8, aluminium alloy bonnet and boot lid, as well as a black rubber rear spoiler and a small front lip spoiler. These changes resulted in a reduction in weight of over 100kg when compared to the 'old' 450SLC. The '5.0'

392-617: A large S-class saloon. The SLC replaced the former saloon-based 280/300SE coupé in the Mercedes lineup, while there was no two-door version of the W116 . The SLC model run ended in 1981, much earlier than the SL. It was replaced by the considerably larger 380SEC and 500SEC , once again derived from the 1980 S-class line. Volume production of the first R107 car, the 350SL, started in April 1971 alongside

441-652: A ten-year period of which just 1,636 were the 450SLC-5.0 and 1,133 were the 500SLC. Both these models are sought by collectors today. With the exception of the R171 SLK 55 AMG Black Series and the SL65 AMG Black Series, the SLC remains the only fixed roof Mercedes-Benz coupé based on a roadster rather than a saloon. Following the discontinuation of the SLC in November 1981, the 107 series continued, initially as

490-471: A top speed of 225 km/h (140 mph). Torque for the 500SL is 296 lb⋅ft (401 N⋅m) at 3200 rpm and for the 560SL 287 lb⋅ft (389 N⋅m) at 3500 rpm. Model years 1975 and 1976 for the 450SL suffered from vapor lock and hard restart because of the under-bonnet position of the catalytic converter. Starting in MY 1977, the catalytic converter was moved to replace the resonator, located just behind

539-533: The C111 experimental vehicle, developed to help Mercedes-Benz keep from falling afoul of US Corporate Average Fuel Economy (CAFE) standards introduced in 1975. The 300D became a best seller and helped considerably raise Mercedes-Benzs' average fuel economy. Due to the modifications demanded by the U.S. government, U.S. models of the Mercedes-Benz W116 were described by journalists as if a "beautiful car

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588-599: The K-Jetronic mechanical fuel injection system, a less complicated system that proved to be much more reliable in the long run with injectors costing significantly less than those used on the D-Jetronic system. The W116 equipped with the K-Jetronic system used a cast-iron fuel distributor which can be prone to rust over time if moisture or water is present in the fuel. This was changed to an alloy fuel distributor in

637-533: The 280S (using a Solex carburetor) and the 280SE (using Bosch D-Jetronic injection), plus the 350SE, powered by the M116 engine (V8 with 3499 cc displacement). After the 1973 oil crisis, a long-wheelbase 280SEL was added to the model range. The larger 4.5-litre M117 V8 engines were developed in response to US emission regulations and initially fitted to the 350SL and 350SLC for the US market in 1972, which were renamed as

686-455: The 280SL, 380SL, and 500SL. At this time, the V8 engines were re-tuned for greater efficiency, lost a few horsepower and consumed less fuel, largely due to substantially higher (numerically lower) axle ratios that went from 3.27:1 to 2.47:1 for the 380SL and from 2.72:1 to 2.27:1 for the 500SL. From September 1985 the 280SL was replaced by a new 300SL and the 380SL by a 420SL; the 500SL continued and

735-578: The 380SLC and 500SLC in March 1980. At the same time, the cars received a very mild makeover; the 3-speed automatic was replaced by a four-speed unit, returning to where the R107 started in 1971 with the optional 4 speed automatic 350SL (3.5lt). The 280SLC, 380SLC, and 500SLC were discontinued in 1981 with the introduction of the W126 series 380SEC and 500SEC coupés. A total of 62,888 SLCs had been manufactured over

784-416: The 450SL and 450SLC in 1973. Mercedes-Benz introduced the 450SE and 450SEL for both US and international markets in 1973. The 4.5-litre models were available with three-speed automatic gearboxes only, while the models with smaller 3.5-litre V8 engine could be ordered with a four-speed (and later five-speed) manual gearbox. The 450SE and 450SEL received a plusher interior, with velour or leather seats rather than

833-415: The 500 SL were made equipped with AMG tuned M 117 with 5.2 and 5.4 liter displacements. AMG options included aerodynamic and appearance elements, limited slip differentials of 3.06, 3.27, and 3.46 ratios, suspension and handling equipment, AMG steering wheels, extended range fuel tanks and rare 5 speed manual transmissions. Individual vehicles made for special clients include a 350 SLC 6.3, equipped with

882-579: The Bosch D Jetronic fuel injection system, an early electronic engine management system. US models sold from 1976 through 1979 used the Bosch K Jetronic system, an entirely mechanical fuel injection system. From 1974, the front and rear bumpers were dramatically lengthened, by 8 inches (203 mm) on each end, to comply with the U.S. National Highway Traffic Safety Administration regulations that mandated no damage at an impact of 5 miles per hour (8.0 km/h). North American market SL and SLC models retained

931-704: The M100 and the 450 SLC 6.9 equipped with M100 engine from the W116 450 SEL 6.9. AMG manufactured at least one convertible based on the 450 SLC. In 1978 the factory prepared two examples for the one-off Vuelta a la América del Sur, a month-long event of some 7,000 kilometres in length that took the competitors from Buenos Aires and back via Rio, Manaus, Caracas, Bogota, Lima, La Paz, Santiago and Ushuaia. The car driven by Andrew Cowan and Colin Malkin won by 20 minutes from team-mates Sobiesław Zasada and Andrzej Zembrzuski. In 1979

980-453: The M117. Tier 1 includes: Combustion chambers and conduits of both cylinder heads were reworked and polished, two AMG camshafts. Tier 1 rose output by 19kW (26HP). Tier 2 includes all of Tier 1 and: Larger valves and camshafts with longer valve timing and more valve stroke along with higher compression combustion chambers rising output 37kW (46HP). In the first half of the 1980's a few copies of

1029-515: The MSRP of $ 38,230 while the 280S and 450SE were dropped due to slow sales. The 300SD, the world’s first passenger car with a turbocharged diesel engine, was launched in the United States and Canada in 1978. The S-Class model with the turbodiesel engine was exclusive to the North American and Japanese markets until 1991. It had a turbocharged 3.0-litre inline-five diesel engine developed from

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1078-635: The North American and Japanese markets was the 300SD, the world's first passenger car with a turbocharged diesel engine, which was introduced in 1978. No 300SD model was offered in Europe (where diesel engines were well-received and had tax advantages) until 1991, when the W140 300SD was finally introduced in Europe and international markets. The 450SE was named the European Car of the Year in 1974, even though

1127-498: The SL and SLC models were also assembled in South Africa by UCDD (United Car and Diesel Distributors) for the captive domestic market from early 1977 (on a contractor basis before Daimler-Benz A.G. acquired a majority stake of UCDD in 1984). Only about 40 units per month were built. AMG offered enhancements for all R107/C107 models, while engine enhancements were not available for the 420 SL. AMG offered two upgrade tiers for

1176-614: The SL, the W116 received the ridged lamp covers which kept dirt accumulation at bay; this was to remain a Mercedes-Benz design theme into the 21st century. The W116 was Friedrich Geiger 's last design for Mercedes-Benz; his career had started with the Mercedes-Benz 500K in 1933. The W116 was presented in September 1972. The model range initially included two versions of the M110 engine (straight-six with 2746 cc displacement) —

1225-514: The US. The R107 and C107 were even more focused on the American market, with specialized engines, bumper designs, headlights, and emissions management designs. The R107 and C107 sold 204,373 units in the US (68%) of 300,175 total units sold (excluding grey market sales into the US). During its production run, the SL was the only roadster offered by Mercedes-Benz. The C107/SLC was a four-seat car with

1274-683: The W116 range was first introduced at the Paris Motor Show in the fall of 1972. The W116 became the first production car to use an electronic four-wheel multi-channel anti-lock braking system (ABS) from Bosch as an option from 1978 on. Production totaled 473,035 units. The W116 was succeeded by the W126 S-Class in 1979. The W116 was sold throughout Europe, the Americas, Asia, the Middle East, Africa, and Australia. In 1975,

1323-635: The W116 was upgraded with a new fuel injection system to comply with revised exhaust emission standards in European markets. A slight power reduction was a result of this update. In 1978, a series of engine upgrades restored original performance levels with new fuel injection systems. The early models (1973-1974) of the W116 with the twin cam inline 6 used the D- Jetronic fuel injection system with computers and MAP sensor that are both prone to failure after more than 20 years of use. From 1975 onward they used

1372-463: The badge 350SL, but actually had a larger 4.5L V8 with 3 speed auto (and were renamed 450SL for model year 1973); the big V8 became available on other markets with the official introduction of the 450SL/SLC on non-North American markets in March 1973. R107 and C107 cars were exported to the US with low compression 4.5 liter V8 engines to meet stringent US emissions requirements, yet still provide adequate power. US cars sold from 1972 through 1975 used

1421-535: The bomb on July 24. But they had to interrupt the action since two lovers coming from the nearby funfair entered the danger area. So the action was deferred. On July 25, 1978, at 2.54 a.m., the bomb was detonated at the outer prison wall, but caused minor damage. No inmate was able to escape. The Mercedes was later caught in Salzgitter (80 km away) in a police roadblock, with the driver having already escaped. The false passports and some ammunition were found in

1470-518: The brand-new corporate styling theme, which endured until 1993, when the 190 was discontinued. The design, finalized in December 1969, was a dramatic leap forward, with more masculine lines that combined to create an elegant and sporty character. The basic design concept continued the themes originally introduced on the R107 SL-Class roadster , especially the front and rear lights. As with

1519-565: The car. In Celle, a 1.5-square-meter hole, named the Celle Hole (Celler Loch), was left in the outer prison wall. A handgun, model Walther PPK 7.65 , which was the official pistol of one of the secret service officers, as well as a rubber dinghy, were found. The Celle prison is situated close to the bank of the river Aller . After the detonation, Debus' conditions of detention were aggravated "for security reasons". The secret service had planted escape tools into Debus' cell, which were found in

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1568-403: The checkered cloth of the lesser models. The door cards had the velour or leather inserts. The 4.5-litre M117 V8 engines had 225 PS (165 kW) in most European and international markets, 190 hp (142 kW) for the US market, and 200 PS (147 kW) for Swedish and Australian markets. The 450 models received a plusher interior as well, with velour or leather seats rather than

1617-551: The checkered cloth of the lesser models. The door cards were also of a different design, with pads being pulled up around the windows. The W116 had independent suspension and disk brakes on all four wheels. The most notable W116 model was the high-performance, limited-production 450SEL 6.9 , which was introduced in 1975. This model boasted the largest engine installed in a post-war Mercedes-Benz (and any non-American production automobile) up to that time, and it also featured self-leveling hydropneumatic suspension . Exclusive to

1666-473: The first Mercedes-Benz models to be officially called S-Class , although some earlier sedan models had already been designated unofficially with the letter 'S' for Sonderklasse (German for 'special class'). The W116 was selected as European Car of the Year in 1974. The W116's development began in 1966, which was only a year after the launch of the W108/09. This was the first Mercedes-Benz sedan to feature

1715-420: The following model W126 and is not subject to corrosion. W116 was first model from Mercedes-Benz to feature the hydropneumatic suspension system. While the principle is similar to Citroën’s, Mercedes-Benz made some changes. The hydraulic pump was driven by the timing chain instead of a rubber belt for more reliability (Citroën’s system would lead to loss of hydraulic power if belt failed). Mercedes-Benz utilised

1764-413: The hard rubber dampers as temporary dampers in event of hydraulic failure. The height adjustment had a smaller range of height as compared to Citroën (5 cm versus 50 cm). Unlike Citroën, the car did not “sink” to the ground after shutting off the engine, and the driver did not have to wait for the hydraulic power to spool up and lift the car to the operating height. The full hydropneumatic suspension system

1813-573: The last of the W113 cars; the 350SLC followed in October. The early 1971 350SL are very rare and were available with an optional 4 speed fluid coupling automatic gearbox. The 1971 4sp auto were quick cars for the day with 0-60 mph in 8 seconds. In addition, the rare 1971 cars were fitted with Bosch electronic fuel injection. The 350SL and 350SLC for the European market used a 3.5 liter V8 engine. From July 1974 both SL and SLC could also be ordered with

1862-426: The protruding 5 mph bumpers, even after the wisdom of the law was reconsidered in 1981. The 450SL was produced until 1980. The smaller engined 380SL replaced the 450SL from 1981 to 1985. The Malaise era 380SL was the least powerful of the US market R107 roadsters. Starting in 1980, US cars were equipped with lambda control, which varied the air/fuel mixture based on feedback from an oxygen sensor. The 380SL

1911-412: The search after the attack, and was supposed to prove Debus' participation. Hence, the detainee started a hunger strike as a protest against this. Sigurd Debus died on April 16, 1981, shortly before the scheduled date of his discharge from prison. Mercedes-Benz R107 and C107 The Mercedes-Benz R107 and C107 are sports cars which were produced by Mercedes-Benz from 1971 until 1989, being

1960-439: The season's end. An Albert Pfuhl proceeded to buy all six cars, equipment, and spare parts from the works team. Pfuhl and his team built a series of cars to compete in the 1984 Paris–Dakar Rally with a white and blue "BOSS" livery. The cars finished well down the order. Mercedes-Benz W116 The Mercedes-Benz W116 is a series of flagship luxury sedans produced from September 1972 until 1980. The W116 automobiles were

2009-664: The second longest single series ever produced by the automaker after the G-Class . They were sold under the SL (R107) and SLC (C107) model names in a variety of names indicating the displacement of the engines. The R107/SL was a two-seat convertible with a detachable roof. It replaced the W113 SL-Class in 1971 and was replaced by the R129 SL-Class in 1989. The predecessor W113 was notably successful in North America, with 19,440 units (40%) of 48,912 total units sold in

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2058-464: The transmission in the exhaust system. The 380SL/SLC engine came with a single row timing chain from 1981 through 1983. These early 380SL/SLC models were plagued with chain failure problems and the problem was corrected by Mercedes-Benz, free of charge. Some vehicles escaped the retrofit and may at some point fail as a result. MYs 1984 and 1985 came with a double row timing chain from the factory to address this issue. Another problem area for late 450SLs

2107-414: Was a 2-seat convertible/roadster with standard soft-top, with optional winter hardtop and only rarely ordered very small rear bench-seat. The SLC (C107) derivative was a 2-door hardtop coupé, on a 36 cm (14.2 in) longer wheelbase, and with normally sized rear seats. The SLC was the first and only time that Mercedes-Benz based their S-class coupé on a stretched SL roadster platform, rather than on

2156-513: Was beaten with the malaise ugly stick." The high-performance 450SEL 6.9 version of the S-Class was built on its own assembly line by Daimler-Benz in Sindelfingen , Germany and based on the long-wheelbase version of the W116 chassis. The model was generally referred to in the company's literature as the "6.9", to separate it from the regular 450SEL. The 450SEL 6.9 was first shown to

2205-411: Was built in limited numbers, only 2,769 being completed between 1977 and 1981. Maximum speed of the '5.0' was some 10km/h faster than that of the '4.5' at around 225km/h. The 450SLC 5.0 was produced in order to homologate the SLC for the 1978 World Rally Championship. Starting in 1980, the 350SLC, 450SLC, and 450SLC 5.0 models (like the 350SL and 450SL) were discontinued in 1980 with the introduction of

2254-476: Was eliminated by Congress in 1988. From 1986 to 1989, a more powerful version was available from the factory, the 560SL. It was exclusive to the USA, European, Japanese and Australian markets. Despite the larger 5.6 liter engine of the U.S. 560SL, the forbidden Euro-spec 500SL was the fastest production R107 produced (mostly because of the lack of emission reducing components). The 500SL was published by Mercedes-Benz as having 0-60 mph times of 7.4 seconds for

2303-399: Was fitted to the 450SEL 6.9 as standard. In 1977, the self-levelling rear suspension system was offered for 450SEL as an extra cost option outside the North American market. North America was a key market for the W116. The model range for the U.S. market at launch was 280SE, 450SE, and 450SEL. For 1975, the 280S was launched as a response to the 1973 oil crisis. The 6.9 was added in 1977 with

2352-453: Was published by Mercedes-Benz as having 0-60 mph time of 9.3 seconds for a top speed of 205 km/h (127 mph). Torque for the 380SL is 232 lb⋅ft (315 N⋅m). The more powerful 500SL with a 5.0 liter engine, produced from 1980–1989, was not available in the US. This drove many customers to obtain the European specification car in the " gray market ," where the vehicles were converted to meet Federal mandates, until this option

2401-432: Was the automatic climate control system. Based on a servo which controlled coolant flow to the heater core, as well as vacuum to actuate the vents in the interior of the car, the system proved unreliable. It was installed on 450SLs through end of production in 1980. Models produced prior to 1978 had a manual climate control system, 380SL models produced from 1981 received a more reliable automatic climate control system. Both

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