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BACKGROUND

After World War 2, Mercedes-Benz initially got itself back on a sound financial footing with a range of superbly crafted but largely unexciting models. Initially, a re-entry to the world of motor racing was out of the question.

That all changed for the 1952 season when Mercedes debuted its sensational W194 300 SL.

Powered by an uprated version of the firm’s three-litre straight six dropped into a brand new tubular spaceframe chassis draped in a wind cheating aluminium body, the Sport Leicht’s four wins from five outings became reminiscent of Mercedes’ inter war domination.

Undoubtedly the most notable victories achieved by the 300 SL in 1952 had come at the Le Mans 24 Hours and Carrera Panamericana which both garnered massive international publicity.

Meanwhile, one individual who had taken a keen interest in the car’s progress was Mercedes’ recently appointed US importer, Max Hoffman.

During early 1953, Hoffman began to lobby the top brass in Stuttgart for a road-going version of the exciting SL Coupe which he felt sure would be a commercial hit. Mercedes obliged and the result was the other worldly Gullwing-doored W198 300 SL which became arguably the ultimate road-going production car of its time.

Additionally, Hoffman also wanted a less expensive two-seat Convertible that could be sold alongside - a machine that could open the Sport Leicht range up to a wider audience.

The W121 190 SL that emerged had more humble underpinnings than its big brother, but the two cars shared an array of styling cues and combined to reinvigorate Mercedes’ image both at home and abroad.

Both vehicles made their international debut at the New York Motor Show in February 1954 with Mercedes having embarked on a rapid development programme thanks to Hoffman’s sizeable pre orders.

At this stage the 300 SL, whose underpinnings had largely been race-proven thanks to that 1952 racing campaign, was almost production-ready. However, the 190 SL (which was to be powered by a brand new four cylinder engine) still required much work.

The first pre-series examples of the 190 SL were assembled in January 1955 and the production version was displayed at the Geneva Show in March.

Production of of customer cars began in May 1955.

CHASSIS

Unlike the 300 SL, which came with a tubular spaceframe chassis, the 190 SL was based upon a modified unitary steel floorpan derived from the W121 Ponton. This arrangement was deemed acceptable owing to the less extreme performance on offer. It was also much simpler and cheaper to manufacture.

Compared to the W121 Saloon, the 190 SL had a wheelbase shortened by 250mm to 2400mm. The same front subframe arrangement was carried over which saw the engine supported only at the front.

A 65-litre fuel tank was installed under the boot floor.

As per the majority of the Mercedes range, suspension was fully independent with double wishbones up front and a swing axle at the rear. Telescopic coil springs were fitted all round along with a front anti-roll bar.

230mm servo-assisted drum brakes were standard equipment.

13 x 5-inch steel disc wheels were normally accessorised with a body coloured Mercedes-branded hub cap.

ENGINE / TRANSMISSION

The 190 SL was powered by a brand new Type M121 B2 inline four cylinder engine that went on to be used in the rest of the 190 range. It featured a cast-iron block with a single overhead camshaft aluminium-alloy two valve head.

Displacement was 1897cc. Like the 300 SL, bore diameter came in at 85mm. The stroke was reduced by 4.3mm to 83.6mm.

Mercedes opted for an 8.5:1 compression ratio and fitted a brace of twin-choke Solex 44 PHH sidedraught carburettors.

The factory quoted a peak output of 105bhp at 5700rpm and 105lb-ft 3200rpm.

Transmission was via a four-speed manual gearbox and single-plate clutch.

BODYWORK

Visually, the 190 SL’s styling was clearly derived from the handsome Gullwing.

The front end was home to another wide intake. This was embellished with a chrome shroud and large three-pointed star, either side of which were decorative whiskers.

Similarly, all four wheelarches featured distinctive splash guard eyebrows.

Full width bumpers were fitted front and rear.

While the front fender line was also largely imported from the Gullwing, the rear fenders were considerably more pronounced and gave greater definition than the flat-sided W198.

The Gullwing’s elaborate engine cooling vents located behind each front wheel were deleted and the cockpit was made wider to allow for a more spacious interior.

Whereas the 300 SL had two distinct power bulges on the hood, the 190 SL came with just one.

The folding canvas roof was easy to operate. When lowered, it stowed almost flush with the rear deck. A leather tonneau was coloured to match the rest of the upholstery.

INTERIOR

Access to the cockpit was far easier than the Gullwing thanks to the absence of high chassis crossmembers. This meant 190 SL owners didn’t have to clamber across wide sills. As such, a conventional (non folding) steering wheel was fitted.

At a quick glance, the dashboards of the two SL variants were broadly similar.

Both cars housed a large rev counter and speedometer in a neat binnacle directly behind the steering wheel. Smaller gauges for oil pressure, water temperature and fuel were located either side of the steering column. A clock was normally housed on the glovebox door.

The metal dashboard was painted to match the exterior. The dash top and knee roll were upholstered in leather that matched the seats, door panels and upper portion of the rear quarters.

The lower section of the area behind the seats was carpeted along with the rest of the floor.

Well-padded seats tilted forwards for easy access to the back.

The two spoke steering wheel was ivory Bakelite to match the gear knob.

OPTIONS

Buyers could specify a canvas roof or no roof at all.

There was also an optional hard top which, along with the windscreen pillars and hub caps, could be ordered in a contrasting colour to the rest of the bodywork.

For a degree of extra practicality, Mercedes offered a transverse rear jump seat.

The desirable Sport Package featured a tuned engine, shorter, stiffer springs (which lowered the ride height), uprated shock absorbers and a thicker anti-roll bar.

A radio, spot lights, bumper overriders, whitewall tyres and a three-piece luggage set were other potential extras.

WEIGHT / PERFORMANCE

The standard 190 SL had a kerb weight of 1400kg.

Top speed was 110mph and 0-62mph took 14 seconds.

For comparison, with a standard rear axle ratio, the much more expensive 300 SL offered a 155mph top speed and 0-62mph in 7.1 seconds.

COMPETITION VERSION

For those customers that wanted the most potent example available, the first 190 SL brochure described a rarely seen variant for competition use.

These cars automatically came with the aforementioned Sport Package that comprised a tuned engine and a lower ride height thanks to firmer shocks and shorter springs.

The steel doors were switched to aluminium and the normal windscreen was replaced with a small perspex aero screen.

The bumpers, roof and heat exchanger were deleted as were the standard seats which Mercedes swapped for leather-covered buckets.

Around 140kg of weight-savings were made.

Very few such cars were built and the model was no longer advertised after the spring of 1956.

PRODUCTION CHANGES

During the course of its eight year life, a series of modifications were phased in.

The first of these arrived in January 1956 when a modified front subframe was introduced that featured two additional supports for the engine.

In March 1956, broad chrome trims were added to the upper door rim.

Bigger tail lights from the 220 and 219 were fitted from June 1956.

To accommodate wider rear number plates that were being introduced, plate illumination was changed in July 1957. The chromed lights originally mounted either side of the licence plate were deleted in favour of discrete additions on the inside face of each rear overrider. While this meant overriders became standard at the rear, they were still an optional extra at the front.