Powrót do spisu modeli Opis modelu: "Fintail-Mercedes", four-cylinder types (W 110) In August 1961, two new four cylinder models were presented besides the 300_SE type and the 220_SEb convertible. The types 190_c and 190_Dc, belonging to product line 110, replaced the "Pontoon"-models 190_b and 190_Db and now had a tailfinned body like the six-cylinder types. With the introduction of the new four cylinder models, the modular organisation system, which Daimler had consistently pursued since post-war production began, reached a climax, which it was never to reach again. For the first time in the history of the firm, cars of the intermediate and top-class product lines did not only use the same aggregates and components, they were moreover fitted with almost identical bodies. In some ways, this development had been partially anticipated during the "Pontoon"-era_- just think of the 219 type, which had a car body, which was identical to that of the four-cylinder types from the A-pillar onwards. This principle reached its apogee in the tailfin models, which _- starting from the windscreen - all had identical uniform car bodies, excepting for the decorative elements. The "pontoon"- production line was continued in the shape of the improved types 180_c and 180_Dc, but only until october 1962. From then on all models of the large-scale production series at Mercedes-Benz passenger car programmes had the uniform car body. This concept was abandoned as late as August 1965, when, starting with product line 108 a new generation of top-class cars appeared on the market. The big advantage of the uniform car body was its great saving potential_- the costs for development, manufacturing and spare part deposits were reduced significantly.; Moreover, a driver of the intermediate class cars now too benefitted from the roomy interior and spacious boot. This aspect, however, included two serious drawbacks of the concept: On the one hand, total length of the four cylinder type had increased by 230_mm compared to the preceding modles _- a subject of growing importance as parking space shrank everywhere; on the other hand some owners of top-class models would have preferred a greater distance to the models of the less prestigious product lines. Inspite of the uniform car body, many new four cylinder types could be immediately be distinguished from their sister models with six cylinder engine, that is, except the aspect of the rear. Conspicuous details of the 190 model were the round headlights, a shorter front, and the indicators, that had been carried over from the "pontoon"-types which were situated at the rear end of the front mud guards. A more experienced observer would have noticed, too, that the deaering vents in the C-pillars together with their decorative elements and the chrome corner elements above the front fender were missing. But in all other aspects, including the taillights and decorative elements, the body equipment was identical to that of the 220_b six cylinder model for first-time buyers. Not only stylistically, but technically, too, the 190 type was based on the 220_b : Front and rear axle suspension and brakes had been carried over unchanged from its elder brother. The framework, which had come from the six cylinder type, too, had to be adjusted to the shorter front section of the four cylinder car. Moreover, it had a wheelbase, which was by 50_mm shorter. Improvements of the brakes were not restricted to the 220_b, but were included in the 190_c and 190_Dc, too: In August 1963 all three models were fitted with dual circuit brakes with power brakes and disk brakes at the front wheels. The 2,0_litre-Diesel engine of the 190_Dc model, developed from the 1,9_litre-aggregate of the predecessor models was a true innovation_- by rights, the new type should have been called 200_D. Apart from the increase in cubic capacity by boring the unit open, changes also comprised a modified camshaft, readjusted injection pump as well as optimised suction pipes. The sum total of these measures led to an increase in power by 5_bhp to 55_bhp. The engine of the sister model had been changed in a less profound fashion; modifications primarily aimed at achieving an improved smoothness of running had left engine power at 80_bhp. From August 1982 the 190_c became available with 4=speed-automatic gearbox as an optional and from July 1963, Diesel drivers, too, benefitted from this possibility. As with the six cylinder types, Extra cost in both cases amounted to 1.400,-_DM. When the new top-class types of product line 108 were presented in August 1965 and the era of uniform car bodies was drawing to an end, the four cylinder models were presented in improved from and they now had new type code names. The types 200 and 200_D now became the successors of the 190 model, which had been produced for four years. Only details of the body had changed. Indicators, park lights and fog lamps were now combined below the headlights and replaced the indicators on top of the mud guards. In place of the former taillights, trapeze-shaped lighting units, which were more angular in shape but of the same size, were mounted. deaering vents and decorative elements were now situated in the C-pillars as had been the case with the six cylinder models. Chrome decoration in the rear, too, had changed: the trims along the arrow bars had disappeared, but there was a continuous chrome strip lining the rear edge of the boot lid as well as decorative trims below each taillight respectively. While chassis and brakes of the new types were the same as those of their predecessors, some new technical features had been introduced in the engine: as had been the case four years ago with the Diesel engine, cubic space of the 1,9_litre-Otto engine had been increased to 2,0_litre by boring it open. At the same time compression had been enhanced and the former downdraft carburetor had been replaced by two modified units. This resulted in an impressive power increase of 15_bhp to 95_bhp. The camshaft was now supported at five points, improving smoothness of driving even further. the same measure was applied to the Diesel version. At the same time as the revised four cylinder models a passenger model with identical exterior was presented, the 230 type, which housed a 2,3_litre-6_cyl.-engine in a curtailed body of the four cylinder type. This was a derated design of the unit, which had been incorporated in the new type 230_S, itself a development of the engine of the 220_Sb. By combining this with the carburettor system of the 2,0_litre-4_cyl.-aggregate, engine power had been derated to 105_bhp which accounted for the respectable driving performance of the 230 type. From July 1966, the 120_bhp engine of the 230_S was incorporated without any modifications improving maximum speed and acceleration even further. As had been the case with the four cylinder models of the intermediate-class product line, the types of product line 110, too, were available as chassis with a partial car body, which were then built into ambulance cars, station wagons and other special designs by car body makers at home and abroad. Very popular were the ambulance bodies manufactured by the firm Binz in Lorch and by the firm Miesen in Bonn. A station wagon version, mounted by the firm Ima in Malines/Belgium onto the chassis of type 190_D and presented at the Brussels Motoring show in January 1965 as type 190_D_ universal, was particularly important. Like the other special designs, manufactured by different firms, the Universal had a modified rear axle transmission, 15_inch-wheels, reinforced springs and an additional compensating pneumatic spring at the rear axle. After presentation of the revised passenger car programme in August 1965 IMA also produced "Universal"-station wagons on the basis of the revised types of product line 110. On the exterior of the modified station wagon versions, only the front indicators had changed. The other innovatory features of the body equipment were not applied because the rear had a different design. In contrast to the revised saloon cars, the "Universal"-models had decorative trims at the arrow bars, that is_- as had been the case with the 230_S_- at the rear and along the upper edge. It was an interesting fact that with the 230 type Universal, a six cylinder station wagon had become available. However, on top of that there also was the 230_S_Universal, which, like the saloon car of product line 111, on which it was based, had a much more representative exterior with its extended front, its typical "six cylinder face" and its decorative chrome rings on the wheels. The new "Universal"-models, too, had 15_inch-wheels and reinforced springs; the new hydropneumatic compensating spring now was part of the basic equipment of the model. All four versions of the "Universal" were sold from August 1966 until the end of 1967 in Germany by the Daimler-Benz sales agency. Also an extended version 0f The revised models 200_D_-_230, with a 3100_mm wheelbase, which was primarily used for ambulance cars and funeral car was available instead of the normal chassis with partial body. In April 1967, when the tailfin era was drawing to a close, the 200_D type was also offered as a 7=8_seated saloon car with a 3350_mm wheelbase. The new version had a fold-down bench in the space in front of the rear seats, offering additional space for three passengers. However, the car also came without this fold-down bench thus affording more leg room to the passengers sitting in the rear. Numerous requests by taxi and hire car services at home and abroad had led to the development of this model, so that the longer special design had been produced for some time for export even before it finally appeared on the market in Germany. The saloon car with extended wheelbase was used primarily by taxi services, travel agencies, air carriers, embassies and public authorities. In February 1968 production of the last "tailfin"-models was stopped after a new generation of models appeared on the market in January, which had were built in a completely new style, using new technologies. During the six-and-a-half years production time, a total of 622.453 saloon cars and 5.859 chassis with partial body had rolled off the conveyor belt at Sindelfingen. Unfortunately, there are no Exact production figures relating to the "Universal"-model and the saloon car with extended wheelbase.