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71-462: Founded in 1924 by Friedrich Rometsch, the company was one of many in Europe providing car bodies for customers buying their motor-car in "bare chassis form", complete with an engine, and then employing a coachbuilder to add a custom-built body. By the late 1930s it was becoming more usual to buy the complete vehicle. Friedrich Rometsch and his son Fritz Rometsch had earned their experience while working for

142-529: A 30-degree diagonal base, allowing larger intake and exhaust valves than a standard horizontal joint with the engine block. To improve performance, the M198 replaced the W194's triple two-barrel Solex carburetors with a Bosch mechanical fuel-injection system. This raised output on the 300 SL from 175 hp (130 kW; 177 PS) SAE gross to 240 hp (179 kW; 243 PS) SAE gross at 6,100 rpm. Compression

213-570: A Rometsch body. These were named after their designers. Both models were available as a coupé and as a convertible . These vehicles gained awards at the Geneva Automotive Show several times. About 17 examples were built per year. When sales declined, mainly due to the competition from the mass production of the Type 14 Karmann Ghia , which was 1,500 DEM cheaper and also built on the Beetle chassis,

284-508: A continuing problem for the 300 SL; Caracciola's coupé hit a tree head-on, and he did not race again. Kling, Hermann Lang and Fritz Riess finished first, second and third when the 4.1-liter Ferrari broke down at the start. Three new cars were built for the 24 Hours of Le Mans race in June. The engines were detuned for the long race to 166 bhp , and the fuel-tank filler rose above the rear window. The team brought an experimental spare car with

355-421: A difficult economy and the separation of Berlin, caused huge problems for re-establishing the former business. Richard, son of Günter Peters, was the last CEO. Mercedes-Benz 300 SL The Mercedes-Benz 300 SL (chassis code W 198) is a two-seat sports car that was produced by Mercedes-Benz from 1954 to 1957 as a gullwinged coupé and from 1957 to 1963 as a roadster . The 300 SL traces its origins to

426-417: A full-width and -height windscreen, a driver's seat roll bar, a custom cowl with engine air intake, and no front and rear bumpers. These and other modifications lowered vehicle weight from 1,420 kilograms (3,130 pounds) to 1,040 kilograms (2,290 pounds). Engine output was increased 20 hp (15 kW), to 235 hp (175 kW). Team driver Paul O'Shea again won the title for the company. The 300 SL has

497-514: A groundbreaking and highly influential automobile. The designation "SL" is an abbreviation of the German term super-leicht , meaning "super-light", a reference to the car's racing-bred lightweight construction. The 300 SL was introduced to the American market at the suggestion of Max Hoffman , Maximilian Hoffman, Mercedes-Benz's United States importer at the time, who recognized the potential demand for

568-483: A high-performance sports car among American buyers. The Mercedes-Benz 300 SL remains a highly sought-after classic car and is celebrated for its performance, design, and technological advancements. The 300 SL traces its origin to an endurance racer, the Mercedes-Benz W194 , developed by Daimler-Benz in 1951. It used the 3-liter inline-6 M186 engine, shared by the company flagship 300 "Adenauer" saloon (W186) and

639-417: A re-engineered version of the coupe’s tubular space frame, incorporating lower sill trusses to allow for conventional front-hinged doors and a revised rear structure that provided trunk space. Similar to the coupe, the roadster utilized steel bodywork, with aluminum panels used for the hood, trunk lid, door skins, sills, floors, and bulkhead. In mid-1956, sales of the 300SL Gullwing began to decline, prompting

710-469: A re-positioned spare tire located beneath the boot floor and a smaller fuel tank to allow room for custom-fitted luggage. The lower sill design also enhanced access. A significant change to the roadster's design was the updated rear axle, which incorporated a single-joint arrangement with a pivot point 87 millimetres (3.4 in) below the differential centerline. The lead engineer, Rudolf Uhlenhaut, initially wanted to introduce this low-pivot axle design on

781-594: A rooftop air brake which folded flat until the driver activated it. The unusual brake design unnerved the other drivers. The brake was effective; at 100 mph it could exert a deceleration of up to 0.2 g, but it also weakened the supporting pylons. The cars used more tires than expected, and Kling and Hans Klenk were forced out of the race by a generator failure. Lang and Riess won the race with an average speed of 155.574 kilometres per hour (96.669 mph), and Theo Helfrich and Helmut Niedermayr placed second. The 142-mile (229 km) Nürburgring race on August 2

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852-575: A steel tubular frame chassis, with a steel body combined with an aluminum bonnet, doors, dashboard, and boot lid to further reduce weight. An additional 80 kilograms (176 pounds) could be eliminated with an expensive all-aluminum body, but only 29 were made. Depending on the rear axle ratio, fuel consumption was 17 liters per 100 km (14 miles per US gallon; 17 miles per imperial gallon). Three checkered-pattern seat fabrics were standard: grey and green, grey and blue, and cream and red. Most customers opted for leather upholstery, which became standard on

923-502: A stop. This extra fuel washed away the oil film critical to an engine during start-up and led to oil dilution, excessive ring wear, and scouring of the cylinder walls. Exacerbating the problem was the engine's dry-sump lubrication system, with its large oil cooler and enormous 15 L (4.0 US gal) oil capacity, which virtually guaranteed that the oil would not get hot enough on the short trips frequently taken by most car owners to flow properly. Owners might block off airflow through

994-421: A supercharged engine, which was no faster than the standard 300 SL. The team concluded that the car's relatively-crude swing-axle rear suspension was already at its limit in transmitting power to the road, and the engine was less durable. Lang won the race, with Kling and Riess finishing second and third. This was the official end of the company's efforts with the 300 SL, it felt that it had done all it could with

1065-554: A toned-down Grand Prix car targeted to affluent performance enthusiasts in the booming post-war American market was suggested by the company's U.S. importer, Max Hoffman , at a 1953 directors' meeting in Stuttgart . Mercedes' new general director, Fritz Konecke, agreed to Hoffman's order for 1,000 cars to guarantee the success of the production run; the 300 SL was introduced at the February 1954 New York International Auto Show instead of

1136-498: A total approaching 500, while the magazine Der Spiegel reported up to 585. Taxi entrepreneurs from Berlin made Rometsch manufacture 38 of the stretched Beetle taxis. The Beeskow was twice the price of its platform and parts donor, the Volkswagen Beetle. The Beeskow became "the Beetle for the high society ". The design of falling lines on head and tail of the pontoon body caused it to be nicknamed "the banana". A third seat

1207-665: The Frankfurt or Geneva shows, where company models usually debuted. In addition, the production of a smaller roadster, the Mercedes-Benz 190 SL , was announced after Hoffman placed an initial order for 1,000 to support their production. Mercedes received a positive visitor response to both cars in New York, and production began at the Sindelfingen plant in August of that year. The price for

1278-518: The Luftwaffe . In the early 1940s, an aerial bombing of Berlin resulted in Erdmann & Rossi's archive burning to the ground, resulting a huge loss of information about its history. In 1943 to 1944, the remaining employees moved the company to Trebbin , Fläming Heath , twenty miles south of Berlin. In 1949, the last car body was manufactured (assembled on a Maybach SW 42 chassis ). Destruction from war,

1349-714: The Nazi seizure of power , the company took advantage of the new political situation. Leading Nazis like Hermann Göring and Rudolf Hess became customers, as did celebrities loyal to the regime like race car driver Bernd Rosemeyer , who ordered the Horch 853 Coupé "Manuela" in 1937/38, and the first German recipient of an Academy Award Emil Jannings , whose modified Mercedes is still exhibited in Aalholm Castle , Lolland . Other famous clients included race car driver Rudolf Caracciola , pilot Ernst Udet , and Ernst Heinkel . In 1933, one of

1420-449: The differential (not at the wheels themselves), the swing axle could make rear end cornering treacherous at high speeds or on bad roads due to extreme changes in camber . This was remedied in the roadster by switching to a high-pivot geometry. The 300SL had the same 1,470-square-centimetre (227.9 sq in) self-cooled, turbo drum brakes as the Mercedes 300S. A brake booster

1491-473: The 1930s, built the first prototype of a four-door sedan in 1950; the donor vehicle being a Volkswagen Beetle in scrap condition. Rometsch took this concept into the production of a taxicab . The wheelbase had been stretched by about 27 centimetres (11 in). Access to the backseats was improved by incorporating suicide doors . The Beeskow and the Lawrence were also based on the Volkswagen Beetle, with

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1562-598: The 1950s, and Alfred Neubauer was again entrusted with the task. In 1951, the company built five V8 W165 cars and engines to enter the Grand Prix . Ferrari's V12 performed well at Silverstone , however, and Neubauer knew that the W165 could not win; Mercedes began planning a V12 W195. The FIA sporting commission changed the rules for 1954 in October 1951, and the W195s could not compete;

1633-596: The 1955 European Rally Championship in a 300 SL. Stirling Moss won the overall title at the 1955 Mille Miglia in a 300 SLR racing car, and John Fitch won his class in a production 300 SL coupé. The marathon Liege-Rome-Liege rally was won in 1955 by Olivier Gendebien , and in 1956 by Willy Mairesse . A 300 SL won the Sports Car Club of America Class D championship from 1955 to 1957. Although roadsters were made for touring, Daimler-Benz marketed its roadster by racing on American tracks. Since production began,

1704-507: The 300 SL coupé in Germany was DM 29,000, and $ 6,820 in the US. The roadster was DM 32,500 in Germany, and $ 10,950 in the US – 10 percent more expensive than the coupé in Europe, and over 70 percent more in the US. Mercedes-Benz did not announce what the abbreviation "SL" meant when the car was introduced; magazines and company officials have called it "Sport Leicht" and "Super Leicht" ("light"). It

1775-458: The 300 SL has a tubular frame , designed by Mercedes head engineer Rudolf Uhlenhaut and made of chrome-molybdenum steel. Such a frame provided high rigidity with low mass. Thin straight tubes were assembled as triangles, with the finished frame weighing a remarkable 82 kilograms (181 pounds). Elements of the coupé frame fill span the entire width of the vehicle’s track from wheel to wheel, making for an unusually high and deep threshold for access to

1846-416: The 300 SL the fastest production car of its time. City drivers found the tall first gear challenging. Clutch-pedal operation was initially cumbersome, remedied by an improved clutch-arm helper spring. Unlike present-day electronic fuel-injection systems, the 300 SL's mechanical fuel pump would continue to inject gasoline into the engine during the interval between ignition shut-off and the engine's coming to

1917-420: The M198 engine to be installed in a low-profile car, it was tilted 50 degrees toward the driver's side. The result was aerodynamic efficiency and an enormous, sand-cast aluminum intake manifold as wide as the engine. The engine was coupled by a single-disc dry clutch to a four-speed transmission with gear ratios of 3.34:1, 1.97:1, 1.39:1, and 1:1, and a reverse ratio of 2.73:1. The stock rear-axle ratio at

1988-724: The Mercedes-Benz board to consider a convertible version tailored to the California market. The convertible model was showcased at the Geneva Motor Show in March 1957, and by May, the factory had been converted for roadster production. The 300 SL Roadster, now featuring conventional front-hinged doors, premiered at the Geneva Salon in May 1957. The shift to an open-top design involved redesigning

2059-468: The SLS) won the 1957 Class D Sports championship with triple the points of its nearest competitor, Carroll Shelby's Maserati . Horácio Macedo finished second in the 1960 Rali Vinho da Madeira . Former Gull Wing Group International president Bob Sirna set a Bonneville Speedway F/GT three-liter sports-car speed record of 190.759 mph (306.997 km/h) in a modified coupé in 2016. Sales quintupled in

2130-664: The Sports Car Club of America could not admit the roadster as a standard model for the 1957 season; it would have to compete in the Class D sports-racing car class with other three-liter cars such as the Maserati 300S , Ferrari Monza , and Aston Martin DB3S . The O'Shea-Tilp team used a lightened roadster with drilled front coil-spring mounts, no fan, a welded sheet-aluminum inlet manifold, and twin exhaust-pipe outlets. The roadster (sometimes known as

2201-408: The beginning of production was 1:3.42; at the 41st vehicle, it was changed to 1:3.64 for better acceleration. It allows a top speed of 235 km/h (146 mph) and acceleration from 0 to 100 km/h (62 mph) in 9.3 seconds. Faster acceleration was provided with ratios of 1:3.89 and 1:4.11. The lowest final-gear ratio, 1:3.25, delivered a top speed of up to 263 km/h (163 mph) and made

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2272-497: The car the "Golden Rose" at the 1957 International Geneva Motor Show . Available as a coupé and a convertible, it took about 1200 hours to build a Lawrence . In 1959 in Germany it sold for 8000 DEM, which equals 19648 EUR today. Production of the Lawrence ended in 1961. A restored 1959 Rometsch Lawrence is exhibited at the Wolfsburg AutoMuseum Volkswagen . Erdmann %26 Rossi Erdmann & Rossi

2343-469: The coachbuilder, Erdmann & Rossi . During the early years most Rometsch car bodies were designed for use as taxis, using mainly Opel chassis. There were also some bespoke bodies produced for private customers. During the Second World War the company switched to manufacturing mobile field kitchens for the army . Johannes Beeskow, a Rometsch designer who had worked for Erdmann & Rossi during

2414-449: The cockpit, with lower sills to facilitate easier entry and exit. Additionally, the rear suspension was enhanced with low-pivot swing axles, resulting in notable improvements in handling and ride comfort. Weighing 1,420-kilogram (3,131-pound), the roadster was 125 kilograms (276 pounds) heavier than the coupe but produced slightly more power at 240 hp (179 kW). The tubular frame was modified to create additional boot space, with

2485-428: The company began to develop a six-cylinder 300 SL for racing. Its doors originally extended onto the bottom of the side windows, and access through them required a removable steering wheel. The 300 SL's first race was the 1952 Mille Miglia . The 1,564-kilometre (972 mi) race was from Brescia to Rome and back, pitting Karl Kling 's 300 SL against Giovanni Bracco 's new 3-liter V-12 Ferrari. Bracco won, besting

2556-568: The company's 1952 racing car, the W194 , and was equipped with a mechanical direct fuel injection system that significantly increased the power output of its three-liter overhead camshaft straight-six engine. The 300 SL was capable of reaching speeds of up to 260 km/h (162 mph), earning it a reputation as a sports car racing champion and making it the fastest production car of its time. The car's iconic gullwing doors and innovative lightweight tubular-frame construction contributed to its status as

2627-777: The company's competitors, Wagenfabrik Jos in Neuss , with around 60 employees, was acquired by the company and moved to Berlin-Halensee . Its formative designer Karl Trutz retired and Johannes Beeskow became the chief designer. During this time, Erdmann & Rossi was Germany's leading luxury coach builder, followed by the remaining competitor Voll & Ruhrbeck from Charlottenburg . Beeskow and Peters liked aerodynamic car shapes and various innovative ideas. Also in Halensee, coach builder Rometsch , which specialized in mid-sized cars like Opel (a later subsidiary of General Motors ) cooperated with them. Designer Beeskow started working for Rometsch after

2698-623: The company's production. Besides body repair jobs, Erdmann & Rossi only built vehicles for medical use and mail delivery during this period. In the 1920s, the company moved to Karlsruher Straße in Berlin, and by the 1930s, its business model focused more on putting high-end bodies onto frames built by German and other manufacturers. The company also became the German representative for Rolls-Royce Motor Cars and Bentley . Erdmann & Rossi modified trucks to add advertisements for other companies, including international producers such as Maggi . After

2769-409: The company, which was then engaged in metallurgic coachbuilding for cars. Rossi, though younger than Erdmann, became CEO and moved the company to Linienstraße, Berlin. A short time later in 1909, Rossi died in an accident. This left Erdmann to serve as CEO until his retirement. In the early years, Erdmann & Rossi had about 50 employees and was not well known outside the region. Friedrich Peters, who

2840-402: The coupe, but the board rejected the proposal due to the remaining inventory of approximately 3,000 axle units and the vehicle's already high production costs. In September 1958, an optional hardtop became available for the roadster, enhancing its appeal as both a sporty convertible and a more practical hardtop option. Mercedes decided to return to international motorsport at the beginning of

2911-451: The coupé's. The wheels were steel bowl/aluminum rim rivet compound wheels. Rudge 5J × 15-inch rims were a valuable option. The tires were 6.50-15 inches on the coupé and 6.70–15 on the roadster. The roadster variant of the 300SL made its debut at the Geneva Motor Show in March 1957 and began production that May, coinciding with the final assembly of the Gullwing coupes. This roadster featured

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2982-551: The cylinder displacement was increased to 3.1 liters to provide 177 bhp. Continental did not have the time (or expertise) to make special tires for the event, so the company sent 300 tires of different types. Lang hit a dog, and Kling struck a buzzard in the early stages at a speed of 135 miles per hour (217 km/h). The 300 SLs did better later, overtaking the lead Ferrari driven by Bracco. Kling and Klenk finished first, ahead of Lang and Erwin Grupp. A 1-2-3 finish might have been

3053-428: The final result, but American John Fitch was disqualified for allowing a mechanic to touch his car on the next-to-last day. The race team prepared a new version of the 300 SL for the 1953 season; the 300 SLK would be lighter, with a shorter wheelbase, larger wheels, fuel injection, and better brakes. After Mercedes prioritized its efforts on a new Grand Prix car, however, the 300 SLK was canceled. Werner Engel won

3124-417: The front area. The structure was also quite high between the wheels, prohibiting the attachment of standard doors. The only option – already used on the W194 race car – which would allow passengers over its high, deep sill was a gullwing door . The car’s distinctive eyebrows are a functional feature in the front, both physically and aerodynamically deflecting road water from the windscreen, and stylistic in

3195-461: The gearbox was installed on its rear axle. Its body was made of Elektron , a magnesium alloy, which reduced its weight by 85 kilograms (187 pounds). Mercedes-Benz decided not to race this alloy car, choosing instead to begin participating in Formula One in 1954. Later versions revised the body to lower air resistance, and did not continue the transmission arrangement. The idea of Mercedes producing

3266-518: The general director of Volkswagen , Heinrich Nordhoff , stopped the supply to Rometsch. He also prohibited dealers from selling either chassis or vehicles to Rometsch. When Rometsch realised they were selling the Lawrence at a loss, he was forced to cut wages to piece rate . A further blow hit Rometsch in the summer of 1961 when the construction of the Berlin Wall separated the business from nearly half of its 90 employees overnight. The production of

3337-692: The late middle 1950s, the design engineer Johannes Beeskow moved to the Karmann company in Osnabrück as their department manager of technical research. Some of the design elements from the Beeskow were found later in other vehicles such as the so-called "wheelbrows" on the bumpers of the Mercedes-Benz 300 SL and also the roof of the Audi TT . About 175 Beeskows were built, of which the majority were convertibles. The Coupés can be divided into three series, easily identifiable by

3408-487: The model's second year but dropped off over the next three years. Roadster sales were initially high before leveling off to about 200 a year. Initially, the model was distributed only by Max Hoffman , later on by the Studebaker-Packard Corporation . Building on the 1954 debut of the 300 SL, a less-expensive, 1.9-liter roadster was introduced the following year as the 190 SL . The latter was succeeded by

3479-408: The oil cooler and stick rigidly to the appropriately low 1,600 km (1,000 mi) recommended oil-change interval. An auxiliary fuel pump provided additional fuel for extended high-speed operation (or cold starts), but overuse could also lead to oil dilution. From March 1963 to the end of production later that year, a light alloy crankcase was installed in 209 vehicles. Like modern racing cars,

3550-428: The passenger compartment. The upper tube is so high it is level with the driver's elbow, making conventional horizontally, hinged doors infeasible. The resulting design—upward opening "gullwing" doors—gave the car its iconic nickname. The suspension was a regular Mercedes-Benz W186 with a sportier tuning. Front-to-rear weight distribution is almost exactly in the center of the vehicle. The recirculating ball steering

3621-453: The rear, added for visual symmetry. The Mercedes-Benz M198 engine is a water-cooled 3.0 L, 182.8 cu in, 2,996 cc overhead cam straight six . Like the racing Mercedes-Benz M194 , the 300 SL borrowed the basic two-valves-per-cylinder M186 engine from the regular four-door 300 (W186 "Adenauer") luxury touring car introduced in 1951. It featured the M186's aluminum head:

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3692-423: The roadster. The body consists mainly of sheet steel, with the bonnet, boot lid, dashboard, sill, and door skins made of aluminum. Silver-grey was the standard color; all others were options. The objective of the overall design was to make the vehicle as streamlined as possible. The width of the tubular frame along the cockpit allowed the cabin roofline to be inset considerably on both sides, dramatically reducing

3763-462: The roadster. With upward-opening doors, the coupé has an unusually-high sill; entering and exiting the car is problematic. The steering wheel pivots on its hub 90 degrees away from the dashboard to facilitate entry. Storage space for luggage is behind the seats in the coupé; the boot only holds a spare wheel and fuel tank. The roadster was available with two custom-fitted leather suitcases for the larger boot. The coupé's windows are fixed and roll down in

3834-427: The rules were changed to make the class more competitive by enlarging the maximum engine size from 3 to 3.5 liters. Rather than radically modifying its engine size (on the cusp of releasing the company's new 300 SL roadster, replacing the coupé), Mercedes-Benz created two roadsters to campaign on the D Modified class SCAA circuit. They featured a solid cover over the passenger seat, a low-profile racing screen in place of

3905-510: The second place Mercedes by four minutes and 32 seconds. Driving a car with a less-powerful engine, Rudolf Caracciola placed fourth. Two weeks after the Mille Miglia, the original four cars raced at Bern before the Grand Prix. Concerned that Le Mans officials would not accept the gullwing-door design, Daimler-Benz revised the door down into the side of the body. Rear-brake locking was

3976-511: The six-cylinder racers and would focus on the Grand Prix. For a final outing, the company (pressured by the Daimler-Benz representative in Mexico City) sent Mexico two 3 + 1 ⁄ 2 -ton trucks and 35 people to compete in the third Carrera Panamericana . Two 300 SL coupés and two roadsters were updated with right-side exhaust and new window molding. Since there was no three-liter class,

4047-409: The size of the rear windshield which grew considerably with each change. In early 1954 Rometsch manufactured a light alloy body for a racing car , following the shape of Porsche 550 Spyder, again utilising the Beetle chassis. The gearbox and the 1.1-litre, 68 PS (50 kW) engine which were made by Porsche, gave a topspeed of 190 to 200 km/h (118 to 124 mph). The Rometsch Lawrence

4118-640: The sports car ended later that year. From 1962 the business was concentrated on car body repairs, specialising in taxis. However, it did carry out a small series of bespoke conversions using Range Rovers , producing at least three lengthened-wheelbase "hunting vehicles" during the mid-1980s for General Secretary Erich Honecker . During its final years Rometsch turned to producing ambulance bodies and customising bus bodies for tour companies, while still also rebuilding damaged vehicles. The company closed in 2000. At least 200 to 250 customised bodies were manufactured by Rometsch; automotive historian Werner Oswald wrote of

4189-639: The then only SL in the Mercedes line, the 230 SL , in 1963, produced in increasing displacement and cost up to a 280 SL through 1971. Subsequent SL generations include the R107 (variously produced in models and displacements from 280 SL to 560 SL from 1971 to 1989) and the R129 (likewise, in 280 SL through 600 SL from 1989 to 2001). The two generations of the SL that have followed are grand tourers available as coupe convertibles . The gullwing-door V8 SLS AMG debuted in 2009 as

4260-422: The two-seat 300 S grand tourer (W188). Although W194's 175 hp (130 kW) engine produced less power than competing cars by Ferrari and Jaguar , its low weight and low aerodynamic drag made the W194 fast enough to be competitive in endurance races. Mercedes-Benz developed a new version for the 1953 racing season by replacing the M186's carburetors with fuel injection , and shifting to 16-inch wheels;

4331-603: The war. A new business line was adding luxury interiors to Junkers Ju 52 for Lufthansa . About 200 workers (250 at peak) manufactured two to three car bodies per week. Individual custom designs for royal houses were created, for example, for Prince Bernhard of Lippe-Biesterfeld of the Netherlands, or in 1935, a Mercedes-Benz 540K for the King Ghazi of Iraq , which was designed by Figoni et Falaschi . Beeskow and Peters' brother Richard often traveled to England, where Beeskow

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4402-509: Was called "Sport Leicht" on the company website until 2017, when "SL" was changed to "Super Leicht" after a chance finding in the corporate archives. A special 300 SLS (Super Light Special) version of the 300 SL roadster was created for the Mercedes-Benz US racing team to compete on the Sports Car Club of America (SCCA) national circuit in 1957. After the 300 SL coupé dominated the D Production class en route to titles in 1955 and 1956,

4473-722: Was from Schwerin , became the CEO of Erdmann & Rossi. Peters had worked in various positions at the company before marrying a wealthy customer who made him acquire the company in 1910. Peters' affable nature helped him to establish good relations with members of the nobility and others in similar positions of power. In 1912, Erdmann & Rossi received the royal warrant for the Grand Duchy of Mecklenburg-Strelitz . Wilhelm II, German Emperor ordered luxury cars as gifts for foreign heads of state and top politicians, such as Enver Pasha , Ottoman Minister of War. World War I disrupted and reduced

4544-401: Was held on a challenging track. The competition shifted to Jaguar and Alfa Romeo . Nürburgring required a light, powerful car; aerodynamics were less critical, so the top of the coupé was removed (creating a 300 SL roadster with the rear deck and the passenger's side covered by an aluminum cover). All four cars raced at Nürburgring in unsupercharged form after trials indicated no benefit with

4615-506: Was inspired by the British automotive design of J Gurney Nutting & Co Limited . In 1936, Richard Peters took over the company from Friedrich Peters, who was ill and died a year later. When World War II began in 1939, Erdmann & Rossi shifted production from luxury bodies to only doing repairs. There is almost no information about the equipping of Siebel Si 204 , Focke-Wulf Fw 200 Condor and Breguet Aviation which were possibly used by

4686-613: Was installed behind the driver seat, turned by 90 degrees, facing the nearside. The actor Viktor de Kowa bought the first Beeskow at the Geneva Automotive Show. As Friedrich Rometsch had not thought of a price, he took a look at the Porsche exhibition booth next-door where the Porsche 356 was offered for 10,000 DEM and Rometsch offered the car for 9,800 DEM, which was accepted. Today that price would equal 28385 EUR. Both Gregory Peck and Audrey Hepburn also bought Beeskows. In

4757-442: Was introduced in 1957. The furniture designer Bert Lawrence had drawn the shape of the car. Again a modified Beetle with a brand-new body; 15 cm (15 centimetres (5.9 in) inch) lower and a harmonic two-colour appearance. The padded dashboard was uncommon at that time in Germany. A Petri steering wheel was available as an option. Design elements such as American-style tailfins, wrap-around windshield and Italian-styling won

4828-552: Was originally a coachbuilding company based in Berlin , Germany. In the early half of the 20th century, the company became known for the manufacture of chassis used on luxury vehicles. After the devastation of World War II , the company was unable to recover financially. Founded in 1898 by Willy Erdmann, the company began manufacturing coaches with Wheelwright in Luisenstraße, Berlin, Germany. In 1906, car salesman Eduard Rossi joined

4899-412: Was relatively precise for its time, and the four-wheel independent suspension allowed for a reasonably-comfortable ride and markedly-better overall handling. The front suspension consisted of unequal-length double wishbones , coil springs , hydraulic telescopic shock absorbers, and a torsion anti-roll bar . The rear has a low-pivot swing axle , radius arms, and coil springs. Being jointed only at

4970-421: Was set at 8.55:1. Another performance feature was dry sump lubrication, which ensured proper oil distribution in high-speed cornering and reduced engine height by eliminating a traditional oil pan. A more-powerful version of the M198, with a radical sports camshaft and 9.5:1 compression ratio, could be ordered free of additional charge for the coupé. The roadster had this engine only in its 1957 debut year. For

5041-519: Was used to decrease pedal force by using negative pressure from the intake manifold . Brake shoes were 90 millimetres (4 in) wide. The front drum brakes were two-wheel brake cylinders/wheels, and the rear drum brakes were one-wheel brake cylinders/wheels. The handbrake was a mechanical parking brake that acted on the rear wheels. The roadster had the same drum brakes until March 1961, when Ø 290-millimetre (11.4 in) front and rear disc brakes were introduced. The roadster's wheels were larger than

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