Kaut kas par veciem ralliju MB
14. Marts 2006, 13:05
2006-03-12 Historic victory:
Rudolf Caracciola wins the “Mille Miglia”
.jpg)
First foreign driver to win the famous long-distance race on April 12/13,1931
The 300-hp Mercedes-Benz SSKL generates a top speed of 235 km/h
Stuttgart/Brescia, Mar 12, 2006
Rudolf Caracciola was the first foreign driver to win the famous Italian “Mille Miglia” road race. He and co-driver Wilhelm Sebas-tian completed the 1,635 kilometers at an average speed of 101.1 km/h driving a Mercedes-Benz SSKL (W 06 RS series) on April 12/13, 1931.
The race
.jpg)
The first car race on a route linking Brescia, Cremona, Mantua and Brescia was held on September 10, 1899. However, the real start of the Mille Miglia dates from 1927. In its early years the race was contested by a handful of automobile enthusiasts and centered on the area around Brescia. Eventually it was decided to lengthen the course and to divide the race into successively longer race sections in three stages. Rome was to be the turning point, giving a total course length of 1,000 miles. The name Mercedes-Benz became inextricably bound up with this famous racing spectacle in 1930, when Rudolf Caracciola finished in sixth place at the wheel of his SSK. In the years that followed the brand was to lift many victories – including the unforgettable win and unbeaten record time set by the duo of Stirling Moss/Denis Jenkinson in the Mercedes-Benz 300 SLR in 1955.
.jpg)
The last traditional “Mille Miglia” – raced in the old format as a timed long-distance race – was held in 1957. However, in 1977 the race underwent a revival as the “Mille Miglia storica”, an event open only to vehicles that took part in the races up to and including the 1957 race. That restricted the number of participants – nevertheless, Mercedes-Benz has been very well represented at every race since, mostly with several cars entered.
The driver
.jpg)
Rudolf Caracciola was born in Remagen on January 30, 1901. Both parents were motorsport enthusiasts – and the young Rudolf was given special dispensation to take his driving test at the age of 15. His racing career, which spanned a 30-year period, started out with motorcycles. Aged 21 he won the 1922 “Round Cologne” race, after which he was sent as works driver for the Fafnir-Automobilwerke to the AVUS race in Berlin. Finishing a respectable fourth place and with a subsequent win shortly afterwards driving an Ego compact car at the Grunewald-Stadion in Berlin, Caracciola applied for a job at Daimler-Benz, and he signed up as a racing driver at the start of the supercharged era. In 1923 he contested his first race as a works driver in the Mercedes 6/25/40 hp touring sports car in Baden-Baden, winning this and a further eleven races in the same season. His overall record for the season makes impressive reading: with one victory coming hard on the heels of another, there was barely a race he didn’t win. His ability to drive safely and at speed even in bad weather earned him the admiration of his racing colleagues and the unofficial title “rain master”.
.jpg)
Circumstances of world history meant that Caracciola lived to experience two distinct periods of racing: the sheer power of the super-charged era in the years before the Second World War, and the triumphant march of the more refined vehicles in the post-war years towards a more closely coordinated overall system. Caracciola was a virtuoso with both styles of vehicle until his racing career was abruptly ended by a serious accident. At the Grand Prix of Bern in 1952 the nearside rear wheel of his Mercedes-Benz 300 SL locked and he skidded into a tree. He shattered the bones in his left leg and was confined to a wheelchair and crutches for a long period. In 1956 he was asked by Daimler-Benz to work in a representative capacity for the company and to head up vehicle sales to the Americans and British stationed in Europe. Rudolf Caracciola died in Kassel on September 28, 1959, aged 58.
The car
.jpg)
The Mercedes supercharged vehicles first took shape in the design offices of Daimler-Motoren-Gesellschaft (DMG) in the early 1920s – in other words before the merger with Benz & Cie. Their development was driven by Gottlieb Daimler’s son Paul, who had taken over as technical director upon the retirement of Wilhelm Maybach from DMG in 1907 and was now also a Member of the Board of Management. The company had plenty of experience with mechanical supercharging, since aero engines and submarine assemblies had for some time been using superchargers to boost output.
The first racing car to feature a 1.5-liter supercharged engine was the 6/40/65 hp model, raced at the 1922 Targa Florio in Sicily and, piloted by works driver Paul Scheef, who finished a respectable third. In the production class race at the same event Max Sailer notched up a first victory for the Mercedes 28/95 hp, the engine of which had been fitted with a supercharger for the race and delivered 140 hp. 1924 saw the arrival of the first Mercedes race cars with 2.0-liter eight-cylinder supercharged engines, developed by Ferdinand Porsche, who joined DMG as technical director from Austro Daimler. And just two years later the bolides claimed victory at a prestigious event, with the 25-year-old Caracciola and his co-driver Eugen Salzer winning the AVUS race at an average of 135 km/h – an almost unthinkable speed for the day.
The next generation of Mercedes-Benz sports cars was the K, S, SS, SSK and SSKL models. Unlike their thoroughbred racing predecessors, these new cars were designed as sporty road vehicles. Between 1926 and 1933 these vehicles – popularly known as “White Elephants” and fitted with a supercharged six-cylinder engine – were without equal either on the road or on the race track. For many well-heeled “gentleman-drivers” these cars were the ideal instruments with which to try their strength at the various racing events. More so in those days than now, perhaps, such races were extremely important occasions on the social calendar.
The development culminated in the SSKL model, driven by Caracciola at the Mille Miglia in April1931. It was based on the SSK, which had a short wheelbase and was therefore light and maneuverable. The SSKL was even lighter – hence the “L” in the model designation – and weighed approximately 1,350 kilograms. That was not particularly heavy for a supercharged six-cylinder engine with a displacement of 7,065 cubic centimeters and an output of 300 hp. Top speed was an impressive 235 km/h. The final evolutionary stage of the widely respected SSKL lined up for the 1932 AVUS race in Berlin. Private driver Manfred von Brauchitsch had the car fitted with a streamlined body and took first place with an average speed of 194.2 km/h.
www.500sec.com
Rudolf Caracciola wins the “Mille Miglia”
First foreign driver to win the famous long-distance race on April 12/13,1931
The 300-hp Mercedes-Benz SSKL generates a top speed of 235 km/h
Stuttgart/Brescia, Mar 12, 2006
Rudolf Caracciola was the first foreign driver to win the famous Italian “Mille Miglia” road race. He and co-driver Wilhelm Sebas-tian completed the 1,635 kilometers at an average speed of 101.1 km/h driving a Mercedes-Benz SSKL (W 06 RS series) on April 12/13, 1931.
The race
The first car race on a route linking Brescia, Cremona, Mantua and Brescia was held on September 10, 1899. However, the real start of the Mille Miglia dates from 1927. In its early years the race was contested by a handful of automobile enthusiasts and centered on the area around Brescia. Eventually it was decided to lengthen the course and to divide the race into successively longer race sections in three stages. Rome was to be the turning point, giving a total course length of 1,000 miles. The name Mercedes-Benz became inextricably bound up with this famous racing spectacle in 1930, when Rudolf Caracciola finished in sixth place at the wheel of his SSK. In the years that followed the brand was to lift many victories – including the unforgettable win and unbeaten record time set by the duo of Stirling Moss/Denis Jenkinson in the Mercedes-Benz 300 SLR in 1955.
The last traditional “Mille Miglia” – raced in the old format as a timed long-distance race – was held in 1957. However, in 1977 the race underwent a revival as the “Mille Miglia storica”, an event open only to vehicles that took part in the races up to and including the 1957 race. That restricted the number of participants – nevertheless, Mercedes-Benz has been very well represented at every race since, mostly with several cars entered.
The driver
Rudolf Caracciola was born in Remagen on January 30, 1901. Both parents were motorsport enthusiasts – and the young Rudolf was given special dispensation to take his driving test at the age of 15. His racing career, which spanned a 30-year period, started out with motorcycles. Aged 21 he won the 1922 “Round Cologne” race, after which he was sent as works driver for the Fafnir-Automobilwerke to the AVUS race in Berlin. Finishing a respectable fourth place and with a subsequent win shortly afterwards driving an Ego compact car at the Grunewald-Stadion in Berlin, Caracciola applied for a job at Daimler-Benz, and he signed up as a racing driver at the start of the supercharged era. In 1923 he contested his first race as a works driver in the Mercedes 6/25/40 hp touring sports car in Baden-Baden, winning this and a further eleven races in the same season. His overall record for the season makes impressive reading: with one victory coming hard on the heels of another, there was barely a race he didn’t win. His ability to drive safely and at speed even in bad weather earned him the admiration of his racing colleagues and the unofficial title “rain master”.
Circumstances of world history meant that Caracciola lived to experience two distinct periods of racing: the sheer power of the super-charged era in the years before the Second World War, and the triumphant march of the more refined vehicles in the post-war years towards a more closely coordinated overall system. Caracciola was a virtuoso with both styles of vehicle until his racing career was abruptly ended by a serious accident. At the Grand Prix of Bern in 1952 the nearside rear wheel of his Mercedes-Benz 300 SL locked and he skidded into a tree. He shattered the bones in his left leg and was confined to a wheelchair and crutches for a long period. In 1956 he was asked by Daimler-Benz to work in a representative capacity for the company and to head up vehicle sales to the Americans and British stationed in Europe. Rudolf Caracciola died in Kassel on September 28, 1959, aged 58.
The car
The Mercedes supercharged vehicles first took shape in the design offices of Daimler-Motoren-Gesellschaft (DMG) in the early 1920s – in other words before the merger with Benz & Cie. Their development was driven by Gottlieb Daimler’s son Paul, who had taken over as technical director upon the retirement of Wilhelm Maybach from DMG in 1907 and was now also a Member of the Board of Management. The company had plenty of experience with mechanical supercharging, since aero engines and submarine assemblies had for some time been using superchargers to boost output.
The first racing car to feature a 1.5-liter supercharged engine was the 6/40/65 hp model, raced at the 1922 Targa Florio in Sicily and, piloted by works driver Paul Scheef, who finished a respectable third. In the production class race at the same event Max Sailer notched up a first victory for the Mercedes 28/95 hp, the engine of which had been fitted with a supercharger for the race and delivered 140 hp. 1924 saw the arrival of the first Mercedes race cars with 2.0-liter eight-cylinder supercharged engines, developed by Ferdinand Porsche, who joined DMG as technical director from Austro Daimler. And just two years later the bolides claimed victory at a prestigious event, with the 25-year-old Caracciola and his co-driver Eugen Salzer winning the AVUS race at an average of 135 km/h – an almost unthinkable speed for the day.
The next generation of Mercedes-Benz sports cars was the K, S, SS, SSK and SSKL models. Unlike their thoroughbred racing predecessors, these new cars were designed as sporty road vehicles. Between 1926 and 1933 these vehicles – popularly known as “White Elephants” and fitted with a supercharged six-cylinder engine – were without equal either on the road or on the race track. For many well-heeled “gentleman-drivers” these cars were the ideal instruments with which to try their strength at the various racing events. More so in those days than now, perhaps, such races were extremely important occasions on the social calendar.
The development culminated in the SSKL model, driven by Caracciola at the Mille Miglia in April1931. It was based on the SSK, which had a short wheelbase and was therefore light and maneuverable. The SSKL was even lighter – hence the “L” in the model designation – and weighed approximately 1,350 kilograms. That was not particularly heavy for a supercharged six-cylinder engine with a displacement of 7,065 cubic centimeters and an output of 300 hp. Top speed was an impressive 235 km/h. The final evolutionary stage of the widely respected SSKL lined up for the 1932 AVUS race in Berlin. Private driver Manfred von Brauchitsch had the car fitted with a streamlined body and took first place with an average speed of 194.2 km/h.
www.500sec.com
Kaut kas par veciem ralliju MB
25. Marts 2006, 01:20
Te viens rakstiņš:
http://next.delfi.lv/auto/history/artic ... d=12920214
Otrs -- šodien redzēju interesantu filmu par Dienvidāfrikas ralliju, kur MB bija lielie panākumi 70-to beigās. Gan braucēji tur pilnīgi traki, gan organizatori -- esot plānojuši ralliju pa visiem pieciem kontinentiem, Argentīnā uzrīkoja, bet tālāk netika. Patiesībā tas rallijs tolaik bija viens liels Gumball: posmi, kuru veikšanai ieplānotas vidēji 30 stundas, sacensības pa koplietošanas ceļiem kopā ne tikai ar kraviniekiem, bet arī govju bariem (stāvi un gaidi, kamēr tās aizvāksies no ceļa), individuāli trakie, kas brauca tāpat bez stūrmaņa, pāri puskontinentam bez kādas navigācijas, tik cik pieraksti uz rūtiņu lapām (nekā labāka jau tajos gados nebija). Kontrolpunktos nebija elektrības, nekā, tuksneša klajums bez jebkādām labierīcībām. Tāpat guļammaisos ārā pagulēja, laikus ar roku sarēķināja un sasprauda pie staba. Tāpat brīžos, kad kādu sportistu filmēja TV, tas sāka visādi izrādīties -- braukt uz moča pa tuksnesi ar kājām gaisā, stāvus utt. Patiesībā viens milzīgs tusiņš vājprātīgiem un patiešām ekstrēmu piedzīvojumu meklētājiem. Un tas viss saucās WRC un tieši no tā radās Dakāras rallijs. Bija laba filma -- maz teksta un interviju pļāpāšanas, bet daudz, daudz skatu tieši no sacensībām. Faktiski var saprast, kāpēc MB tik labi gāja -- savu lomu nospēlēja saglabātais maksimālais komforts, jo kratīties kādā VW vabolē bez logiem pa tuksnesi vienā smilšu mākonī 30 stundas no vietas, pagulēt un tad tāpat vēl pāris dienas... daudz vieglāk zaudēt spēkus kā ar ieslēgtu kondicionieri + automātisko ātrumkārbu tikai rullēt. Un tad šajā sportā vienkārši trakos sāka izspiest rūpnīcu komandas, pamatīgs finansējums, perfekts serviss utt. -- tas, ko tieši MB ienesa WRC...
Tā, padalījos iespaidos...
http://next.delfi.lv/auto/history/artic ... d=12920214
Otrs -- šodien redzēju interesantu filmu par Dienvidāfrikas ralliju, kur MB bija lielie panākumi 70-to beigās. Gan braucēji tur pilnīgi traki, gan organizatori -- esot plānojuši ralliju pa visiem pieciem kontinentiem, Argentīnā uzrīkoja, bet tālāk netika. Patiesībā tas rallijs tolaik bija viens liels Gumball: posmi, kuru veikšanai ieplānotas vidēji 30 stundas, sacensības pa koplietošanas ceļiem kopā ne tikai ar kraviniekiem, bet arī govju bariem (stāvi un gaidi, kamēr tās aizvāksies no ceļa), individuāli trakie, kas brauca tāpat bez stūrmaņa, pāri puskontinentam bez kādas navigācijas, tik cik pieraksti uz rūtiņu lapām (nekā labāka jau tajos gados nebija). Kontrolpunktos nebija elektrības, nekā, tuksneša klajums bez jebkādām labierīcībām. Tāpat guļammaisos ārā pagulēja, laikus ar roku sarēķināja un sasprauda pie staba. Tāpat brīžos, kad kādu sportistu filmēja TV, tas sāka visādi izrādīties -- braukt uz moča pa tuksnesi ar kājām gaisā, stāvus utt. Patiesībā viens milzīgs tusiņš vājprātīgiem un patiešām ekstrēmu piedzīvojumu meklētājiem. Un tas viss saucās WRC un tieši no tā radās Dakāras rallijs. Bija laba filma -- maz teksta un interviju pļāpāšanas, bet daudz, daudz skatu tieši no sacensībām. Faktiski var saprast, kāpēc MB tik labi gāja -- savu lomu nospēlēja saglabātais maksimālais komforts, jo kratīties kādā VW vabolē bez logiem pa tuksnesi vienā smilšu mākonī 30 stundas no vietas, pagulēt un tad tāpat vēl pāris dienas... daudz vieglāk zaudēt spēkus kā ar ieslēgtu kondicionieri + automātisko ātrumkārbu tikai rullēt. Un tad šajā sportā vienkārši trakos sāka izspiest rūpnīcu komandas, pamatīgs finansējums, perfekts serviss utt. -- tas, ko tieši MB ienesa WRC...
Tā, padalījos iespaidos...
Kaut kas par veciem ralliju MB
29. Novembris 2006, 15:00
Kādu laiku nav bijis te neviens attēls. tad nu tagad kompensēšu ar bildēm no 1979. gada Ziloņkaula krasta rallija:
http://www.mbclub.lv/galleries/mizx/?gi ... &goffset=0
Šķiet, ka kāda viena bilde varētu būt iemaldījusies arī no 1980. gada Dienvidamerikas rallija, bet tas laikam nav tik būtiski. Vēl -- vajadzēja būt arī W123 bildēm, bet tās neatradu... Laikam tipiskā lieta -- uzmanību pievērš uzvarētājiem, bet tālākās vietas jau reportierus parasti maz satrauc.
http://www.mbclub.lv/galleries/mizx/?gi ... &goffset=0
Šķiet, ka kāda viena bilde varētu būt iemaldījusies arī no 1980. gada Dienvidamerikas rallija, bet tas laikam nav tik būtiski. Vēl -- vajadzēja būt arī W123 bildēm, bet tās neatradu... Laikam tipiskā lieta -- uzmanību pievērš uzvarētājiem, bet tālākās vietas jau reportierus parasti maz satrauc.
Kaut kas par veciem ralliju MB
29. Novembris 2006, 15:21
Paldies ,bija interesanti....
Kaut kas par veciem ralliju MB
09. Marts 2007, 23:59
Private driver Count Giulio Masetti takes overall victory in a Mercedes Grand Prix racing car
.jpg)
The DMG works team also enter a further six vehicles
First ever appearance of a supercharged engine in motor racing
.jpg)
The 1922 Targa Florio road race in Sicily was a major triumph for Daimler-Motoren-Gesellschaft (DMG). The Italian private driver Count Giulio Masetti won in the overall standings at the wheel of a Mercedes Grand Prix racing car. In addition, the DMG works team entered a further six vehicles and brought home the title for production cars. It was also the first outing under race conditions for the supercharged engine conceived by Paul Daimler – a concept that would garner a string of victories for the company at all the major racing venues in the years to come.
The large contingent of vehicles entered by DMG reflected the importance of the Targa Florio as a highly demanding road race of international prestige. DMG sent a variety of cars to the race – tried-and-tested vehicles as well as new ones – the aim being to win the Targa Florio at any price. It is something of an irony of history, therefore, that the coveted trophy for the overall standings was won not by the company itself but by a privateer at the wheel of his own Mercedes.
.jpg)
The vehicle piloted by the winner Count Masetti was basically identical to the Grand Prix racing car with which DMG works driver Christian Lautenschlager had won the pre-war French Grand Prix on July 4, 1914 in Lyon. The engine was a groundbreaking new design, which developed 105 hp (77 kW) at 3,100 r/min from a 4.5-liter displacement and had a maximum output of 106 hp. The design featured an overhead camshaft as well as two intake and two exhaust valves for improved respiration – the first Mercedes engine to feature four-valve technology. The crankshaft was supported by five bearings and made from special-strength steel for reliable continuous operation. The engine was set up for an engine speed of 3,500 r/min – a sensation figure for the day, considering that other engines usually went about their duties at around 2,200 r/min. The racing car’s chassis also offered several innovations, including a propshaft in the place of a chain drive. The vehicle weighed approximately 1,080 kilograms and reached a top speed of 180 km/h.
.jpg)
The Italian fans did not exactly make life easy for foreign cars in the Targa Florio road race. They would repeatedly obstruct the non-Italians in the field in order to improve the chances of the home marques. But Count Masetti had a trick up his sleeve in order to ensure he enjoyed a clear run: He had his Mercedes painted in the traditional red livery of the Italians so that no one would get in his way. The strategy proved successful and two years later gave DMG renewed victory in the Targa Florio.
.jpg)
In 1922 DMG sent six vehicles to the starting grid in Sicily. Alongside two other Grand Prix racing cars of 1914, Max Sailer took the production car title in a 28/95 hp model specially equipped for the race with a supercharger. The second 28/95 hp was raced without supercharger technology.
.jpg)
The sub 1.5-liter category featured two completely new Mercedes 1.5-liter 6/40/65 hp supercharged cars, which were closely related to the 6/25/40 hp and 10/40/65 hp models. The sports car had an output of 40 hp (29 kW), with the supercharger switched on this figure was boosted to 65 hp (48 kW). The four-cylinder engine had two overhead camshafts driven by a vertical shaft, two intake and two exhaust valves per combustion chamber and spark plugs positioned in the center of each cylinder for the first time. Top speed of the vehicle, which tipped the scales at around 1,400 kilograms, was 135 km/h.
.jpg)
Some time later one such engine was put on a test rig and achieved an effective output of 54 hp (40 kW) at 4000 r/min, rising to 72 hp (53 kW) with supercharging. At maximum revs of 4,500 r/min the figure was 79 hp (58 kW). This showed that with limited displacement supercharging could deliver significant benefits. The technology had previously been used successfully with aeroengines to compensate for the loss in output resulting from reduced oxygen levels at high altitudes.
.jpg)
Paul Scheef, driving one of the new 1.5-liter supercharged cars, finished third in his class in the 1922 Targa Florio, while the Italian Fernando Minoia at the wheel of the second race car was forced to abandon the race. Nevertheless, the Mercedes vehicles proved themselves under the most testing of conditions and at the same time demonstrated the potential of supercharger technology.
www.500sec.com
The DMG works team also enter a further six vehicles
First ever appearance of a supercharged engine in motor racing
The 1922 Targa Florio road race in Sicily was a major triumph for Daimler-Motoren-Gesellschaft (DMG). The Italian private driver Count Giulio Masetti won in the overall standings at the wheel of a Mercedes Grand Prix racing car. In addition, the DMG works team entered a further six vehicles and brought home the title for production cars. It was also the first outing under race conditions for the supercharged engine conceived by Paul Daimler – a concept that would garner a string of victories for the company at all the major racing venues in the years to come.
The large contingent of vehicles entered by DMG reflected the importance of the Targa Florio as a highly demanding road race of international prestige. DMG sent a variety of cars to the race – tried-and-tested vehicles as well as new ones – the aim being to win the Targa Florio at any price. It is something of an irony of history, therefore, that the coveted trophy for the overall standings was won not by the company itself but by a privateer at the wheel of his own Mercedes.
The vehicle piloted by the winner Count Masetti was basically identical to the Grand Prix racing car with which DMG works driver Christian Lautenschlager had won the pre-war French Grand Prix on July 4, 1914 in Lyon. The engine was a groundbreaking new design, which developed 105 hp (77 kW) at 3,100 r/min from a 4.5-liter displacement and had a maximum output of 106 hp. The design featured an overhead camshaft as well as two intake and two exhaust valves for improved respiration – the first Mercedes engine to feature four-valve technology. The crankshaft was supported by five bearings and made from special-strength steel for reliable continuous operation. The engine was set up for an engine speed of 3,500 r/min – a sensation figure for the day, considering that other engines usually went about their duties at around 2,200 r/min. The racing car’s chassis also offered several innovations, including a propshaft in the place of a chain drive. The vehicle weighed approximately 1,080 kilograms and reached a top speed of 180 km/h.
The Italian fans did not exactly make life easy for foreign cars in the Targa Florio road race. They would repeatedly obstruct the non-Italians in the field in order to improve the chances of the home marques. But Count Masetti had a trick up his sleeve in order to ensure he enjoyed a clear run: He had his Mercedes painted in the traditional red livery of the Italians so that no one would get in his way. The strategy proved successful and two years later gave DMG renewed victory in the Targa Florio.
In 1922 DMG sent six vehicles to the starting grid in Sicily. Alongside two other Grand Prix racing cars of 1914, Max Sailer took the production car title in a 28/95 hp model specially equipped for the race with a supercharger. The second 28/95 hp was raced without supercharger technology.
The sub 1.5-liter category featured two completely new Mercedes 1.5-liter 6/40/65 hp supercharged cars, which were closely related to the 6/25/40 hp and 10/40/65 hp models. The sports car had an output of 40 hp (29 kW), with the supercharger switched on this figure was boosted to 65 hp (48 kW). The four-cylinder engine had two overhead camshafts driven by a vertical shaft, two intake and two exhaust valves per combustion chamber and spark plugs positioned in the center of each cylinder for the first time. Top speed of the vehicle, which tipped the scales at around 1,400 kilograms, was 135 km/h.
Some time later one such engine was put on a test rig and achieved an effective output of 54 hp (40 kW) at 4000 r/min, rising to 72 hp (53 kW) with supercharging. At maximum revs of 4,500 r/min the figure was 79 hp (58 kW). This showed that with limited displacement supercharging could deliver significant benefits. The technology had previously been used successfully with aeroengines to compensate for the loss in output resulting from reduced oxygen levels at high altitudes.
Paul Scheef, driving one of the new 1.5-liter supercharged cars, finished third in his class in the 1922 Targa Florio, while the Italian Fernando Minoia at the wheel of the second race car was forced to abandon the race. Nevertheless, the Mercedes vehicles proved themselves under the most testing of conditions and at the same time demonstrated the potential of supercharger technology.
www.500sec.com
Kaut kas par veciem ralliju MB
17. Aprīlis 2007, 12:48
Kaut kas par veciem ralliju MB
19. Jūlijs 2007, 13:18
Pielikšu to video tepat pie rallijiem. Tagad vēl jāatrod kāds, kurš saprot stāstīto...
http://videos.streetfire.net/video/511a ... ff5eea.htm
http://videos.streetfire.net/video/511a ... ff5eea.htm
Kaut kas par veciem ralliju MB
19. Jūlijs 2007, 13:37
Šitik vecam mersītim klimatkontrole un elektriskie krēsli... 8D super!
Kaut kas par veciem ralliju MB
19. Jūlijs 2007, 13:46
[user]221196|Juniors|[/user]Šitik vecam mersītim klimatkontrole un elektriskie krēsli... 8D super!
ASV kondicionieris + el. logi u.c. labumi bija standartaprīkojums jau no ražošanas sākuma 1971. gadā. Samaksājot nāca klāt klimats, kruīzs, visādi lukturu tīrītāji, pilna elektropakete, vēlāk arī ABS, diferenciālis bloķējās utt. Ne par velti tas bija auto, gar kuru parasti mirstīgie varēja tikai siekaloties.