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    For #1980 , #Mercedes-Benz / #Mercedes-Benz-W116 introduces the most relentlessly efficient automobiles in its history.

    Dramatic fuel mileage gains of from 14.3 to 33.3 percent in gasoline models — without downsizing bodies or engines a whit. All five Diesels gain new power — without spoiling their famed fuel efficiency. A remarkable engineering accomplishment. But just what you’d expect from Mercedes-Benz in times like these.

    Stringent efficiency is no sudden demand to the engineers of Mercedes-Benz. For 94 years they have built cars with little else in mind.

    For 1980, these engineers have inched the standards up another notch. The result: eleven automobiles that stand as the most relentlessly efficient Mercedes-Benz has ever built. Evolution, not revolution.

    This new peak was reached without panic. Without downsizing bodies or cutting engine capacity. Without cutting hundreds of pounds of weight.

    And without cutting corners in safety or comfort or quality. From the solid “clump” when you shut a door, to the deep safety padding that envelops the cabin, down to the last lovingly hand-rubbed enamel coat, you can rest assured a Mercedes-Benz is still a Mercedes-Benz.

    Through meticulous technical refining, it is simply an even more efficient Mercedes-Benz.

    Diesels — and more power to them

    In any ordinary year, it would be major news that Mercedes-Benz engineers had boosted the performance of their Diesel- powered cars.

    And boost it they did — to a healthy degree. The muscular 300 SD Turbodiesel W116 is even more muscular. The five-cylinder 300 TD Station wagon, 300 CD Coupe and 300 D Sedan move more briskly. The 240 D Sedan enjoys new punch.

    But 1980 is no ordinary year.

    The best news is that the legendary Diesel fuel efficiency remains legendary. The economy of the 240 D remains in the rarified air usually reserved for compacts and mini-cars. For 1980. the 240 D with manual transmission has an EPA estimate of 28 mpg. That beats every compact, mid-size and large car listed in the official FPA fuel economy information for 1980, published September 7. 1979.

    All of this has been accomplished without tampering with the 240 D's solid 1.5 tons or its first-class accommodations.
    The 300 SD Turbodiesel gains a full 10 horsepower, further increasing its lead as the most efficient Diesel yet installed in a car. But while performance soars, fuel mileage remains the same as last year. Compare this to other cars. Your mileage may differ depending on speed, weather conditions and trip length! Mercedes-Benz engineers did enjoy a rather unfair advantage over other engineers working on other 1980 Diesel cars: the advantage of a 44-vear Diesel heritage.

    The pleasant shock of efficiency

    Mercedes-Benz offers the American buyer a choice of six gasoline-powered automobiles again in 1980. All six remain object lessons in advanced design.

    But the connoisseurs who always admired the 450 SFL Sedan as the nr plus ultra of automotive travel get a bonus in 1980. So do advocates of the six-cylinder 280 F. and 280 SF Sedans, and 280 CF Coupe. And enthusiasts of the 450 SL Roadster and 450 SLC Coupe may also be in for a pleasant shock.

    In these cars for 1980. fuel efficiency gains some makers might be pleased to achieve in two. three or five years have been achieved in one. Advances ranging from a 14.3 percent increase in fuel mileage for the 280 CE Coupe, 280 F and 280 SF Sedans, to a 33.3 percent gain in the 450 SEL Sedan, the 450 SL Roadster and the 450 SLC. Coupe. Compare this to other cars. Your mileage may differ depending on speed, weather conditions and trip length.

    Quality service: reaffirmed commitment
    With every new Mercedes-Benz comes a dual commitment: to provide unparalleled engineering in its cars and to provide unparalleled service — through the unstinting efforts of over 400 authorized Mercedes-Benz dealers across the United States.

    A challenge since 1886

    Every car maker today speaks of its cars being “right for the times.” Mercedes-Benz is no exception.

    But it is worth noting that Mercedes-Benz — having never let its cars grow too long and large and heavy — is not now forced into radical redesign to bring them back in line.

    Making its cars more efficient does not loom as “the challenge of the eighties” at Mercedes-Benz.
    It has alums been the challenge. Engineered like no other car in the world.
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    Chris Pollitt
    Chris Pollitt joined the group Mercedes-Benz W116
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    Imagine a seat so carefully engineered that its springs are actually tuned to the suspension motions of the car.

    Mercedes-Benz car seats are designed . to provide fatigue-free comfort over extended periods of time. Orthopedic physicians, working together with the Passenger Car Test Department, dictated that the most comfortable car seat should be firm, not soft and mushy as is often thought, mistakenly, to provide the utmost physical well-being.

    A firm seat wards off the onset of muscle cramp and constriction. And it lessens the incidence of vibrations — the millions of tiny, jarring vertical and lateral movements caused by riding in a moving vehicle, which over a long time can produce strain and muscle fatigue.

    Likewise, by carefully adjusting the resiliency of seat springs to the number of vibrations created by the moving car’s suspension, the Mercedes-Benz engineers reduced the amount of jarring and gentle “rocking”.

    The leading edge of the seat cushion is designed and shaped to allow prolonged periods of stationary position by the right leg — operating the accelerator pedal — without causing cramps or shooting pains that indicate constricted circulation.

    The #Mercedes-Benz passenger cars: #1964
    200 D 60 gr. HP 300 SE* 195 gr. HP
    200 105 gr. HP 300 SEL195 gr. HP
    230 135 gr. HP 250 SL 170 gr. HP
    230 S 135 gr. HP Coupe/Roadster
    250 S 146 gr. HP 600 300 gr. HP
    250 SE* 170 gr. HP 600 Pullman
    * also available as Coupe or Convertible Horsepower ratings according to SAE.

    This is just one example of the engineering excellence that has been a tradition at Daimler-Benz, since the company’s founders invented the automobile. Mercedes-Benz /

    The Mercedes-Benz 230. A built-in ventilation system admits constant fresh air — even with all windows shut.
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    OLD GOLD / MUSTANG MAGIC GOLDEN #1966 #Ford-Mustang-Convertible / #Ford-Mustang-MkI / #Ford-Mustang-Convertible-MkI

    Mom’s 1966 #Ford-Mustang has brought top-down pleasure to four generations.
    By Mark j. Mccourt /// Photography by Richard Lentinello

    The original Mustang was famously all things to all people. For the Eiselben family of St. Louis, Missouri, a 1966 model got rave reviews playing the dual roles of Mom’s grocery-getting, kid-shuttling daily driver and Dad’s fun-in-the-sun weekend convertible. It had a place of honour in the family garage 49 years ago, and it still does, in son Karl Eiselben’s garage, today. This Mustang convertible may have transitioned from all-weather transportation to concurs-winning trailer queen through the decades, but “Old Gold” remains in the family’s expert care, and will continue to make memories for its purchasers’ great-grandchildren.

    A 1962 Rambler American convertible was the first occupant of the second bay of Roland and Alice’s garage, and that homely cute AMC — purchased new with white paint and top over a gold interior—was the originator of the dual-role family car. It remained in service until Karl’s older brother Kurt bought it from them. Karl — who currently lives in Palm Beach Gardens, Florida — was a nine-year-old auto enthusiast, building scale models of Mustangs and Shelbys, when his father settled on a real Mustang convertible as the Rambler’s replacement. “I went with him to look at several of them,” he recalls. “Dad wanted the 289 V8 so it would have some ‘go,’ but he also wanted an automatic and power steering, so Mom could comfortably drive it. When my mom saw this car sitting in the corner of Cavalier Ford in St. Louis, she was sold — she knew it was the one.”

    The sporty #Ford ’s striking Antique Bronze paint and complementary two-tone Parchment-Saddle interior were set off with a black vinyl top and accessory 14 x 5-inch Styled Steel wheels. It had the desired powertrain, and much more; also included were a power top ($52.95), Rally-Pac gauges ($69.30), the Visibility Group of mirrors and two-speed electric wipers ($29.81), and individual accessories like a centre console and passenger mirror. “Dad negotiated with the dealer to add the trunk-lid luggage rack, the engine chrome dress-up kit and the undercoating that would protect it during those Missouri winters,” he explains.

    The V8 was a nice upgrade over the base straight-six engine, this car’s being the C-code version sporting an Autolite 2100 two-barrel carburettor. With its 9.3:1 compression ratio, this V8 made 200hp at 4,400 RPM and 282-lb.ft. of torque at 2,400 RPM, which was plenty for the circa-2,800- pound convertible, even considering that optional three-speed C-4 Dual-Range Cruise-O-Matic automatic. As Karl would later learn, this powertrain provided more “go” than the standard, unassisted 10-inch drum brakes could comfortably handle; “You’d be better off using a rock and chain to slow the car down than using the brakes it has!

    “I was with my parents when they took delivery of the car. It was an exciting time for us — back then, when you bought a new car, it was really something special. We started calling it ‘Old Gold’, right away, a play on the paint colour name,” he remembers. Their special soft-top was one of 72,119 convertibles built for 1966, out of an incredible 607,568 Mustangs — 1966 represented the best-ever model year of Mustang production. “It was an everyday driver that was also the fun car for the family. Mom would have the top down most of the summer. And because Dad enjoyed convertibles, we always took good care of it. It certainly got used, but it was never abused.”

    Karl had an after-school job during his high school years, and as his parents had done for his brother seven years earlier, they consented to sell him the Mustang. “Growing up with my dad, I’d helped him take care of the car in hopes that I could someday buy it. When that came to pass in 1973, I drove it every day to school and work, and all weekend,” he says. “I had a lot of fun with it. But I still remember the day when it sat in the school parking lot, and kids from a rival school drove through and threw orange paint around, hitting my car and a Chevelle 396 convertible I always parked next to. As I was walking out of school, I wondered why there was a big crowd standing around our cars. I found orange paint all over our tops and back windows, and dripping down the sides. We filed police reports, but I don’t know if anyone was ever caught.”

    Virtually all of the vandals’ paint was removed — “To this day there are still a few small spots on the car. I’ve left them there purposely because I know where they are,” he laughs. Old Gold got a new coat of Antique Bronze when Karl was still in high school; he worked with his body shop-owning friend to sand and respray the body. The Ford then brought its youthful owner to college, and was his sole transportation there for a time, as well; “I left it at school one weekend when I went to visit my sister, and when I got back, I found it had a cracked windshield. I wanted to protect it and keep it garaged, so I drove it back home to my parents’ home and bought a 1966 Mustang coupe as a replacement daily driver. I used that coupe for the duration of college.”

    Roland and Alice didn’t mind this car returning, as they hadn’t replaced it with another convertible, that body style largely having fallen out of favour in the mid-1970s; they enjoyed using it sparingly in the summer months. As a third car, it mostly sat, but it did come out with the top down on sunny days, for trips to the local ice cream shops. Karl got married, and life’s distractions meant the Mustang wasn’t a top priority until 1990, when he attended a show put on by St. Louis’s Show-Me Mustang Club. This was where he met kindred spirits who convinced him to treat Old Gold to a concurs-quality restoration.

    “When I decided on the restoration, it was a pretty easy job, because we’d taken care of the car. It may be the only Missouri Mustang that still has its original floors!” he laughs. “It had about 90,000 miles on it. There was very little rust, a little bit in the front fenders. Rather than cut that out, it was easier to replace the fenders with rust-free original fenders. The driver’s door tags have never been removed.”

    Karl turned to another old friend from high school, Bruce Zbaron, who owns Smitty’s Auto Body in nearby Valley Park, Missouri, for help with this restoration. “Just like I did in 1973, I did the sanding work for Bruce,” he recalls. “He would prime it and give the car back to me for the sanding. I would sand it and think I had it perfect, but he’d put circles and arrows all over it, giving it back and telling me to do it again! I eventually got it straight. I also replaced the interior. I have sweat equity in this car, absolutely.”

    A major upside to restoring an early Mustang is that so many parts are available. But rather than buy new reproduction parts, Karl made a conscious choice to reuse as many of his car’s original parts as possible. As for the brightwork, the factory bumpers were rechromed, and the original stainless trim was polished and put back on. He also resisted the temptation to alter the car with readily available upgrades like air conditioning, the GT trim or a Pony interior, reasoning, “That’s not the way my parents bought it, so the car will have to stay the way it is.” And well after the body’s restoration was completed, the car’s 100,000-mile milestone prompted its owner to give the 289 V8 a preventative refurbishment.

    In the years since it was finally finished, the Eiselbens’ Mustang has earned many trophies and much admiration, the car having won Mustang Club of America and AACA Senior Grand National awards. But more than that, it’s brought them together. “My dad passed away in 1994, but before that, the Mustang Club of America’s publication, Mustang Times, did a cover shoot on Old Gold with my dad, myself and my son on it, and called it, ‘Like Father, Like Son, Like Son.’ That’s the only picture I have of Dad, Eric and myself with the car.”

    He continues, “I’ve done father-son and father-daughter weekends with it at car shows. My children were with me every time we’d go to local, regional and national shows with Old Gold. They would help polish and clean, and it was always great fun for the family. It really has been something all of us, as a family, could work together on, and they have as much attachment to the car as I do.” Today, the Mustang’s odometer reads roughly 106,000 miles, and although it’s now a pampered show car that only comes out on nice days, it still transports Karl like a time machine. “It’s been a lot of fun for a lot of years. I can’t believe how many years… 49! I keep looking at it and saying, ‘One of us is getting really old,’” he laughs. “Now that my kids are having kids, it will be a real thrill to ultimately have the fourth generation riding in it. That’s pretty amazing.”

    Now that my kids are having kids, it will be a real thrill to ultimately have the fourth generation riding in it. That’s pretty amazing.

    This example was heavily optioned from the factory, and it came with the #Ford-C4 automatic transmission, power steering, Rally-Pac steering column gauges and the centre console. Its owner resisted the temptation to upgrade it with more accessories.

    Karl’s father negotiated the two-barrel 289 V8 engine’s appealing chrome dress-up kit as part of the car’s initial purchase. The engine was pre-emptively rebuilt at 100,000-miles — after the restoration was finished — but the original pistons were reused.
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    Chris Pollitt
    Chris Pollitt joined the group Mustang first generation club
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    In terms of shouty Fords, the Sierra XR4x4 was a bit of an odd duck. It didn’t really know what it was, some people still don’t understand them. However, that doesn’t detract from the fact the XR4x4 has now achieved classic status. Chris Pollitt /// Bruce Holder

    When the #Ford Sierra hit the roads back in the early ‘80s, it was something of a sensation. The motoring public weren’t actually ready for it, something that makes sense when you consider the incredibly formulaic Cortina was the Sierra’s predecessor. The ‘jelly mould’ as it was affectionately nicknamed due to the liberal use of curves within its design, soon won motorists round. It had the familiar rear-wheel drive of the Cortina, it drove incredibly well thanks to the transition to independent rear suspension, it was spacious, and it was also frugal. It was all things to all men, basically. However, Ford wasn’t satisfied with making a good car – it wanted the Sierra to be a great car. It also wanted the Sierra to further trounce its rivals by being a performance car, too. The question was, could a car that had been built and originally marketed to be the dictionary definition of a car, nothing more, nothing less, a car that had taken that role on with aplomb and huge success, be a performance car too? Would that be stretching things a bit thin? There was only one way to find out.


    The groundwork for a sporty Sierra had already been set out two years prior in #1983 with the Sierra XR4i. It was drastic in its differences to the normal Sierra thanks to its big, twin rear wing, sporty bumpers and, of course, the fact it had lost two doors. Despite its obvious origins, it still stood out on its own. Add the 2.8, fuel-injected Cologne V6 engine from the Capri, and you’re onto a winner.

    Okay, so it wasn’t the fastest car to ever hit the road, but at least it showed what the Sierra could be. It was also a good precursor to the mighty Cosworth variant, which, like the XR4x4, was also due in 1985. Unlike the XR4x4 though, the Cosworth was a homologation special, designed and built so Ford could windmill into the world of Group A Touring Cars. This was reflected in its £15,950 price tag, which would have bought you a house in #1985 .

    The XR4x4 was to be a bit more ‘everyman’. It was also a chance for Ford to show the motoring world that it too had a grasp of four-wheel drive technology, something Audi and Peugeot were flaunting with a great deal of success in the world of rallying. However, unlike contemporary cars that offer four-wheel drive as feature and benefit, the XR4x4 chose to shout about it care of specialised badging and trim options. The ‘80s were a time that saw marketing men easily pleased, so to them, it seemed like a good idea. The system employed to deliver power to all four wheels consisted of two viscous coupling limited-slip differentials, with the front driveshaft actually going through the sump. The power from the V6 engine was split 36/64 front/rear and in theory it made the Sierra XR4x4 a capable and agile machine with bucket loads of grip. Though, as we said, that was only in theory.


    Despite being the best part of £10,000 cheaper than the Cosworth, the XR4x4 wasn’t a massive seller when compared to the rest of the Sierra range. In fact, around 23,000 XR4x4s were sold, out of approximately 945,000 Sierras in total. The main basis for this was the pull, exclusivity and positive reviews for the RS Cosworth, which whilst more costly, was also more focused on the performance car buyer. The XR4x4 was marketed as a sporty car, but in reality it couldn’t compete with its turbocharged sibling.

    Then there’s the fact the Sierra in five-door guise was seen more as a fleet or company vehicle, something reflected in the range of engines, which included a 1.8 CHV that was designed and built with the fleet operator firmly in mind. A 4x4 version with a thirsty V6 was a bit of an anomaly in the line up. The XR4x4 was originally going to have a 2.0 engine, which may have swayed some buyers, but upon its release, the V6 was there to stay.

    The biggest issue, however, was the fact it simply wasn’t very good. That may sound harsh, so hear us out. As a standalone car, it was capable, grippy, relatively quick and by no means was it hard on the eye. Compare it to the likes of the more refined 4x4 offerings from the likes of Audi though, and it looked dated and basic. The XR4x4 was a bold move for Ford, but ultimately, one that didn’t pan out as it had hoped.

    Over the years, the cars fall by the wayside in favour of the Cosworths and even the XR4i. Thankfully though, as seems to be the case these days for XR-badged vehicles, the love is returning and clean examples are fetching strong money.

    There are plenty of projects available out there too, but be warned, the Sierra rusts for fun, so don’t expect it to be a cheap restoration!


    We must say, we were a little bit excited about this. The red XR4x4 at Ford’s Heritage centre is immaculate, it’s real time warp stuff from the condition of the paint through to the smell on the interior – take a deep breath and you can suddenly hear Prefab Sprout, wonderful. Anyway, as we turned the key there were no hot dogs nor jumping frogs (if you don’t get that reference, ask your dad), just the welcome thrum of that V6 engine. Before setting off, it’s worth noting that there’s something very comforting about a Sierra, the way the dash wraps around you, pointing everything at the driver. It makes it feel like a safe place to be, which was a handy sensation to have when we gave it a boot-full.

    The V6 only has around 150bhp, so the XR4x4 was never going to set the world on fire. However, care of the 4x4 system, it actually puts the power down with certain surefootedness. You can feel it’s working hard, that it’s the culmination of metal bit engaging other metal bits, not the symphony of electronic aids and associated wizardry that we’re used to today. That’s not a bad thing though, as there’s a degree of fait accompli brought on by knowing it’s a physical, mechanical process.

    It’s a bit clunky, mind. The gear change is smooth, but firm. The power delivery is sometimes clumsy and can overwhelm the 4x4 system if you really lean on it and the power itself really isn’t a great deal. An XR4i is a lot more fun to drive, primarily because there isn’t a 4x4 system to sap the power that’s there. Hell, a late model 2.0 Ghia or something similar would probably be more fun. Still, that’s a moot point these days. The XR4x4 should be applauded for what it was – a valid, if ultimately flawed, attempt by Ford to enter a new market and to offer a new level of drive and function. It’s not a bad car by any stretch, it’s just not as good as it probably could have been.

    TECH SPEC ORIGINAL CAR #Ford-Sierra-XR-4X4 / #Ford-Sierra

    ENGINE: V6, 60deg V, 2,792cc, central gear driven camshaft, pushrods, 2 valves per cylinder, iron cylinder heads and block, #Bosch-K-Jetronic mechanical fuel injection, 148.2bhp @ 5,700rpm.

    TRANSMISSION: Four wheel-drive by #Borg-Warner #Borg-Warner-Morse-Hi-Vo chain and viscous coupling, front drive shaft through engine sump, sdp clutch, 5-speed synchromesh, 37% drive to front, 63% to rear, 3.36:1 final drive.

    SUSPENSION: IFS by MacPherson struts, IRS by semi-trailing arms and coil springs, front and rear anti-roll bars, telescopic dampers.

    BRAKES: Hydraulic servo brakes, front 260mm vented discs, 252mm rear drums, dual circuit.

    WHEELS & TYRES: 14x5.5 alloys with 195/60 R14 tyres. Interior: Uprated trim and sports seats, electric front windows, heated rear window, tinted windows.

    EXTERIOR: XR badging, rear spoiler, front fog lights.
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    Chris Pollitt
    Chris Pollitt joined the group Ford Sierra
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    Chris Pollitt
    The #Ford-GT40-Mark-II / #Ford-GT40 / #Ford-GT-Mark-II / #Ford-GT / #1967 / #Ford / #Le-Mans / #Shell

    What is inside the Shell inside the Ford? A layman's guide to the hopes, headaches, ideas and tests that produce today’s gasoline and oil.

    You probably realise that a lot of hard work goes into producing the gasoline and oil you use. But you may like to know a little more of what goes on behind the scenes. Here you can read about some of the things that happen before your car (or one of the champion Fords, above) can be powered and lubricated by Shell products.

    Hopes and headaches

    Shell scientists and engineers are born optimists. The raw material of their work exists a long way below the surface, where no one can see it. And it is always necessary to drill to prove its existence.

    There are engineering problem's and economic problems, problems of time and space. One deep exploration well in Venezuela took 360 days to drill. A diamond drilling-bit costing $25,000 was worn out after only 2 ft. of penetration in hard Canadian rock. By overcoming such difficulties, Shell ensures plentiful, economic supplies to you and other motorists.

    Shellmen use some highly sophisticated equipment. One newcomer is Capshell, a laboratory that works on the sea bed, and the only one in existence today. In the next 25 years, one-quarter of the world's gas and oil will come from under the sea.


    The work of Shell researchers on fuel and lubricants for your car is never complete. The problems are always changing. Traffic conditions are more demanding, motorways are ribboning large areas of the world, and sustained high speeds are more common.

    Shell people must not only keep up with all this, but also keep ahead of it: so that when there's a new need, new Shell products are ready to meet it. Better oils make it possible for better engines to be designed - and better oils come only from research. Last year. Shell's research cost some $100 million.


    Long before they reach racing drivers or you, Shell gasolines and lubricants have had a very punishing time - in the laboratory, on roads and race tracks. In Britain, production cars with Shell Super Motor Oil were driven over 10,000 miles, round and round a test track. In Australia, a Volkswagen travelled over 8,000 rugged miles in less than six days, and finished (thanks to this oil) with its engine parts looking as if they had just come off the shelf.

    Super Shell gasoline, the result of many years' evolution, was proved in similar ways: secret tests, public tests, tests in many countries - most recently on roads in Europe and North Africa, to show the value of specific ingredients.


    The Super Shell gasoline you buy (with the famous Ignition Control Additive) has no fewer than seven special ingredients. Each of these produces a specific advantage (such as good mileage and the prevention of stalling). And it is the balance of all these ingredients that makes this such a good gasoline.
    Shell Super Motor Oil has a formula that is exclusive to Shell. It is a blend of highly refined oils and carefully planned additives. This is the first oil available all over the world for every type of car, in every driving condition and climate. No other oil gives such excellent protection against engine failure.

    You benefit

    It would be surprising if you did nor benefit after all the work that has gone into the Shell gasoline and oil you use. You benefit whether the route you travel is a shimmering motorway in the sun, or an unfriendly half-track in a blizzard. You benefit whether you bounce in a proud jalopy, or float in a grand saloon. On six continents there are more Shell service stations than any others. And at every one you can be sure of getting products with all Shell’s care and scientific ingenuity built into them.


    The next time you drive in for a fill-up, or an oil change, you probably will not give a thought to the work that made it possible. That is as it should be. But if you would like to know more about gasoline and oil, or any of the Shell products described on the right, please get in touch with the Shell company near you. They will be pleased to help.

    But Shell is more than gasoline and oil:

    A The Shell Toroidal Burner is a new oxy-fuel burner which produces a flame very much hotter than that of conventional burners. In steelmaking furnaces its use has resulted in improved production, and the suppression of red oxide fume. Shell fuel oils arc also used for many other jobs in today's advanced steelworks - from making pig iron to producing the finished article.

    A By the 1970’s, supersonic airliners will serve the world. Shell Research has for years tackled problems arising from high speed flight. For example, at twice the speed of sound parts of Concord's skin will be hotter than boiling water. Shell works with aircraft and engine manufacturers to ensure that tomorrow’s supersonics, like the jets of today, can use kerosine instead of costly ‘special’ fuels. Now research is looking forward to the ramjet, a hypersonic engine with almost no moving parts, for the Mach 5 travel of the future.

    Two milk containers are dropped: the bottle breaks, the plastic sachet remains intact. This new container has come from the Koninklijke/Shell Plastics Laboratorium at Delft, in Holland. But being unbreakable is only one of its advantages. Because it is almost opaque, its polyethylene laminated film protects milk against the effects of daylight (in a glass bottle, light can cause loss of flavour and, within 2 to 4 hours, loss of vitamins). Milk in the sachet stays fresh longer. The sachet itself is also lightweight, easily stored and disposable.

    One of the victorious Fords (with #Shell-Oil ) in the 24-hour race at #Le-Mans this (1967) year.
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