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Car Of The Day: December 24, 2009; Sohbi '77 Merecedes-Benz 450SEL
Topic Started: Dec 24 2009, 02:48 AM (438 Views)
Swifty
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The Mustang II is a Mustang too!
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Today's car of the day is Sohbi's "1977 Merecedes-Benz 450SEL".

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Wikipedia
 
The Mercedes-Benz 450SEL 6.9 is a high-performance version of the S-Class luxury saloon. It was built on its own assembly line by Daimler-Benz in Stuttgart, Germany and based on the long-wheelbase version of the W116 chassis introduced in 1972. The model was generally referred to in the company's literature as the "6.9", to separate it from the regular 450SEL.

The 6.9 was first shown to the motoring press at the Geneva Auto Show in 1974, and produced between 1975 and 1981 in extremely limited numbers. It was billed as the flagship of the Mercedes-Benz car line, and the successor to Mercedes-Benz's original high-performance sedan, the 300SEL 6.3. The 6.9 also has the distinction of being among the first vehicles ever produced with optional electronically-controlled anti-lock brakes, first introduced by Mercedes-Benz and Bosch in 1978. The 6.9's successor — the top of range 500 SEL — continued the 6.9's remarkable self-leveling hydropneumatic suspension as an extra-cost option.


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For more information and pictures of the real car please visit: http://en.wikipedia.org/wiki/Mercedes-Benz_450SEL_6.9

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I know, two Sohbi Mercedes-Benz models in one week? What could I possibly be thinking? What we see here is another copy (this time the inspiration was the Tomica/Yat Ming 450SEL pictured behind it in the below picture). At least they retained the opening doors! I'm torn as to whether this particular Sohbi is worse than the Matchbox model of the same car (atrocious model from Lesney!) but since they went the generic route with the front and rear I will give the nod to Sohbi as being worse than the Matchbox. On a side note, it appears this casting is developing some corrosion on the passenger side's front fascia.

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Wikipedia
 
The 6.9 was the first Mercedes-Benz to be fitted with the hydropneumatic self-levelling suspension system developed by Citroën in 1955, unlike the 600 and 6.3 which employed air suspensions. Using a combination of fluid-filled struts and nitrogen-filled pressure vessels or "accumulators" in lieu of conventional shock absorbers and springs, the system was pressurized by a hydraulic pump driven by the engine's timing chain. Compared to the new Mercedes-Benz system, Citroën's was belt-driven, exactly like a conventional power steering pump; failure of the Citroën system thus might result in loss of suspension. Conversely, every unit of the 6.9 was shipped with hard rubber emergency dampers that served as temporary springs and allowed the car to be driven in the event of a hydraulic failure. The special hydraulic fluid required by the system was stored in a tank inside the engine compartment. Not only was the system totally self-adjusting, ride height could be altered by a dash-mounted push-pull knob under the speedometer that raised the car an additional two inches (50 mm) for increased ground clearance. NHTSA decreed this feature illegal in the US market, but it could be enabled simply by removing a limiter at the tank-mounted control valve.

The suspension system gave the 4200 pound (1900 kg) car the benefits of a both a smooth ride and handling that allowed it, in the words of automotive journalist David E. Davis, to be "tossed about like a Mini." The car also featured a model W3B 050 three-speed automatic transmission unique to the 6.9 and a standard ZF limited slip differential both for enhanced roadholding performance on dry pavement and enhanced traction in inclement weather.

Four-wheel disc brakes and four-wheel independent suspension were standard across the W116 model range.


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Wikipedia
 
All of this technology came at a very high price. At a time when the most expensive Cadillacs, the mid-sized Seville and full-sized Fleetwood Series Seventy-Five limousine each listed for about US$16,000, the 6.9 listed for around $40,000, more than most Rolls-Royces. When the car was officially introduced into the North American market for the 1977 model year, the price was well past $40,000 and was nearly $53,000 by the end of production. The only way to get a 6.9 in the US or Canada prior to 1977 was to import one through the grey market. Though the 6.9 was undeniably a luxury car, it was a rather austere one compared to the sheer opulence available in a Rolls-Royce or full-sized Cadillac. The interior was identical to that in the less expensive models except for the push-pull suspension control knob just under the speedometer, a low suspension pressure warning and height adjustment indicator lights in the instrument cluster, and wood trim finished in burled walnut veneer on the dash and console. The rest of the W116 lineup was trimmed in striated zebrano veneer.

The 6.9 lacked expected luxury touches such as power-adjustable outside mirrors or front seats, although a unique power rear seat, heated seats and even orthopedically-designed front seats were options. Buyers outside North America could also opt for headlight wipers and washers and/or headlights with a special vacuum-operated linkage whose aim could be adjusted at the dash depending on vehicle load. There was also a new standard feature in 1977-- most Mercedes-Benz automobiles that year were equipped with a sophisticated electronic climate control system developed by Chrysler Corporation for use in their top models. The system turned on the heater, air conditioner or both, depending on the thermostat's setting and ambient temperature, automatically maintaining whatever temperature the driver selected. The compressor was an American import as well, supplied by the Harrison division of General Motors.

Far more modern than the contemporary Cadillac, which still had a live rear axle, and both faster and larger inside than the either the Rolls-Royce or Cadillac, the 6.9 was indistinguishable from its W116 stablemates save for a modest "6.9" badge on the decklid and wider tires.US models also had different bumper rubbers fitted to the "park bench" impact absorbing bumpers. As discreet as the badge was, it could be deleted/ordered with option 261 omission of the displacement figure on the trunk lid at extra cost for those who wanted to avoid attention either from drivers of other high-performance cars or from law enforcement. In the words of David E. Davis, the 6.9 was "a $50,000 exercise in going fast."

Still, for fans of the discontinued 6.3 or for those who simply had to have a car which Car and Driver proclaimed to be "the greatest Mercedes-Benz ever built," it seemed that money was no object. At its launch in 1975, the 450SEL 6.9 cost DM 69,930. In the last year of production, 1979, the car was available at a price of DM 81,247. Even though this was far from inexpensive, the courage of the Mercedes-Benz strategists in launching the car onto the market paid off. A total of 7,380 units were built by 1980, and most of these were exported to the USA. This volume figure looks rather small at first glance, but production figures tend to be significantly smaller in the top luxury segment where this model competes. Also, the 6.9 was not the only S-Class model, and was purchased by the rich, the famous, and the powerful despite the rising cost of gasoline brought on by the Arab oil embargo. Thus, the 7,380 total sales volume is quite respectable once the price and contemporary economic climate are taken into account.


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james_autos
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Minivan
I know the Matchbox 450SEL is pretty bad but it's nowhere near as bad as this one. How could you even contemplate this one being better than the Matchbox! :o
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Sak
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Ezekiel 25:17
Actually, this one looks more like the Zylmex! Maybe they knocked off THAT one?

From the side elevation, the Matchbox is totally unsatisfactory. Anything would look better. However, the detailing of the front and rear are just fine. They certainly were capable of coming up with a better package than they did.
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JustDavid
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SUV
Oh my... :wacko:

Although the MB is not light years ahead, it IS still better executed than this monstrosity.
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ivantt
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New casting? Quick! Take it apart!
I'm surprised no one has remarked about the sophisticated graphics on some of these, eh, castings, the past few days. Out of work tool makers do drugs, then carve out the accurate castings while out of work graphics artists do drugs, then decorate the castings.with superb award winning graphics. Cough.
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Swifty
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The Mustang II is a Mustang too!
ivantt
Dec 24 2009, 09:13 PM
I'm surprised no one has remarked about the sophisticated graphics on some of these, eh, castings, the past few days. Out of work tool makers do drugs, then carve out the accurate castings while out of work graphics artists do drugs, then decorate the castings.with superb award winning graphics. Cough.
Oh come on, the graphics aren't that bad! Don't make me call the Airport Police Squad to come arrest you!
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Sak
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Ezekiel 25:17
I don't think they're actually DOING the drugs. I do believe, however, that the tampo's laid on in an outsourced facility, where the same illiterates who process the heroin design and put tampo on toy cars. Like, in some old diaper factory outside of Bangkok.
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