Mercedes-Benz 300 SLR Reconstitution à partir d'une 300 SL de 1955 Serial number: 1980405500704 Engine: six-cylinder in-line unit longitudinally mounted at the front (M198) Bore x stroke: 85 x 88 mm Capacity: 2 996 cc Timing gear: one OHC Intake: Bosch injection system Compression ratio: 9,5 :1 Maximum power: 240 bhp @ 5 800 rpm Transmission: 4 ratios + R manual gearbox Clutch: single dry disc Chassis frame: tubular space frame Body: two seat two door coupé body in aluminium Front suspension: independent Wheelbase: 2 400 mm Front track: 1 398 mm Rear track: 1 448 mm Dry weight: 1 250 kg Brakes: four drums hydraulically actuated Wheels: central locking 16" wire wheels Tyres: 5.50 x 16: Performance: 150 mph (240 km/h) max speed In 1952 Mercedes-Benz made its come-back to motor racing with the type 300 SL which would be the marque's top-of-the-range model when it was marketed in its production version in 1954. Although the 300 SLs won five races out of six in 1952, it was just a sort of rehearsal as the Mercedes-Benz management decided to compete at the highest level in Grand Prix racing with the type W196, a 2.5-litre monoposto, and in the Sports league with the W196 S, a 3-litre two-seater. In fact the designation W196 S was only used by the factory as the sports car was to be known all over the world as the 300 SLR (for Rennsport, sport racing) which was rather confusing as it amalgamated the 300 SLR and the 300 SL but contributed to the fame of the latter. But except the capacity (3 litres for both cars), they were different cars on all points. The racing W196 and W196 S were fitted with an in-line 8-cylinder DOHC engine with desmodromic valve gear, direct injection and gearbox in unit with the differential. The chassis was a spaceframe triangulated structure and the four wheels were independently suspended. On the 6th Sept. 1954, the sports 300 SLR was introduced to the press. It looked like the streamlined monoposto, but its cockpit offered two seats and the steering wheel was on the left. Rudolf Uhlenhaut, the chief designer of the experimental department and head of the racing department, drove both the W196 and the W196 S being incidentally 3 seconds faster with the sports car than with the Grand Prix monoposto! Rudolf Uhlenhaut was not only a top class engineer, but also a true racing driver practically as fast as the best GP drivers. See continuation