Classic Car Catalogue

Mercedes Benz 1936

(W 23) 130 - discontinued (1934-36 - 4298 ex.)
(W 130) 150 - discontinued (1934-36 - 25 ex.)
(W 28) 170H - new model
(W 15) 170 - discontinued (1931-36 - 13775 ex.)
(W 136) 170V - new model
(W 139) 170VL - new model (1936-36 - 42 ex.)
(W 21) 200 - discontinued (1932-36 - 9281 ex.)
(W 143 ) 230 - new model
(W 138) 260D - new model
(W 18) 290
(W 135) 290 Kubelsitz II - new model
(W 08) 500 N
(W 29) 500K, 540K
(W 07) 770
(W 31) G4
(W 131) G4
Volkswagen V60 - 30 ex.
(W 130 II) 150V - discontinued (1934-36 - 36 ex.)
(W 144) 130VB - prototype - 12 ex.
(W 145) 190VB - prototype - 4 ex.
(W 146) 260V - prototype - 12 ex.

Germany


IAA in Berlin
Dotychczasowy model 130/150 został zastąpiony przez 170 H z większym silnikiem chłodzonym cieczą.
Nowy model 170 V ma taki sam silnik jak 170 H, ale umieszczony z przodu i napędzający tylne koła.
Firma sprzedała w Niemczech 19.816 samochodów wysuwając się na trzecie miejsce wśród tamtejszych producentów. Największy udział w tym sukcesie ma nowy 170, którego wyprodukowano 12.629 egzemplarzy - cztery razy więcej niż w roku ubiegłym!
Słynny 500 K został w pażdzierniku zastąpiony przez jeszcze wspanialszy 540 K (W 29) z silnikiem rozwierconym do 5401 cm³, osiągającym moc 115/180 KM. W ciągu dwóch lat produkcji powstały 342 egzemplarze tych drogich i ekskluzywnych wozów, budowanych jako limuzyna (Innenlenker), kabriolet, roadster, tourer i specyficzny Autobahnkurier.
Najwyższą klasę wozów niemieckich reprezentuje dotychczas jednak Mercedes, który na Targach zademonstrował te modele, na zbyt których mógłby w Polsce liczyć, a mianowicie mod. 170 H, mod. 170 V, karetę mod. 200 i kabrjolet mod. 290. Wśród nich dwa pierwsze stanowią dorobek ostatniego roku i poraz pierwszy zostały wystawione na widok publiczny na tegorocznym Salonie Berlińskim. Oba te modele posiadają bardzo ciekawe podwozia z rur spawanych i silniki o pojemności 1,7 litra. Różnią się między sobą sposobem przeniesienia napędu a więc gdv 170 H posiada silnik umieszczony z tyłu i napęd na koła tylne, to 170 V silnik ma z przodu i napęd na koła tylne, a więc układ klasyczny. Wozy te pod względem konstrukcji, wykonania i trwałości stanowią najwyższą klasę wśród wozów popularnych w Niemczech, lecz ze względu na cenę większego rozpowszechnienia nie zdobyły.
(Auto Technika Samochodowa '36 - relacja z Targów Poznańskich)
Cars registered in Germany:
Total 19816 ex.
 

130, 150 and 170H

(W 23) 130 (R4 cyl, 1308 ccm, 26 PS; wb: 2500 mm) - discontinued
  Limousine
  Cabrio-Limousine
(W 130) 150 (R4 cyl, 1498 ccm, 55 PS; wb: 2600 mm) - discontinued
  Sportwagen
(W 28) 170H (R4 cyl, 1697 ccm, 38 PS; wb: 2600 mm) - new model
  Limousine
  Cabrio-Limousine

In February 1936, the unconventional 1.3-litre vehicle gave way to the more powerful and redesigned 170 H. A total of 4 298 vehicles were produced between November 1933 and April 1936.
The 170 H (W 28) made its debut at the International Motor and Motorcycle Show in Berlin together with the 170 V. The technical concept of the backbone chassis with its rear fork to accommodate the rear engine, remains the same as the 130. It also offers a standard-installed heater. In addition, its fourth gear is an overdrive/economy gear. Its compressed-air cooling has a blower wheel driven by the alternator shaft forcing the air through the radiator.
 

170V

(W 136) 170V (R4 cyl, 1697 ccm, 38 PS; wb: 2845 mm)
  Limousine 2 Türen
  Limousine 4 Türen
  Tourenwagen
  Cabriolet B
  Sport-Roadster
  Cabriolet A

The backbone of the new vehicle is an X-shaped oval tubular frame designed according to a patent of Max Wagner. Despite a longer wheelbase, this new frame is some 50 kg lighter and also stiffer than the box-section frame previously used on the 170. It is designed to be used not only ror cars but also on commercial vehicles. The front fork of the frame house the engine, while the differential is accommodated in the rear fork. The front suspension consists of independently suspended front wheels mounted on two transverse leaf springs with two piston-type shock absorbers. The rear suspension is typical now Mercedes_Benz swing axle with two coil springs.
The engine M 136 has been developed from the 1.3‑litre unit of the rear-engined 130. It was initially intended to have a 1.6-litre displacement, a version that actually underwent extensive testing. Just as production was about to commence, it was decided to increase the displacement to 1.7 litres by adding 1.5 mm to the bore while lengthening the stroke by 2 mm. Instead of raising the power output, the main aim was to produce greater torque. The engine is mounted at two points according to the floating-engine principle, with the vibration axis passing through the centre of mass.
The 170 V is available in many body variants: two- or four-door saloon, convertible saloon, two-door open tourer, Convertible B and two-seater roadster and chassis-only. A sporty-elegant Convertible A joined the range in May, with a price of RM 5 980, being the most exclusive variant of the 170 V. September brought the addition of a panel van, which come with wider 5.50 x 16 rims and tyres.
At the International Motor and Motorcycle Show, the 170 V was still on display without a rear bumper. From July, all variants are delivered with rear corner guards. At the same time, the roadster and Convertible A gained front wing lamps as standard.
From summer a Kübelwagen for the police.

170 V Cabriolet A

170 V Cabriolet B

170 V Kübelwagen

170 V Kübelwagen
 

200, 230 and 260D

(W 21) 200 (R6 cyl, 1961 ccm, 40 PS; wb: 2700 mm) - discontinued (1932-36 - 9281 ex.)
(W 21) 200 lang (R6 cyl, 1961 ccm, 40 PS; wb: 3050 mm) - discontinued (1934-36 - 6341 ex.)
(W 143 ) 230 (R6 cyl, 2229 ccm, 55 PS; wb: 2700 mm) - new model
(W 138) 260D (R4 cyl, diesel, 2545 ccm, 45 PS; wb: 3050 mm) - new model

 
For the 1936 model year, three new body variants were unveiled in February. The first is a standard-wheelbase two-door saloon that is significantly more modern in appearance than its four-door counterpart. Stylistically similar to the same variant of the 170 launched in February 1935, it is more harmonious to the eye than its small brother thanks to its longer wheelbase. It can be ordered with a sliding roof. Another new version is a Convertible C based on the two-door saloon which like the saloon has spare wheels mounted on the sides in the wings. There is also change to the choice of bodies on the long wheelbase: the saloon with streamlined body is dropped, while a four/five-seater Convertible D is added. On all variants of the 200, the functional and rugged bumpers are replaced with a more understated, almost graceful variant identical to that on the 170 V.
The 2-litre engine proved underpowered for the longer chassis and was replaced by a new 2.3-litre unit. Bore is enlarged from 70 to 72.5 mm and stroke by 5 to 90 mm, something that necessitated a new crankshaft. The 2.3‑litre engine, with the design code M 143, produce 55 hp, 15 hp more than the M 21, and become standard on the long chassis from May. However, the model designation "200 with long chassis" is retained, the 55‑hp engine being included in the May 1936 price list as an optional extra costing an additional RM 175.
In September this option was given designation "230". The standard and long versions of the two-litre model continued to be available, albeit RM 500 cheaper, while the exclusive Convertible A with long-wheelbase chassis was reduced in price by as much as RM 2,500. Manufacture of the long-version W 21 was finally phased out in July 1936, two months after the start of production of the W 143.

200 Limousine

200 lang

200 lang Cabriolet B

230 Landaulet

230 Innenlenker

260 D
In February at the Berlin Motor Show, Daimler-Benz presented the 260 D in the form of a six-seater pullman landaulet, 13 units of which had been built since July 1935. Also on show in Berlin was the Hanomag Rekord, another diesel-engined passenger car, although this did not go into series production. Consequently, the 260 D is the world's first series-produced diesel-engined passenger car. The first experimental engines, 80 hp 3.8‑litre six-cylinder units, were fitted in test vehicles of the Mannheim model in the autumn 1933. However, the vibrations from the engine were too strong for the chassis, making its use in a passenger car impossible. Thereupon, a four-cylinder diesel engine with identical cylinder dimensions and lower power density was developed. The 2.6‑litre engine with a power output of 45 hp is installed in the long-wheelbase version of the 200.
From September 1936, the 260 D is available in a range of different body variants. In addition to the pullman landaulet, there are three other versions, which are already familiar from the long-wheelbase 200: the closed pullman saloon, the four-/five‑seater saloon and the four-/five‑seater Convertible B.  

260 D Landaulet

260 D Pullman
 

290

(W 18) 290 (R6 cyl, 2867 ccm, 68 PS; wb: 2880 mm) - discontinued (1933-36 - 3566 ex.)
(W 18 II) 290 lang (R6 cyl, 2867 ccm, 68 PS; wb: 3300 mm)
(W 135) 290 Kubelsitz II - new model

Early 1936 saw the addition of a two-seater special roadster.
 

500

(W 08) 500 N (R8 cyl, 4918 ccm, 110 PS; wb: 3670 mm)

In mid-1936 the compression ratio was raised to increase engine output to 110 hp.

500 Pullman-Cabriolet by Erdmann & Rossi
 

500K and 540K

(W 29) 500K (R8 cyl, 5018 ccm, 100/160 PS; wb: 3290/2980 mm) - discontinued (1934-36 - 354 ex.)
(W 29) 540K (R8 cyl, 5401 ccm, 115/180 PS; wb: 3290 mm) - new model
(W 129) 540K kurz (R8 cyl, 5401 ccm, 115/180 PS; wb: 2980 mm) - new model
(W 24) 540K lang (R8 cyl, 5401 ccm, 115/180 PS; wb: 3880 mm) - new model (1936-36 - 12 ex.)

  At the end of April, the displacement was increased to 5.4 litres which raised the power output to 115/180 hp.
It was September 1936 before the model designation was brought into line with the increased displacement. The 540 K had its official launch in early October at the Paris Motor Show. The 500 K used a Mercedes-Benz overdrive transmission with semi-automatic gearshift. Shifting from third (direct) gear into overdrive did not require use of the clutch. Upon the transition to the 540 K, the same transmission was initially retained, the only modification being that what had previously been the overdrive was now the fourth (direct) gear thanks to changed transmission ratios.
Another special model that is often associated with the 540 K, and which actually shares certain characteristics, bears the internal designation W 24 and is sometimes referred to within the company as the 540 K long. This was an experimental vehicle from August 1934 that was equipped with the M 24 eight-cylinder engine and a de Dion rear axle, possibly as a precursor to the planned successor to the "Grand Mercedes" (W 07). Four open tourers with a 3880 mm wheelbase were delivered between April 1936 and January 1937 to the Reich Chancellery and other government agencies, where they actually went into service.

540 K Tourenwagen

540 K Cabriolet B

540 K lang

540 K lang
 

770

(W 07) 770 (R8 cyl, 7655 ccm, 150 PS; wb: 3750 mm) - 10 ex.

 

G4

(W 31) G4 (R8 cyl, 5019 ccm, 100 PS; 3100+950 mm)
(W 131) G4

 

Prototypes

(W 144) 130VB (B4 cyl, 1272 ccm, 35 PS; wb: 2700 mm) - prototype - 12 ex.
(W 145) 190VB (B6 cyl, 1914 ccm, 50 PS; wb: 3000 mm) - prototype - 4 ex.
(W 146) 260VB (B8 cyl, 2544 ccm, 70 PS; wb: 3300 mm) - prototype - 12 ex.
(W 139) 170VL (R4 cyl, 1697 ccm, 38 PS; wb: 2525 mm) - new model (1936-36 - 42 ex.)


260 VB

260 VB

190 VB

190 VB

170 VL

170 VL
 

W 25 E (R8 cyl, 4740 ccm; wb: 2460 mm)
W 25 Rekordwagen (V12 cyl, 5577 ccm; wb: 2796 mm)
170 VR

Victories:
1st Monaco GP #8 W25K Rudolf Caracciola
         
Entries and results:
 Monaco GP 13.04.1936   Results:
No. Model Driver Entrant gen.    
8 W25K Rudolf Caracciola Daimler-Benz AG 1st    
9 W25 T-car Daimler-Benz AG dns    
10 W25K Louis Chiron Daimler-Benz AG acc.    
12 W25 Luigi Fagioli Daimler-Benz AG acc.    
14 W25 Manfred von Brauchitsch Daimler-Benz AG acc.    
             
  German GP 26.07.1936   Results:
No. Model Driver Entrant: gen.    
12 W25K Rudolf Caracciola Daimler-Benz AG fail.    
14 W25K Manfred von Brauchitsch / H. Lang Daimler-Benz AG 7th    
16 W25K Luigi Fagioli / R. Caracciola Daimler-Benz AG 5th    
18 W25K Louis Chiron Daimler-Benz AG acc.    
20 W25K Hermann Lang / R. Caracciola Daimler-Benz AG fail.    
res. W25K Goffredo Zehender Daimler-Benz AG dns    
             
  Swiss GP 23.08.1936   Results:
No. Driver Model Entrant: gen.    
10 W25C Manfred von Brauchitsch Daimler-Benz AG fail.    
12 W25C Rudolf Caracciola Daimler-Benz AG fail.    
14 W25C Luigi Fagioli Daimler-Benz AG fail.    
16 W25C Hermann Lang / Luigi Fagioli Daimler-Benz AG 4th    
Victories: 3rd GP Tripoli (Fagioli)
1st GP Tunis (Caracciola)
2nd GP Penya Rhin (Caracciola)
In the 1936 and 1937 seasons, the Daimler-Benz entry at off-road motor sport events was a sports roadster not so dissimilar to the standard production vehicle. Bearing the in-house designation 170 VR, it differed from the commercially available roadster mainly through its larger wheels, stronger springs and adapted gear ratios.

Manfred von Brauchitsch in W 25 E.

Rudolf Caracciola at Monaco GP.

Autostrada koło Frankfurtu w ciągu października roku bieżącego była kilkakrotnie terenem walk o rekordy motocyklowe i samochodowe. Po motocyklistach Henne i Fernihough przyszła kolej na Kohlrauscha i Caracciolę. Caracciola startował na wozie Mercedes Benz. Silnik 5.6 litra, dwanaście cylindrów w "V" po sześć cylindrów. Każdy rząd sześciu cylindrów posiadał sprężarkę i podwójny gaźnik. Maksymalne obroty 7000, przy których uzyskiwano moc 600 KM. Silnik poprzedniej wyścigówki Mercedes 8 cyl. w rząd dawał tylko 450 KM! Na l km z rozbiegiem uzyskał Caracciola czas 8,88 sek. co odpowiada średniej 364,372 km/g: poprzedni rekord należał do Nuvolariego (Alfa Romeo i wynosił 321,429 km/g.). Na dystansie l mili angielskiej (1609 m) Caracciola uzyskał 370 km/godz.
(Auto Technika Samochodowa '36)

Rudolf Caracciola established five international category records and a world record with the Mercedes-Benz 12-cylinder streamlined record-breaking car (chassis based on the W 25).