8W Why? Rudolf Uhlenhaut

24 Мар 2015 | Author: | No comments yet »
Mercedes-Benz W154

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This shows a unique driver as he took part in any competitions!

In Mercedes-Benz Grand Prix found itself in a crisis. Auto Union and Bernd swept the track with after victory, the Mercedes Rudi Caracciola, Luigi Louis Chiron, Manfred von and Hermann Lang were with reliability, engine and problems.

To face the challenge the new cars of Auto Union and Romeo the Mercedes factory for the 1936 season, constructed a new 5.6 litre V12 unit known as the To fit this heavy engine the cars under the 750 kg limit considerable changes to be done to the cars to save weight. The new car was with no less than a 25 cm wheelbase than the old ones. news included a transverse and a de Dion rear axle. The new car was in so small that the tall von could not fit into it properly, a most associate only modern F1 racing.

The finished DAB proved to be seriously overweight. a 4.7 litre 450bhp variant of the old known as ME25 had to be built in a Increasing a 3.3 litre design to 4.7 proved to be too much. During the it was found that the blocks and were too weak to handle the Completely new blocks and cylinders manufactured for the German Grand After that catastrophic for the team, where the best limped home in fifth it was clear that radical had to be done to the Mercedes sporting

The organization used by Mercedes in had its roots before the First War. It was in a time where the drivers were picked those who were running in the for the experimental department. After the of Hans Nibel in 1934 the design office was managed by Max Sailer. Under him Albert and Otto Schilling were in of the engine designs and Max Wagner of the designs. The actual construction, and tests of the cars were by the experimental department led by Fritz Jacob Krauss managed the construction and Otto Weber the assembly while George who was in charge of the dynamometer section, was for the important engine testing.

By the the communications between the experimental and the sporting department led by Alfred had begun to fail. The experimental was totally dependable on the reports the not too technical minded or talkative were sending them. a new technical department between the office and the racing team was in 1936. Known as the Rennabteilung department) it took over the and testing of the racing cars the experimental department. Placed in of the new department was a gifted young named Rudolf Uhlenhaut.

had joined Mercedes Benz in after having graduated the Munich University the same Until 1936 Uhlenhaut had worked on passenger cars a construction called 170V. Now the task for the new department was to get the cars for the Swiss GP. Mercedes-Benz decided not to at Coppa Acerbo and concentrate on instead.

On the 12th of August 1936 the assembled at Nьrburgring with one 1935 car and two 1936 cars and Caracciola and von Brauchitsch as drivers. included running with types of tyres and shock and even with a 60kg weight over the front to get more front grip. two days of testing the drivers and Uhlenhaut took over the himself.

Uhlenhaut had never a race car before, even if he had used to test the passenger car at high speed. However, soon settled in and proved to be an gifted driver, who surely have been a competitive had he (and especially his wife) to. It has even been rumoured Uhlenhaut once went than Fangio at the ‘Ring a test sometime in the mid 50s. Of conditions change fast at the between test sessions and lap aren’t always comparable. just the fact that a rumour exists shows potential.

Soon Uhlenhaut some fundamental errors in the cars. The toe-in changes by the old steering geometry were too big the suspension movement was too short the springs to bottom and the whole chassis to bend during The experimental department had tried to the problems by using both and friction dampers and harder and springs making the handling and a violent kickback to the steering that the drivers used to about even worse. And at the the attachment point for the De Dion could bend as much as during braking. Because the was so stiff the wheels couldn’t the road. Once during tests a wheel came off at speed yet the car continued on three as if nothing had happened.

After the Swiss GP had ended in a victory for Auto Union suggested that further in racing during 1936 was So Mercedes-Benz retired from the concentrating all their efforts on the car instead.

The W125 was constructed to the lessons learned in 1936. It was a car long wheelbase but reduced moment of inertia. The frame was stiffer and the front suspension was new more spring travel and softer springs than on the Mercedes race cars. The car had dampers only (it took time for Uhlenhaut to convince the that the friction dampers unnecessary). The gearbox was changed to a mesh type bettering the considerably. During the season Scheerer developed a new suction-type that proved superior to its

The W125 proved to be winner, being victorious at the German, Italian and Hungarian GPs to give him his European Championship while won at Tripoli and von Brauchitsch at Monaco.

For the new 3-litre formula brought new to the racing department. The new suspension by Uhlenhaut’s team had proved its The only change done to the new car was now the hydraulic rear dampers be controlled from the cockpit the race. Now it was time to concentrate on the and the weight distribution instead. of tests were done the next two seasons with supercharging and direct fuel the first eventually seen on the cars, while the latter had to until 1954. The 1938 V12 with its double overhead was in fact prepared for fuel but at the end carburettors were used.

Mercedes-Benz W154

The double carburettors incorporated all the gained by the DAB engine during attempts. They featured the advanced pre-war GP system automatic venturi valves and an carburettor (known as the Zusatzvergaser ) on at high rpm’s. The engine was offset in an angle so that the shaft passed to the left of the seat, making it possible to the car very low with a low center of That enabled even suspension, a further development of ideas.

The new engine proved to be heavy on both fuel and As fuel was used to cool the revving engine the fuel went up to 1.2 — 1.5 litre/km — 2.0 mpg). That that special consideration had to be about the tank location and a lot of with different tank were made during the season.

After a troublesome Pau the was to dominate the 1938 season 6 victories, 6 second positions and 5 positions from 9 starts and claimed his third European For those 9 races 14 cars and 19 were produced, which that Mercedes-Benz saved no to achieve success. Uhlenhaut said that he was on a non-limit and that he himself had no idea of how they spent.

During all this time was closely involved with the of the cars, testing the cars both at Nьrburgring and when the team around the world. The car in the is chassis #14. While the cars had a 42-litre saddle over the driver’s legs a 242-litre rear tank, #14, known in the literature as the car, had a new tank combination a 227 litre saddle tank and a 170 rear tank in an effort by to optimize the weight on the rear Probably it was the same chassis was built less rigid the other ones making it 13 kg less. The car also featured two air scoops. The team was working on the engine cooling throughout the and tried different radiator and ethylene glycol-water mixtures.

Uhlenhaut and the drivers tested the car at the and while Lang and von Brauchitsch did not the car as it tended to break away Caracciola was quite positive as it was a low car that needed finesse than force to handle. #14 was used as a T-car during the GP and also at Coppa Ciano Caracciola raced the car after an engine failure in his own car during Caracciola liked the car so much he raced it also in the Swiss GP he won. Before that the car got a new radiator design with two openings each side of the radiator.

In 1939 the team a more streamlined variant of the The season wasn’t without its a series of material failures, with the advanced carburettor and two gave the racing department fair share of work.

Of the drivers Uhlenhaut, who was British-born and became good friends Dick Seaman, the engineer appreciating the British driver’s and ability to give technical

After the war Uhlenhaut worked on the 300 Sedan before the factory was ready for racing. Uhlenhaut worked hard on the development of the alias Mercedes-Benz 300 SL Gullwing, the F1 car and the W196S alias 300 SLR sports Uhlenhaut himself used to the unique 300SLR Coupe a top speed of 284 km/h, the ultimate car for the enthusiast?

Before the war it was expected the drivers raced their as they were set up by the technicians arriving at the race tracks. sessions were for learning the not for car setup. Thus Uhlenhaut did not much of the work modern drivers have to do but also the work now expected from the GP during Friday practice. his enormous contribution to the success of the racing team cannot be

Mercedes-Benz W154
Mercedes-Benz W154
Mercedes-Benz W154
Mercedes-Benz W154

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