{"id":34932,"date":"2014-02-12T10:44:07","date_gmt":"2014-02-12T10:44:07","guid":{"rendered":"http:\/\/www.influx.co.uk\/wordpress\/?p=34932"},"modified":"2022-06-14T11:45:49","modified_gmt":"2022-06-14T10:45:49","slug":"mercedes-c-111-iii","status":"publish","type":"post","link":"https:\/\/www.adrianflux.co.uk\/influx\/blog\/mercedes-c-111-iii\/","title":{"rendered":"Mercedes C-111-III"},"content":{"rendered":"

We could write a weighty tome on the Mercedes C-111’s test-bed chops.<\/strong><\/p>\n

This has to be one of THE most influential cars of the late 20th century. The achievements of the last two iterations (pictured here), are gobsmacking.<\/p>\n

Originally the 1977 Mercedes C111-III was powered by a 230 horsepower straight-5 turbodiesel. Combining that with all those elongations and cowerings \u2013 it gave an amazingly low drag coefficient of .191.<\/p>\n

\"slippery;<\/a>
slippery; .191 drag coefficient…<\/figcaption><\/figure>\n

At the Nard\u00f2 in 1978, this frugal projectile hit 200 mph and averaged an astonishing 14.7mpg at an average of 195.4 mph over a 12 hour session.<\/p>\n

The later V8 500 hp version with a stabilizing tail fin (see cutaway) set another record with an average lap-speed of almost 251 MPH.<\/p>\n

Now that is some serious diesel performance – and one that set the standard for the aspirations of an entire industry.<\/p>\n

Bravo Benz<\/strong>.<\/p>\n\n\t\t