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Presentata al Salone dell'Automobile di Francoforte del 1951, la 220 era chiamata a sostituire la 230 W153, con la quale condivideva in pratica la stessa struttura telaistica, ad X con tubi a sezione ovale, utilizzata tra l'altro anche sulle più piccole 170V e 170S. Di questi modelli, tra l'altro, la 220 riprende anche l'impostazione stilistica decisamente retrò, tipica dei modelli del periodo immediatamente antecedente la Seconda guerra mondiale. La differenza estetica principale stava nel frontale, dove trovavano posto nuovi fari dal design più moderno, inglobati nei parafanghi.
La 220 è stata prodotta in tre varianti di carrozzeria, ancora separata dal telaio: berlina, cabriolet (a 2 o a 4 posti) e coupé. La berlina è stata di gran lunga la preferita dal pubblico, con 16.066 esemplari prodotti, mentre le cabriolet hanno totalizzato 2.275 esemplari e le coupé solamente 85 esemplari, anche a causa del fatto che la coupé è stata introdotta solo nel 1954, quando già mancava poco alla cessazione della produzione e quando la berlina non era più in produzione.
Le vere novità stavano nel motore M180 da 2.2 litri, primo 6 cilindri Mercedes-Benz del dopoguerra e primo superquadro della Casa tedesca, un motore di tipo monoalbero in testa, contrariamente al 2.3 litri della sua antenata, che era ad asse a camme laterale e valvole laterali. Con una potenza massima di 80 CV, questo motore spingeva la 220 ad una velocità massima di 140 km/h.
Il cambio era a 4 marce con frizione monodisco a secco, l'impianto frenante era idraulico a 4 tamburi e le sospensioni erano a ruote indipendenti con avantreno a triangoli trasversali e retrotreno a semiassi oscillanti.
La 220 proponeva anche alcune chicche per l'epoca, come la serratura di sicurezza per evitare l'apertura accidentale delle portiere, ed l'impianto di riscaldamento ottenibile a richiesta.
I prezzi di vendita delle 200 W187 erano di 11.925 marchi per la berlina, di 15.160 e 18.860 marchi per le due varianti di cabriolet previste e di ben 20.850 marchi per la coupé.
Tra il 1952 ed il 1953 venne realizzata una serie speciale di 220 (41 esemplari) con carrozzeria torpedo, destinate alle forze di polizia.
Nel 1954, come già detto, la berlina è stata tolta di produzione, sostituita dal modello 220S Ponton. Rimase in produzione solo la coupé, equipaggiata dal 2.2 litri M180 in versione leggermente più potente (85CV), montato sulle prime 220S berlina. La 220 Coupé W187 è stata tolta di produzione l'anno seguente, a sua volta rimpiazzata dalla versione coupé della 220S.
Durante la produzione del modello, vennero realizzati anche 47 telai nudi, destinati ad altre carrozzerie.
The Mercedes-Benz W187 is a luxury car produced by Mercedes-Benz from 1951 to 1955. Introduced at the Frankfurt Motor Show in April 1951, the W187 was powered by a single overhead camshaft inline six-cylinder M180 engine and available as a saloon, coupé, and cabriolet, all designated with the 220 model name. Despite its pre-World War II reputation as a manufacturer of luxury cars, in the immediate post-war years Mercedes-Benz produced only four-cylinder-engined passenger cars. The W187 Mercedes-Benz 220 and flagship W186 Mercedes-Benz 300 Adenauer introduced together in 1951 were the first Mercedes to once again feature six-cylinder engines.
The styling was similar to that of the Mercedes-Benz 170S except that the 170's freestanding headlights were for the 220 integrated into the fenders for a slightly more modern look. Two different cabriolet models were built, conceived as exclusive sporting cars of exclusive character, but these only sold 1,278 and 997 for the "A" (2-door, 2/3-seat) and "B" (2-door, 4-seat) versions, respectively.
In December 1953, just as the saloon and cabriolet "B" models were about to be replaced, a "Cabriolet A" derived W187 Coupé was announced for 1954. The Mercedes-Benz sales department let it be known that this development was a direct response to pressing requests from leading celebrities of the time.
During 1953 the manufacturer replaced the conventionally flat windscreen on the 2/3 seater "Cabriolet A" with a slightly curved screen, which also found its way on to the new coupé: this was a way of highlighting the sporting nature of both models. Nevertheless, the coupé once fitted, as many were, with a steel sunroof, was at the end of 1953 offered for 22,000 Marks which was nearly twice the price for the standard W187 "Limousine", and only 85 of the W187 coupés were actually sold. Between August 1952 and May 1953, 41 special soft top "OTP" bodied W187 220s were produced for the police.
All 220s used newly developed M180 six cylinder 2195cc engine producing 80 hp DIN (86 SAE) (59 kW). In contrast with the rather old fashioned look of the car's body, the new engines attracted much attention in the motoring press, being the first new engine presented by Mercedes-Benz in more than ten years.
The valves were operated by short rocker arms from an overhead camshaft. The engine was unusual in Europe at this time in having oversquare cylinder dimensions with a bore of 80.0mm and a stroke of only 72.8mm, which facilitated the design of an efficient cylinder head. The manufacturer claimed a top speed of 140 km/h (87 mph) for the saloons and 145 km/h (90 mph) for the cabriolets which was faster than the 52 PS (38 kW) powered 170S Cabriolet which the cabriolet version of the W187 replaced and from which its bodywork was derived. The new six-cylinder engine would form the basis, repeatedly enlarged and upgraded as the years went on, for a long line of six-cylinder engines powering mainstream Mercedes-Benz models including the six-cylinder version of the early S-Class models in the 1970s. Because of the extra power in what was, by modern standards, a heavy car, the W187 was equipped with Duplex drum brakes.
With the sedan/saloon bodied cars about to be delisted by the manufacturer in May 1954, in April 1954 the "Cabriolet A" and its Coupé derivative were fitted with a new higher compression 85 PS (63 kW) engine that had been developed for the soon to be announced Ponton bodied Mercedes-Benz W180. These faster sporting versions of the W187 continued in production for a further year. The 220 saloon was replaced by the W105/W180 line in 1953. The coupé and cabriolet continued until August 1955.
The saloon went out of production in May, 1954; the Cabriolet models continued for another 15 months until August 1955. The body of the W187 saloon was closely modelled on the 1938 Mercedes-Benz W153, and despite the modern engine that powered it, already looked old fashioned to many observers on the day it was introduced. Two years earlier, in 1949, the Borgward Hansa had served notice that car design had moved on since the 1930s, and the manufacturer's own 1953 W120 confirmed that "modern" European cars were following the North American trend to lower wider bodied designs. This has been seen as an explanation for the W187's own unusually short production run of slightly above three years for the saloon and less than five years for the longest lived of the Cabriolet models.
The W187 was immediately replaced with the Ponton bodied six cylinder Mercedes-Benz 220a (W180). When the cabriolet was withdrawn in 1955 there was no direct successor. However, slightly more than a year later the all-new Mercedes-Benz 220S Cabriolet and Coupé appeared, respectively in July and October 1956, using, like the saloon on which they were based, a modern ponton style body.
The NSU Ro80 was a relative revolution at the time of its introduction. With smooth, aerodynamic styling and a rotary engine, NSU’s Ro 80 made big promises. Years later, one man decided he’d create the convertible that was missing from the Ro 80 lineup. Let’s check out this one-of-two NSU.
NSU continued its development of rotary power, and shortly after the Spider the company introduced the considerably more modern Ro 80. NSU was at the end of its independence around the time the new sedan debuted; two years later, the company merged with the Auto Union. And that organization subsequently merged with, and was crushed by, VW-Audi. The Ro 80 was then the first and last modern NSU sedan.
Introduced in 1967, the Ro 80 was marketed to wealthy customers as an executive sedan. Available in four-door format only, smooth styling covered a bevy of advanced technology. Ro 80 was front-wheel drive, powered by a 113-horsepower Wankel engine of 995 cc displacement. A single transmission greeted buyers: the ever-obscure semi-automatic. Three manual speeds with synchromesh were operated by an automatic clutch. That meant a traditional gear lever shifted by the driver, who touched a knob on the lever to activate the vacuum-operated clutch.
All the advanced tech was great, but unfortunately NSU was not prepared for the issues which came along with its rotary engine design. The free-revving Wankel was overworked by zealous drivers, and after 1971 an audible warning was installed to let customers know when their engine was operating in the danger zone. Even if not stretched to the max, early engines had build quality and reliability issues. Many failed and required a rebuild before 35,000 miles. The problem was the motor’s rotor tip seals, which had to be redesigned to prevent internal leaks.
NSU’s engineers worked quickly, solving most of the Ro 80’s bugs by 1970. But by then dealer and consumer pressure had lead to a longer warranty on all cars, and it hurt the company’s reputation and wallet. No matter, as the Auto Union had taken hold and NSU was not long for the world. The Ro 80 continued in production at Neckarsulm through 1977. After that point, NSU was finished, and the factory was converted to Audi production.
The muse for the Lego model shown here lived the first 15 years of its life as a standard sedan before it transformed at the hands of an Ro 80 specialist mechanic. Said mechanic desired a convertible NSU, and set to work in 1990 turning a four-door sedan into a two-door cabriolet. Another Ro 80 collector saw the drop-top and thought it an excellent idea. He hired the mechanic to build another in 1991.
[Edited text from: www.thetruthaboutcars.com/2020/01/rare-rides-a-1974-nsu-r...]
Vehicle make
AUDI
Date of first registration
18 October 1995
Year of manufacture
1995
Cylinder capacity (cc)
1984cc
I've photogrpahed this before, but I couldn't get a 'square on' shot because the 50mm lens on APS-C is slightly too long to fit the whole car in from the other side of the narrow street.
This, then, is two shots merged in Hugin. The beauty of the k-mount 50mm lens is that the optically neutral point around which you have to rotate it to make the images line up properly is pretty much in line with the focus ring, so it's easy to put your thumb at the bottom of the lens and rotate the camera around it. If that makes sense?
Anyway, it's a 306 Cabriolet with lovely looking leather.
automedia.mk/wp-content/uploads/peugeot-403-cabriolet-000...
Повеќе од 25 години, Peugeot 403 Cabriolet се појавуваше на екраните како службен автомобил на популарниот инспектор Колумбо. Тоа е само уште еден доказ за исклучителната издржливост на овој автомобил на Французите, што во комбинација со стилската каросерија му даде бесмртност на кабриолетот.
Фра...
Automedia
I think it's the first one I see in person. Beautiful car! I like it a lot. Really really nice convertible.
This one had 1981 plates from Lugo (Galicia) but was seen in Suances (Cantabria).
Producción: El Duende
Tema: Transparencia
Fotografía: Ana Nieto
Técnico de Iluminación: Markus Rico
Estilismo: Xavi Reyes
Maquillaje y Peluquería: Adriana Sepúlveda
Agradecimientos: Centro Studios, Madrid
MANU: Camisa y Cárdigan RELIGION
Pantalón WRANGLER
Zapatillas CONVERSE
DIEGO: Polo PEPE JEANS
Pantalón WRANGLER
Zapatillas ASICS
BIMBA: Body WOLFORD
Pantalón CARLOS DIEZ
Botines UNITED NUDE
PABLO: Sudadera y Pantalón RVCA
Zapatillas NEW BALANCE
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Instagram - @carrosrarosbr
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Mercedes-Benz E250 Cabrio
Foto feita por : Matheus Leitao
Em : Punta del este (Urugai)
Spotted this classic and rare to see Peugeot 504 Cabriolet in a very dark spot in an under ground garage that also houses many exotic cars. I had to use my phone as a flash light to get a good view of this classic Peugeot, which is why the photos and video is not good quality due to low light. The car itself is very well maintained and in excellent condition. Very unfortunately this is the only Peugeot of its type i have seen during my trip to Paris