PKW4131 "Fintail Mercedes", four-cylinder models (W 110), 1961 - 1968

"Fintail Mercedes", four-cylinder models (W 110), 1961 - 1968

In August 1961, two new 4-cylinder models were presented besides the 300 SE and the 220 SEb Cabriolet. The Types 190 c and 190 Dc, assigned to model series 110, replaced the "Ponton" models 190 b and 190 Db and now had a "fintail body" like the 6-cylinder models.

With the introduction of the new 4-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 company, 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 "Ponton" era - just think of the Type 219, which had a body, which was identical to that of the 4-cylinder models from the A-pillar onwards. This principle reached its apogee in the "fintail" models, which - starting from the windscreen - all had identical uniform bodies, except for the decorative elements. The "Ponton" model range was continued in the shape of the improved models 180 c and 180 Dc, but only until October 1962. From then on all Mercedes-Benz passenger car models of the large-scale production had the uniform body. This concept was abandoned as late as August 1965, when, starting with model series 108 a new generation of top-class cars appeared on the market.

The big advantage of the uniform 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 4-cylinder versions had increased by 230 mm compared to the preceding models - 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 body, the new 4-cylinder types could immediately be distinguished from their sister models with 6-cylinder engine, that is, except from 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 "Ponton" models which were situated at the rear end of the front mud guards. A more experienced observer would have noticed, too, that the air-extractor 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 6-cylinder model for first-time buyers.

Not only stylistically, but technically, too, the Type 190 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 6-cylinder model, too, had to be adjusted to the shorter front section of the 4-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-liter Diesel engine of the 190 Dc, developed from the 1.9-liter aggregate of the predecessor models was a true innovation - by rights, the new model should have been called 200 D. Apart from the increase in cubic capacity, changes also comprised a modified camshaft, readjusted injection pump as well as optimised intake pipes. The sum total of these measures led to an increase in power by 5 hp to 55 hp. 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 hp. From August 1962 the 190 c became available with 4-speed automatic transmission as an option and from July 1963, Diesel drivers, too, benefitted from this possibility. As with the 6-cylinder models, extra cost in both cases amounted to DM 1,400.

When the new 108 series top-class models were presented in August 1965 and the era of uniform bodies was drawing to an end, the 4-cylinder models were presented in improved form and they now had new type designations. The 200 and 200 D now became the successors of the 190 models, which had been produced for four years.

Only details of the body had changed. Indicators, parking lights and fog lamps were now combined below the headlights and replaced the indicators on top of the fenders. The air vents with their covers were now located in the C-pillars, as on the 6-cylinder models. The chrome trim at the rear was also modified.

Whereas the running gear and brakes system of the new models were taken over from the predecessors, the engines had been improved. The 1.9-liter petrol-engine had been increased to 2 liters by means of a larger bore. At the same time compression was raised and the single downdraught carburettor was replaced by twin modified ones. The result was a considerable increase in power of 15 hp to 95 hp The crankshaft now received five bearings, as did that of the Diesel engine, giving smoother running.

At the same time as the revised 4-cylinder models an externally identical 2.3-liter 6-cylinder model was presented: the 230. This engine was a detuned version of that used in the 230 S, which in turn had been developed from the engine of the 220 Sb. The combination of the engine with the carburettor system from the 2-liter 4-cylinder engine reduced output to 105 hp giving sufficient performance to the 230 model. From July 1966 the engine of the 230 S was used without this modification with an output of 120 hp resulting in a further improvement in top speed and acceleration.

As had become usual with the 4-cylinder models of the medium-sized series, 110 series chassis were available with partial bodywork for conversion by bodybuilders in Germany and abroad into ambulances, estates or other special versions. The ambulance conversions by the companies Binz in Lorch and Miesen in Bonn were particularly successful.

A estate conversion by the IMA company in Malines, Belgium using the chassis of the 190 D and presented at the Brussels Motor Show in January 1965 as the 190 D Universal is also noteworthy. The "Universal" differed from the normal saloons, as did the conversions by other companies, in having an altered rear axle ratio, 15-inch wheels, stronger springs and an additional compensating air spring on the rear axle.

After the presentation of the revised car range in August 1965 IMA also produced the "Universal" estate based on the revised 110 series, the external changes were minimal, however. 6-cylinder estate were now available: the 230 Universal and the 230 S Universal based on the 111 series.

The new "Universal" models also had 15-inch wheels, stronger springs and the newly developed hydro-pneumatic compensating spring as standard equipment. All four versions of the "Universal" were sold in Germany by the Daimler-Benz sales organisation from August 1966 until the end of 1967.

A long wheelbase (3100 mm) version of the revised models 200 D - 230 was also available as chassis with partial bodywork, which was often used for ambulances or hearses. From April 1967 the 200 D was also produced as a 7/8-seater saloon with a 3350 mm wheelbase. Due to demand from abroad this version was produced for export only for some time before it was sold in Germany. It was used mainly by taxi and car hire firms, airlines, consulates and public authorities.

In February 1968 the production of the so-called "fintail" models finally ended after the "New Generation", a completely new model range both technically and stylistically, had been launched in January. In six and a half years 622,453 saloons and 5,859 chassis with partial bodywork had been produced in the Sindelfingen plant.

Mercedes-Benz 200 D taxi
at Stuttgart main station from 1965
65259-3
Mercedes-Benz 200 D Taxi
Mercedes-Benz 190 
Driving stool with engine M 121 and front axle 
1961
72845
Mercedes-Benz 190
Mercedes-Benz Type 190 saloon, 211 series.
A2001F6891
190
"Heckflossen-Mercedes" Typ 200 D, 1965-68
1998DIG78
"Heckflossen-Mercedes" Typ 200 D
"Heckflossen-Mercedes" Typ 200, 1965-68
1998DIG79
"Heckflossen-Mercedes" Typ 200
Mercedes-Benz Vierzylindertypen der Baureihe W 110. Fahrgestell für Sonderaufbauten Karosseriewerk Rappold, 1965
1998DIG278
Sonderaufbauten
"Heckflossen-Mercedes" Typ 200 / 200 D / 230 Universal, Aufbau IMA, 1966-67.
2003DIG436
Heckflossen-Mercedes
Advertising Mercedes-Benz: ""Going to Europe? Make each day a holiday", Mercedes-Benz type 190
1988M1356
Advertising Passenger Cars 1957
Advertising Mercedes-Benz: "What makes this star so incomparable", Mercedes-Benz 190 D
1988M2753
Advertising Passenger Cars 1965
Advertising Mercedes-Benz: "The bis new Mercedes-Benz 6-cylinder is not a sports car. So why have we raced it so often?", Mercedes-Benz 200, 200 D, 230, 230 S, 250 S, 250 SE 250 SE Convertible, 250 SE Coupé, 300 SE, 300 SEL, 300 SE Convertible, 300 SE Coupé, 230 SL, 600, 600 Pullman; Amerikanische Anzeige aus "Life"; 1965
1988M1677
Advertising Passenger Cars 1965
Advertising Mercedes-Benz: 
"The new Mercedes-Benz six-cylinder cars are not racing cars. Why did we run so many races with them?"
Mercedes-Benz 200, 200 D, 230, 230 S, 250 S, 250 SE, 250 SE Cabriolet, 300 SE Coupé 300 SE, 300 SEL, 300 SE Cabriolet, 300 SE Coupé, 230 SL, 600, 600 Pullman
1988M2748
Advertising Passenger Cars 1965
Advertisement Mercedes-Benz:
"Now you can buy the result", Mercedes-Benz 200, 200 D, 230, 230 S, 250 S, 250 SE, 250 SE Coupé/Cabriolet, 300 SE, 300 SE Coupé/Cabriolet, 300 SEL, 230 SL, 600, 600 Pullman.
1988M2747
Advertising Passenger Cars 1965
Werbeanzeige Mercedes-Benz: "Sie finden 38 neue Ideen in den großen Sechszylindern von Mercedes-Benz - Die neue Form ist nur eine davon", Mercedes-Benz Typ 200, 200 D, 230, 230 S, 250 S, 250 SE, 250 SE Cabriolet, 250 SE Coupé, 300 SE, 300 SEL, 300 SE Cabriolet, 300 SE Coupé, 230 SL, 600, 600 Pullman
1988M2789
Advertising Passenger Cars 1965
Werbeanzeige Mercedes-Benz: "Warum der 230 S eines der interessantesten Modelle im neuen Mercedes-Benz Programm ist", Mercedes-Benz Typ 200, 200 D, 230, 230 S, 250 S, 250 SE, 250 SE Cabriolet, 250 Se Coupé, 300 SE, 300 SEL, 300 SE Cabriolet, 300 SE Coupé, 230 SL, 600, 600 Pullman
1988M2799
Advertising Passenger Cars 1965
Werbeanzeige Mercedes-Benz: "Niemals zuvor in seiner Geschichte hat Ihnen Mercedes-Benz ein größeres und stärkeres Programm geboten als heute", Mercedes-Benz Typ 200, 200 D, 230, 230 S, 250 S, 250 SE, 250 SE Cabriolet, 250 Se Coupé, 300 SE, 300 SEL, 300 SE Cabriolet, 300 SE Coupé, 230 SL, 600, 600 Pullman
1988M2809
Advertising Passenger Cars 1965
Werbeanzeige Mercedes-Benz: "Mit dem Modell 200 beginnt die Mercede-Benz Klasse. Und eine neue Welt des Fahrens", Walter Schmidt, Vertreter der Daimler-Benz AG, Lübeck, Mercedes-Benz Typ 200
1988M2801
Advertising Passenger Cars 1965
Werbeanzeige Mercedes-Benz: "Außen kompakt und innen groß: der neue Mercedes-Benz 230, ein Sechszylinder mit 105 PS", Walter Schmidt, Vertreter der Daimler-Benz AG, Lübeck, Mercedes-Benz Typ 230
1988M2802
Advertising Passenger Cars 1965
Advertising Mercedes-Benz: "Space, comfort, economy - or to put it another way, the Mercedes-Benz 200 D", Mercedes-Benz Typ 200 D
1988M2925
Advertising Passenger Cars 1966
Französisch. Werbeanzeige Mercedes-Benz: "Déjà de mon temps ...", Mercedes-Benz Typ W 110
1988M2228
Advertising Passenger Cars 1963
Mercedes-Benz Typ 200 D, 1967
U47748
MB 200 D
Mercedes-Benz 200 D, 1967.
U47749
200 D 7 Sitze
Mercedes-Benz Diesel-Generationen von links: 
260 D Pullman-Limousine, 170 D Limousine und 200 D der "Neuen Generation", dessen Motor im Vordergrund steht, 1971.
C1828
Drei Diesel-Generationen, 170 D, 260 D, 200 D
Während in den Taxis älterer Baujahre, Mercedes-Benz der Baureihe W 110 (oberes Foto) Funkgerät, UKW-Empfänger und Taxameter nur in dem gefährdeten Kniebereich angeordnet werden konnten, sind diese für den Taxibetrieb notwendigen Zusatzausrüstungen beim Taxi International praxisgerecht und sicher über dem Getriebetunnel angeordnet. Mercedes-Benz Baureihe W 115 (unteres Foto), 1968.
C10254
Taxi Internationale Zusatzausrüstung
Mercedes-Benz 230 "Heckflossen-Mercedes" 
Caravan-Gespann auf einer Bergstrasse im Balkangebirge, 1967
67203B-26
Mercedes-Benz 230
Mercedes-Benz 230 Limousine
"Heckflossen-Mercedes"
1965 - 1968
U30872
Mercedes-Benz 230
Mercedes-Benz 200 D
"Heckflossen-Mercedes" aus dem Jahre 1965
U30870
Mercedes-Benz 200 D
Mercedes-Benz 200/200 D
"Heckflossen-Mercedes" 
1965 - 1968
66120-2
Mercedes-Benz 200/200 D
Mercedes-Benz 200 D
Krankenwagen aus dem Jahre 1965
Aufbau Binz
U32785
Mercedes-Benz 200 D
Mercedes-Benz 230
"Heckflossen-Mercedes" Limousine
1965 - 1968
U30877
Mercedes-Benz 230
Mercedes-Benz 200 D
aus dem Jahre 1965
U30871
Mercedes-Benz 200 D
Mercedes-Benz 200 D
"Heckflossen-Mercedes" 
am Bodensee, oberhalb der Insel Mainau, 1966
2008DIG29895
Mercedes-Benz 200 D
Mercedes-Benz 200
"Hecklossen-Mercedes"
1965 - 1968
2008DIG29940
Mercedes-Benz 200
Mercedes-Benz 200
"Hecklossen-Mercedes" 
1965 - 1968
2008DIG29941
Mercedes-Benz 200
Mercedes-Benz  200 / 200 D / 230 
"Heckflossen-Mercedes" aus den Jahren 1965 - 1968
U30860
Mercedes-Benz 200 / 200 D / 230
Mercedes-Benz 200, 200 D, 230
00012474
Mercedes-Benz 200, 200 D, 230
Economy-Test, 1965
Einen Glaskrug mit tausend Centstücken überreicht der Mercedes-Benz Distrikt-Direktor Mr. Marooney (rechts) vor dem Start in San Francisco an Mr. Caroll, 1965. Für jede mit dem Mercedes-Benz 190 D gefahrene Meile (1,6-km) waren an Kraftstoffkosten ein Cent vorgesehen. Obwohl Bill Caroll auf seiner Reise von San Francisco nach New York eine Durchschnittsgeschwindigkeit von 50,5 mph (81-km/h) erreichte, betrugen die Kraftstoffkosten nur 0,8 Cent pro Meile (2 Pfennige pro Kilometer).
U27826
Economy-Test, 1965
Mercedes-Benz 190 Dc Universal
wie bei den Vierzylindermodellen der Mittelklasse-Baureihe traditionell üblich, liefert Mercedes-Benz auch die Typen der Baureihe 110 als Fahrgestelle mit Teilkarosserie an Aufbauhersteller im In- und Ausland. Auf der Brüsseler Automobilausstellung im Januar 1965 hat der Mercedes-Benz 190 D Universal Premiere, eine Kombiwagen-Variante der belgischen Firma IMA. Diese Version des 190 D vertreibt Mercedes-Benz als Serienversion über das eigene Händlernetz. Damit ist der Typ Universal der Vorgänger des T-Modells, das als Karosserievariante jedoch erst in der Baureihe 123 eingeführt wird.
Aufbau IMA
1965
2008DIG29859
Mercedes-Benz 190 Dc Universal
Mercedes-Benz 190 D Universal
As was traditionally the case with the four-cylinder models of the mid-range series, Mercedes-Benz also supplied the chassis of the 110 series with partial bodywork to bodybuilders in Germany and abroad. The Mercedes-Benz 190 D Universal, an estate car variant built by the Belgian company IMA, made its debut at the Brussels Motor Show in January 1965. Mercedes-Benz marketed this version of the 190 D as a series production version outside Germany. In the domestic market the successor model, the 200 D Universal, does not appear until 1966 together with the 200 Universal, the 230 Universal and the 230 S Universal.
This makes the Universal the predecessor of the Estate, which, however, is not introduced as a body variant until the 123 series.
IMA body, 1965
2008DIG29858
Mercedes-Benz 190 D Universal
Mercedes-Benz 190 Dc Universal
wie bei den Vierzylindermodellen der Mittelklasse-Baureihe traditionell üblich, liefert Mercedes-Benz auch die Typen der Baureihe 110 als Fahrgestelle mit Teilkarosserie an Aufbauhersteller im In- und Ausland. Auf der Brüsseler Automobilausstellung im Januar 1965 hat der Mercedes-Benz 190 D Universal Premiere, eine Kombiwagen-Variante der belgischen Firma IMA. Diese Version des 190 D vertreibt Mercedes-Benz als Serienversion über das eigene Händlernetz. Damit ist der Typ Universal der Vorgänger des T-Modells, das als Karosserievariante jedoch erst in der Baureihe 123 eingeführt wird.
Aufbau IMA
1965
2008DIG29860
Mercedes-Benz 190 Dc Universal
Mercedes-Benz 190 Dc Universal
wie bei den Vierzylindermodellen der Mittelklasse-Baureihe traditionell üblich, liefert Mercedes-Benz auch die Typen der Baureihe 110 als Fahrgestelle mit Teilkarosserie an Aufbauhersteller im In- und Ausland. Auf der Brüsseler Automobilausstellung im Januar 1965 hat der Mercedes-Benz 190 D Universal Premiere, eine Kombiwagen-Variante der belgischen Firma IMA. Diese Version des 190 D vertreibt Mercedes-Benz als Serienversion über das eigene Händlernetz. Damit ist der Typ Universal der Vorgänger des T-Modells, das als Karosserievariante jedoch erst in der Baureihe 123 eingeführt wird.
Aufbau IMA
1965
2008DIG29861
Mercedes-Benz 190 Dc Universal
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